Australia Airport Regulatory Obligations for Leasing - Report Example

Report to BGL’s Board of Directors on Australia Airport Regulatory Obligations for Leasing, Maintenance and Operation of Narrabri Airport Contributors Glossary Airport site – a place declared by the regulations to be an airport an airport site. A commonwealth place used or intended to be used as an airport Airside area – the parts of an airport used for taking off, landing, moving, parking and storing aircraft. Commonwealth – the legislative and executive arms of the Commonwealth is constituted by Federal Government Emergency vehicle – a police vehicle or an ambulance vehicle or a fire service vehicle Landside area – any other area, that is not airside, as defined above, and which is within the vicinity of the airport. Abbreviations ABC – Australian Accounting Standards Board AC- advisory Circular AEC – Aerodrome Emergency Committee AIS – Aeronautical Information Service CASA – Civil Aviation Safety Authority DAMP – Drug and Alcohol Management Plan EMS- Environment Management Strategy ERSA – En-route Supplement Australia ICAO – International Civil Aviation Organization MOS – Manual of Standards NOTAM – Notice to Airmen RPT – Regular Public Transport RFDS – Royal Flying Doctor Service SMS – Safety Management System Table of Contents Executive Summary 2 Introduction 3 Methodology 6 Findings 7 About Narrabri Airport 7 Aeronautical Development Concept 8 Runways 8 Passenger Terminal 8 Aircraft Parking 9 Non-Aeronautical Development Concept 9 Precinct 1 – Aviation Support 9 Precinct 2 – Industrial/Commercial Park 9 Precinct 3 – Freight and High Service Businesses 10 Ambulance base and EMS helicopters 10 Regulatory Requirements 10 Leasing 10 Lessor’s obligation-Commonwealth and Minister 11 Narrabri Airport Obligations 12 Sub-leasing and Licenses 12 Terms of Lease 12 Airport Building Controller (ABC) 13 Applications for Building, Works or Demolition Permit 13 Certification by ABC 14 Summary 14 Recommendations 14 Conclusion 15 References 15 Executive Summary There are several airlines operating in Australia, with operations within the country and all over the world. There has been a rapid growth in the Australian aviation industry. The geographic location of Australia serves as a good advantage to airline and airport operators since most arrivals into the country being through air. Airlines in Australia are classified as defunct and planned airlines. The civil aviation in Australia is comprised of International airlines, general aviation and safety and domestic airlines sectors. Smaller segments like hand gliding, gliding, autogyros and ultra-light aircraft subsectors also exist in the aviation industry of Australia. The acquiring, operation and maintenance of airports in Australia is subject to various legislations and regulations put in place by the government of Australia. Several Acts have been legislated and enacted by the Australian parliament to streamline airport operations and maintenance. This report analyses the various pieces of legislations that affect the aviation industry. It is of great importance that any company that wishes to acquire and operate an airport in Australia becomes conversant with these regulations to avoid the rise of any legal action in future. Normally, the task of operating and maintaining an airport is left to a company, known as the operator company. Since airports are constructed on large tracts of land, the process of selecting a suitable site for constructing an airport should be followed. The main factor that should be considered when deciding on where to locate an airport is the availability of space for future expansion. A company may however decide to acquire an already operational airport. The acquisition of such nature is granted in the form of a lease which remains valid for a certain period of time. Leases are usually granted subject to the laws of the land and the Commonwealth. Any company that wishes to be granted a lease will be required to have fulfilled certain requirements as defined by the various laid down rules. Any form of alteration of the original plan of the acquired airport in the form of demolition and/or expansion must be compliant with the requirements of the Australian legislation which include Commonwealth and State Acts of Parliament, the Civil Aviation Safety Authority (CASA) which include the Civil Aviation Safety Regulations (CASRs) and the Manual of Standards (MoS), the International Civil Aviation Organization (ICAO) guidelines and other international conventions. Most of these requirements are centered on the safety and security of airport users and staff. This report covers the various requirements for acquiring an airport facility, operation and maintenance of an airport, in this case, Narrabri Airport, the regulatory organizations and third party organizations associated with the developments of an airport, aviation obligations required to expand an airport, or any other infrastructure changes that may be carried out within the vicinity of the airport. Introduction Airports are a complex and highly regulated aspect of the economy of Australia. The basic functions of airports are to facilitate transportation between ground and air. The economy of the world is driven by speed and efficiency and airports funnel the aviation requirements for domestic and international travel into the aerodrome experience. The movement of passengers is usually a delicate undertaking and a balancing act struck between environmental, safety, commercial and aviation concerns at airports, though passengers may be oblivious of this fact. With the ever growing popularity of air travel, this influences the need for growth, new technology, more efficient infrastructure, larger aircrafts accompanied with heightened airport regulation. Common with many businesses, the function of an airport like Narrabri Airport is not only influenced by regional government regulation but also by greater social and commercial developments. The airport industry is particularly affected by technological advances, economy of the world, aircraft capacity, tourism, disease, political instability and terrorism. Concerning the planned NarrabriAirport privatization, there will be new business pressures. Capacity constraints, noise and environmental restrictions and stakeholder interests are all barriers to maintaining and improving access to many airports. In the recent days, there have been several international examples which reveal this challenge: The first example is the small but embattled United States airport of Oceanside in California. This airport had almost succumbed to immense local government pressure to terminate operations, before California-based company, Airport Property Ventures was awarded a development lease spanning fifty years. The company promised to spend $21 million on the airport improvement for over twenty five years. This agreement is expected to turn around the fortunes of the airport, which was on the verge of collapsing, into a thriving community supported by the by the Oceanside Airport Association and other airport users. Oceanside’s success was even supported by the Federal Aviation Administration’s decision to deny attempts to sell 15 acres of adjoining airport land, preserving the opportunity for expansion of the airport in future. This phenomenon is not localized to United States but also common to many regional airports which teeter on the balance of prosperity on the balance of prosperity supported by a small local community, versus obliteration by redundancy and the economies of scale of larger airports. The second example is from the United Kingdom where the British Airport Association (BAA), which was privatized in 1987, owns and controls seven of UK’s airports. BAA was once accused of abusing its monopolistic control over London airports, particularly ignoring the needs of airlines and public passengers. The UK’s Competition Commission (equivalent of the Australian Competition Commission) signaled the breakup of BAA’s airports when it called upon the company to sell three of its seven airports, two of the in London. The Competition Commission wanted the Association to provide adequate capacity to cater for the expected growth in demand. The BAA Airport Inquiry Group found that after some twenty years of private control, there was still inadequate runway capacity. The inquiry blamed the common ownership of the seven airports for the competition problems BAA faced. The inquiry then recommended the modernization of the regulatory regime. Lastly, there is the $1.1 billion spend by the Indianapolis International Airport, said to be the first major American airport designed and constructed with 9/11 in mind. It was purposely designed for creating safe, less stressful experience. The services of psychologists were utilized in developing the airport’s plan. This airport has a shopping mall deep inside the terminal, over fifty e-ticket machines, two full body image machines using millimeter wave technology, seven security lanes and a luggage-sorting system with three and half kilometres of conveyors, using thousands of photo cells to track the movement of luggage. This machine is worth $25.6 million. The above scenarios reveal a minor aspect of the complexity of sustainable development of an airport. By sustainable development, airports usually try to expand with sufficient capacity to meet the growing market, with great consideration of stakeholder interests in line of safety, security, environment and shareholder values. While it may be difficult to predict some of these forces, (such as sustainable airport capacity, land development, open ended planning, and the dynamics of population shift), other factors can be the subject of good risk management, planning and control. The challenge remains for Narrabri Airport management team to cost-effectively manage strategic, operational, financial and compliance risks, while still focusing on current needs and future demands. Despite all these, the regulatory environment is becoming more onerous, rendering the task of compliance and monitoring of airport regulations a major undertaking. With the December 2008 National Aviation Policy Green Paper coming up with so many government proposals for new regulations, the task of operation of an airport in Australia will become more cumbersome in the future. This means Black Gold Limited Company will face a major task in its undertaking of trying to make Narrabri Airport the airport of their choice. The first edition of the Australian Airports Liability and Compliance Guide provides several tools to assist Black Gold Limited Company in the arduous task of regulatory compliance for conducting any desired modification and maintenance activities in Narrabri Airport. There are four key areas for Australian airport liability compliance risks reviewed in detail in this Guide. These include: Airport Design and Development; Operations, Services and Pricing; Safety and Security; and Environment and Culture. Methodology We set out to find out the underlying regulations which apply in the various undertakings that Black Gold Limited Company would want to indulge in. Our study opted for the various State Acts of Parliament. Among the various Acts of Parliament that our group made reference to included but not limited to the following: Airports Act 1996 (Cth) Land Titles Act 1994 (Qld) Retail Leases Act 1994 (NSW) Conveyancing Act 1919 (NSW) Conveyancing and Law of Property Act 1184 (Tas) Landlord and Tenant Act 1935 (Tas) Business Tenancies (Fair Dealings) Act 2003 (NT) Retail and Commercial Leases Act 1995 (SA) Transfer of Land Act 1893 (WA) Commercial Tenancy (Retail Shops) Agreements Act 1985 (WA) Airports Regulations 1997 (Cth) Real Property Act 1900 (NSW) Airports (Building Control) Regulations 1996 (Cth) Workplace Health and Safety Act 1994 (Qld) Occupational Health, Safety and Welfare Act 1986 (SA) Airport (Protection of Airspace) Regulations 1996 (Cth) Airports (Control of On-Airport Activities) Regulations 1997 (Cth) Civil Aviation Safety Regulations 1998 (Cth) Manual of Standards Aviation Transport Security Regulations 2005 (Cth) Our group also set out to investigate the provisions of various bodies that have been set up to assist in regulating and ensuring sanity and uniformity in the aviation industry. These included both local and international bodies as follows: The Civil Aviation Safety Authority (CASA) The International Civil Aviation Organization (ICAO) International Air Travel Association (IATA) International Air Services Commission (IASC) We also visited the Narrabri Airport Website to get more information about the airport as may be of interest to Black Gold Limited’s intended acquisition of the airport. Findings About Narrabri Airport Narrabri Airport is an airport located three nautical miles Northeast of Narrabri town, New South Wales, Australia. It is found on Airport Road (Shire Road 8), on the left hand side of Kaputar Road when travelling towards Mt Kaputar National Park from Narrabri. Narrabri Airport started when community interest in opening an airport at Narrabri was initiated by the arrival of Sir Charles Kingsford-Smith in his monoplane in June 1933. The Narrabri Land Board granted the current airport site to the Narrabri Municipal Council in 1935 with the Council allocating five hundred pounds to create a safe runway for aircraft. The airport was officially opened on 5th June 1962. Regular air passenger service was started in 1965 when a maiden flight was made to Sydney. Business is booming in Narrabri with major growth noted particularly in mining and gas exploration. There is plenty of water with adequate rainfall with easy access to extensive bore water systems. Narrabri Shire Airport has two runways. Runway 18/36 is 1,524 metres long and 30 metres wide with a bituminous sealed surface and low intensity lighting. It is suitable for Code 3C turboprop aircraft however; the pavement strength currently limits the ability to accommodate aircraft types with more than approximately 30-40 seats. The airport also has a secondary cross runway, 09/27, which is 1,213 metres in length and 30 metres wide, with a grass surface and is suitable for light aircraft only. A sealed taxiway provides access between Runway 18/36 and the terminal apron. A further sealed taxiway provides access for light aircraft to the existing development to the north of the terminal. The terminal apron can accommodate up to two aircraft up to the size of the BAE Jetstream 32. A grassed light aircraft tie down area also exists with space for up to 15 aircrafts. The existing 1960 brick passenger terminal has a total footprint of approximately 130m2, with two check-in desks, a baggage make-up area and a passenger lounge with seating for 20 people. The terminal is currently operating at capacity. The airport has a Non-Direction Beacon (NDB) as well as Avgas and Jet A1 fuel facilities. Aeronautical Development Concept Runways Runway development options are considered on the basis of providing the capacity toaccommodate the anticipated possibilities with respect to future aircraft types. The following runwayproposals can be made by this Master Plan: Runway 18/36 pavement strengthening to accommodate chartered plane (anticipated to be required by mid-2015 with Black Gold Company Limited’s introduction of a larger aircraft); An extension to Runway 18/36 of up to 350 metres to the south to accommodateBGL’s future operations with a larger aircraft, without payload restrictions. Such anextension would also accommodate larger aircraft and 100-seat jet aircraft. It isanticipated that this extension will be required by mid-2015 to allow BGL to developtheir operations and upgrade their aircraft as required; Installation of new runway lighting at the same time as the runway extension includingPrecision Approach Path Indicators (PAPI); and Safeguarding for possible future Boeing 737-800 chartered aircraft or similar operations in the very long-term (beyond 2041) through provision for future extension of 150 metres to the south and 200 metres to the north, plus associated runway widening and runway strip works. Passenger Terminal The existing terminal facility requires upgrade and expansion with an immediate expansion to approximately 550m2. In order to provide for the immediate capacity requirements at the airport it is suggested that some interim measures are implemented while the terminal building expansion is being designed and constructed. By 2021 an estimated total footprint of approximately 800m2 is required, increasing to approximately 1,500 m2 by 2041. Beyond 2041 a modest future expansion to a total of 1,800m2 may be required if operations commence. Aircraft Parking By 2021, the Master Plan proposes an apron extension of adequate size to accommodate three aircraft parking stands the largest of which will be designed for a largechartered aircraft such as the Dash 8-300 or similar. This will accommodate RPT operations as well as freight and RFDS operations. By 2041, the Master Plan proposes only a small further extension of the apron to accommodate over 70-seat aircraft such as the 4C aircraft or similar. The total number of parking stands accommodated on the apron will be three, all of which will be available for RPT use. Beyond 2041, a small extension to the terminal apron will be required if BGL begins operations into Narrabri. Non-Aeronautical Development Concept A range of key business activities have potential to develop at Narrabri Shire Airport including aircraft storage; aircraft maintenance, avionics, air freight, commercial flight training and residential development with aircraft storage, all of which are aviation-related. Non-aviation related businesses also have potential for development including heavy industry and commercial activities potentially supporting the local resource activity. Four potential development precincts have been identified within the existing airport boundary. These are outlined in the paragraphs below. The development of these precincts is likely to require the significant upgrade of engineering services Precinct 1 – Aviation Support Precinct 1 is proposed to accommodate aviation related businesses such as aircraft storage and maintenance. The precinct will extend to the north and east from the terminal building. Proximity to both runways means that it is ideally suited primarily for aviation support activity. Precinct 2 – Industrial/Commercial Park Precinct 2 is proposed to be developed on available land to the east of Precinct 1. This area provides valuable land for the development of commercial opportunities that are not necessarily aviation related including light and heavy industrial activity. Development within this precinct could aid the diversification of the economy within Narrabri Shire through the attraction of new and diverse business types. Precinct 3 – Freight and High Service Businesses The location of Precinct 3 between the airport access road and Runway 18/36 has the potential to attract high service businesses that require airside access as well as fast and convenient surface access. Precinct 3 activities may include freight, commercial aircraft maintenance, RFDS/Air Ambulance base and EMS helicopters All these facilities and the ones which are meant to be developed in future are all for the efficient and smooth operation of the airport. Black Gold Company Limited can take the advantage of these facilities to progress the commercial aspect. BGL can also initiate other developments as may be necessary as per the laid down regulations. Regulatory Requirements Leasing Airport leases are subject to the following key rules; BGL (the lessee) will have a lease term not longer than fifty years (with or without an option to renew for up to forty nine years). In addition, the l ease must provide for access by interstate and /or international air transport. Airport leases can only be transferred with the approval of the minister. The beneficial and legal interests in an airport lease cannot be separated except in the case of the enforcement of a loan security. Furthermore, if BGL happens to be a lender and in that case acquires a lease, or enters into possession of Narrabri airport site, by way of the enforcement of a loan security, BGL must notify the Minister and transfer the lease to another company. BGL has a statutory obligation to use the airport site as an airport, with the sole business of running the airport. BGL contract out the management of the airport to another company. The other company is usually called an airport management company, which must be approved by the Minister. This regulation may prohibit certain sub leases and licenses relating to airport sites and may deal with the terms of sub leases and licenses relating to the airport sites. The regulations may provide that the beneficial and legal interests in sub leases and licenses relating to airport sites cannot be separated except in the case of the enforcement of a loan security. Airline companies will be restricted to a five per cent limit on share ownership in BGL’s leases. If this limit is exceeded there will be an unacceptable airline ownership situation. The Federal Court has powers conferred by legislation to overturn any unacceptable airline ownership situation as above outlined. Corporate structures need not undermine the Federal government’s directive granting only one lease to a company. This can be achieved through a fifteen per cent limit of ownership for cross-vestment of interests between major airports. Exceeding this limit gives rise to unacceptable cross-ownership situation. BGL may hold any one airport lease, which is not transferable to any other company that is an airport leaseholder for another airport or holds an interest in any other airport lease or does not qualify under the Airports Act 1996 (Cth). A transfer of lease can only occur if permitted by the Minister for the Department (any reference to ‘the Minister’ is a reference to the Minister for The Department). The Minister does not have many reasons to decline to consent to the airport (Narrabri Airport) lease, although different people can interpret these situations differently. The Minister can decline to give his consent to the transfer of a lease in the following grounds: A likelihood for the destruction of diversity in Narrabri airport ownership; Lessor’s obligation-Commonwealth and Minister As lessor, the Commonwealth’s obligation is to some extent dependent on commercial arrangements between the Commonwealth and Narrabri airport, and these are dependent on the size, location and strategic value of the airport. By playing by the rules governing privatization, the Commonwealth simply avoids nearly all the responsibilities that are not expressly implied in the terms of the lease commercially negotiated with the airport. There are however some limitations imposed on the lessor in dealing with the lease. The Commonwealth is prohibited from passing regulations without the express written consent of the airport, if such regulations will have the effects of repealing the declaration of an airport site, or creating an absolute prohibition on the use of the airport site as an airport. Narrabri airport is also entitled to exclusive possession of the airport site under the lease. The Commonwealth must not grant a lease over the whole or even a part of the airport site to a person if there is another entity holding a lease for the airport site. The Commonwealth is however not prevented from entering into leases with other parties before it enters into an airport lease. Beyond this, there are no statutory or regulatory obligations that may arise under the Airports Act 1996 (Cth) that are imposed on the commonwealth in its capacity as the lessor. Obligations may arise under State or Territory leasing legislation to the extent that any matter is not dealt with under the Commonwealth legislation. Narrabri Airport Obligations Narrabri Airport must use the airport site leased as an airport. The requirement is usually relative to instances where the airport might attempt to use the airport site for purposes that are not, or may not be considered to be within the context of the functions of an airport, such as shopping complexes, storage facilities or even hotels. In such a scenario, the airport may carry on substantial trading or financial trading activities as long as the relate to the operation and/or development of the airport, or are incidental to the operation and/or development of the airport , or are consistent with the lease or final master plan for the airport. Sub-leasing and Licenses Sub-leasing occurs when the airport grants a lease to a third party for a part of the airport site, like when a terminal area and facilities are leased to airline companies, baggage management companies, ground handlers, retail businesses and private parking. A lease may also include leasing the land surrounding airport terminal is leased to a third party like private charter business, aircraft maintenance business, long-term private access hangar or retail outlet on the airport site. Such an arrangement is called sub-lease since the airport holds the right of the whole airport site under a head lease from the Commonwealth. Sub-lease licenses can be granted to more than one party for the same area. Sub-leases or licenses must contain an automatic termination trigger clause if the sub-leasee or the licensee acquires an interest that enables it to control a substantial part of the airport, e.g. where the sub-leasee or licensee acquires a controlling stake in the shareholding of the airport. Terms of Lease Airport leases have a life of fifty years or less. The Commonwealth has the power, but not obligation, to grant an option to renew the lease for not more than forty nine years. A lease to Narrabri airport ends if successfully transferred to BGL with the consent of the Minister. The lease may however automatically terminate early if BGL ceases to be a qualifying company as previously discussed, or by terms of the lease, whether termination on the part of the airport or the Commonwealth, subject to overarching State or Territory legislation. Airport Building Controller (ABC) While the Airports Act 1996 (Cth) will govern Narrabri airport’s planning strategy, it will also govern the implementation of the strategy. The ABC is responsible for ensuring that activities at Narrabri airport meet all appropriate construction and engineering standards and operates under the delegated authority of The Department. Although the Airport Master Plan and Major Development Plan regimes are designed for greater transparency in development objectives of airports. ABC regime ensures that building activities are consistent with the published documentation indicated as the airport’s planning objectives. Applications for Building, Works or Demolition Permit Unless by exception, before any building, construction or alteration works or demolition is undertaken on the airport site, permission must be granted by ABC. An application must be made to the ABC where the airport requires the ABC to issue a building approval. When applicant for a building activity is not Narrabri airport, the consent of the airport is required before the ABC can issue a building approval. The airport must notify the ABC and the applicant of its decision regarding consent within twenty eight days of receiving a copy of the applicant. Applications can be amended or even withdrawn at any time before the ABC has made a decision. This can be done by giving the ABC written notice and paying a specified fee and any difference in application fee that might arise because of estimated increased cost of the works. Any proposed variation cannot significantly alter the character of the building activity or its end result. A building approval is valid for three years after the grant by ABC, and may be extended on application for a period of one year. The ABC has power to revoke a building approval in circumstances like: if no building activity is undertaken or is likely to be undertaken within two years from the approval; if the building activity can no longer comply with the approval; if the building activity ceases and the ABC’s is it is not likely to resume; when the building activity is being carried out contrary to the applicable Australian Standards; when building activity is not being carried out in accordance with a condition of the approval; or when the building activity is being carried out contrary to the basis on which approval was given. Certification by ABC ABC’s certificate is to document the completion the completion of the building activity and declare a building fit for use. The certification process thus occurs once the construction work is complete. If some parts of the building are not complete or not completed according to the building approval, ABC is entitled to issue part certificate where it is satisfied with only parts of the subject building activity. Summary There are numerous regulations that BGL will need to comply with in order to satisfy the Australian government as well as the various civil aviation bodies that the company is able and competent enough to run the operations of Narrabri Airport. The key issue is the safety of the workers who will be flown into and out of the airport after the acquisition. The regulations are aimed at preserving the environment and to ensure good use of land. In addition, the regulatory bodies concerned with buildings and demolitions will ensure that each and every structure within Narrabri Airport is of the required standards. This is enforced by the issuance of a certificate for any construction completed satisfactorily, and ordering the reconstruction of poorly constructed structures. Recommendations Owing to the strategic geographical location of Narrabri Airport, it would come as an added advantage to the efforts of BGL company on ensuring a readily, fully available and operational airport. The company will in the long term save a lot of finance which comes about by the rampant delay of flights or cargo airplanes. BGL should also consider expanding the airport because the current facilities will not be able to support the future growth anticipated. To ensure a smoothly operating airport, BGL should first consider expanding the runway, the taxiway and the aircraft packing area to accommodate the larger aircrafts that the company considers purchasing Conclusion Narrabri airport will become one of the major Assets of BGL, at least for the period which the lease will be valid. The company will be able to have the full control of Narrabri airport and thus be able to determine the number of flights for their workers to and from the airport. The company will, in addition to this, be able to expand its revenue base considering the efficient and reliable transport that will be at their disposal. With the anticipated acquisition of larger aircraft for transporting the workers, BGL will have to engage in an aggressive exercise of expanding the parking area, taxiway, runway and so on. This exercise will come with heavy capital investment and this necessitates that the works should be carried out by a competent contractor to give the quality of work required. References 1. COMMONWEALTH CONSOLIDATED. (1997)Airports Regulations 1997. [Online] Available from: http://www.austlii.edu.au/au/ligis/cth//consol_reg/ar1997238/ 2. SOUTH AUSTRALIA LEGISLATION. (1995) Retail and Commercial Leases Act 1995. [Online] Available from: http://www.legislation.sa.gov.au/LZ/C/A/Retail%20and%20Commercial%20Leases%20Act%20Act%201995.aspx 3. AUSTRALIAN GOVERNMENT. (2013) International Aviation. [Online] Available from: http://www.infrastructure.gov.au/aviation/international/index.aspx 4. AUSTRALIA. Airports Regulations. Reg 2.17(i) & (i). (1997). State Parliament 5. AUSTRALIA. Airports Act. S 43(2). (1996). Cth. State Parliament 6. AUSTRALIA. Airports Act. 112 (2). (1996). Cth. State Parliament 7. THE NARRABRI AIRPORT. (2014) Introducing Narrabri Shire. [Online] Available at: http://www.narrabri.nsw.gov.au/index.cfm?page_id=1200 8. STRATEGIC OBJECTIVES. (2013). Economic Development of Air Transport. [Online] Available at: http://www.icao.int/sustainability/Pages/default.aspx 9. AERODROMES. (2014). Active Projects-Airways and Aerodromes. [Online] Available at: http://casa.gov.au/newrules/topic.asp?session=1343746071&pc=PC_90405&topic=air Read More