Restricted Zone!

The Group’s Leaders and Their Various Foreign, Trade, and Other Ministerial Officials Meet Annually in a Different Member Country, and for 2007, It Was Australia’s Turn to Host the Group’s Conference in Sydney. Apec’s Stated Goals, Known as Its ‘three Pillars’ Are “trade and Investment Liberalisation, Business Facilitation, and Economic and Technical Cooperation” Between Member Nations.

The Main Program Commenced on September 2 With an Ambassadorial-level Meeting, and Concluded With the Apec Economic Leaders’ Meeting on the Weekend of September 8 and 9.

In Order to Assure the Security of the Visiting Dignitaries, an Australian ‘whole of Government’ Approach Headed by the Department of Prime Minister and Cabinet Initiated an Unprecedented Security Operation in and Around Sydney, Which Included the Fencing Off of a Large Proportion of the City’s Cbd, Closing an Underground Rail Line and Three Stations, and Restricting Aircraft Movements in and Around the Surrounding Airspace.

Airspace Restrictions

a Temporary Restricted Airspace (Tra) Zone Designated R902 Was Established in the Sydney Basin Airspace, Effectively Closing It to All Unauthorised Aircraft Traffic From 9:00am on August 30 to 23:59 on September 9.

For Operations Within R902, All Aircraft Operating Within Its 45nm Radius of Sydney Airport’s Vor Below an Altitude of 28,000ft Were Required to Obtain Prior Approval to Do So, While Additional Restrictions Were Placed on All Non-essential Traffic to Coincide With the Movement of Key Delegates or During Some Meetingswithin R902, an Additional High Density Airspace Control Zone (Hidacz), Dubbed R901, Was Established Between 8. 5 and 12nm Around the City’s Cbd and the Approaches to Sydney Airport, an Area Bordered by Epping in the Northwest, Holsworthy in the Southwest, Along the Southern Shoreline of Port Hacking in the South, and Roughly Following the Coastline Along Its Eastern Edge Up to Dee Why. Civil Operations Inside the Hidacz Were Limited to Sydney Airport Traffic, Emergency Service Operations, Media and Some Other Commercial Operations. A Wider, 200nm Air Defence Identification Zone (Adiz) Was Also Established Around Sydney, Up to 60,000ft.

The Were Two Reasons for This Approach.

The Main Reason Was So the Sydney Airspace Could Be De-cluttered and Thus Provide a Constant and Recognisable Air Picture, an Especially Important Consideration When Coordinating the Arrival and Departure of Dignitaries’ Aircraft, or if It Became Necessary to Rapidly ‘sanitise’ the Airspace in the Extreme Eventuality of a Mass Casualty Evacuation or Other Emergency. The Other Reason Was So That Rotary and Fixed Wing Aircraft on Security-related Duties Such as From the Nsw Police Air Wing (Polair) and the Adf Could Freely Operate Within the Airspace With a Reduced Risk of Conflict.

Penalties of Up to $250,000 Were Put in Place for Unauthorised Incursions Into R902 Airspace, and Nsw Police Was Authorised to Arrest Offending Pilots at Their Destination.

Fortunately, It Was Not Necessary to Enforce This During the Period R902 Was in Place.

In the Months Leading Up to Apec07, All Arn Holders and Operators in the Sydney Region Were Sent or Referred to the Aip Sup H23/07 Document Issued by Airservices Australia Detailing the Airspace Restrictions and Procedures, and Several Briefings to Various Interest Groups on the R902 Restrictions Were Given. Briefings Were Held for the Nsw and Act Branches of Rapac (Regional Airspace & Procedures Advisory Committees) in February, March, April and June; to the Airspace and Environmental Regulatory Unit (Aeru) Consultative Forum and Australian Rpt Operators in April; to Operators and Pilots at Bankstown in July; and to Sydney Airport Operators in August.

Additionally, Briefings Were Conducted at Aviation Clubs at Mittagong and Wedderburn.

Of Most Concern to Many Operators Was the Requirement to Pre-register for Approval to Operate Within R902 by June 22, 10 Weeks Before the Event Was Scheduled to Begin.

However, After Delays in Printing Reminder Notices by Airservices, and Lobbying by Aopa (the Australian Owners and Pilots Association), This Deadline Was Extended to a More Reasonable July 13. “pilots Are Very Security Conscious and Are Already Security Cleared Before Being Allowed a Licence,” a July 5 Release From Aopa Ceo Tim Blatch Read. “we Are Pleased That Dotars Heeded Our Request to Keep General Aviation Aircraft Flying – It is a Win for Both Parties and Shows That We Are Not Going to Allow This Implicit Blackmail of the Terrorists to Damage Our Aviation Economy. ” After Pre-registration as an Approved Operator and Flight Planning All Activities, Pilots Were Issued With a Flight Specific Approval Number. During the Flight, They Were Required to Carry a Serviceable Transponder, and Be Able to Establish and Maintain Two-way Communications With Atc.

After the July 13 Deadline, Only Pilots and Operators Who Had Already Been Granted an Approval Number Could Apply for Additional Flights or Amendments, and These Had to Besubmitted in Writing at Least 24 Hours Prior to the Flight. No New Approval Requests Were Accepted.

One Bankstown Based Helicopter Operator Said He Had No Issues With the Lead Up Planning of the Conference.

“there Was Plenty of Advanced Warning Issued of What the Restrictions Would Be,” He Told Australian Aviation. But He Also Added That, Despite Communications With the Adf Regarding Approval Numbers Initially Being Good, It Was Somewhat Inconsistent During the Conference Itself.

“early on, Defence Was Quite Good Regarding Short Notice Approvals or Amendments, Often Getting These Turned Around in a Couple of Hours,” He Said.

“however, the System Started to Let Us Down Later in the Week When Approval Numbers Often Didn’t Come Back After Requests Were Made, or They Just Seemed to Get Lost Somewhere in the System. ” He Added That, at Other Times and Despite Operating in Accordance With His Approved Flightplan, He Was Occasionally Challenged Over the Radio, and on One Occasion Was “buzzed by a Polair Citation. ” “as a Helicopter Operation, a Lot of Our Work Can Be Very Short Notice,” He Added. “but for Some of These Shortnotice Jobs, We Were Forced to Turn Down Work, Maybe Three or Four Jobs, Because We Knew We Wouldn’t Get the Appropriate Approval in Time. ” Another Operator We Spoke to, a Flying School Operator From Bankstown, Didn’t Even Bother Applying for Any Flight Approvals. “with Our Operation It Was Very Difficult to Adequately Plan Student Flights Far Enough in Advance to Get the Appropriate Approval Numbers, Even Just in the Bankstown Circuit, So We Basically Just Shut Up Shop for the Week,” He Said. “i Had Some of the Guys Doing Maintenance Checks on the Aircraft, While the Rest of Us Just Packed Up and Got Out of Town for the Week.

I’ve Been Able to Pick Up About Half the Work I Lost During Apec, but We Still Lost the Equivalent of About Four or Five Days’ Work. ” “during the Period in Which (Apec) Airspace Security Measures Were in Effect More Than 16,000 Approvals for Operations Inside R902 Were Issued,” an Raaf Air Operations Centre (Aoc) Spokesman Told Aa. “in Addition There Were Numerous Approvals Issued for Medical and Emergency Service Operations, and Short-notice Unscheduled Media Operations. 214 Requests for Approval to Operate Within R902 Were Denied. Requests Were Denied if the Operation Was Not Compatible, in Terms of Time or Operating Area, With the Airspace Security Measures for (Apec). ” “numerous Violations of R902 Airspace… Were Detected by the Abm Personnel and Dotars Staff on the Ground at Various Aerodromes,” the Raaf Spokesman Added. “these Violations Were Primarily a Consequence of a Lack of Familiarity With the Requirements of Aip Sup H23/07.

Most Violations of the Tra Were Such That Nsw Police Was the Primary Response Agency. ” One Such (and Well-publicised) Incident Perhaps Most Graphically Illustrated the Importance of Adhering to Approved Flightplans. On the Afternoon of September 9, the Final Day of the Conference, Two Raaf F/a-18s Were Despatched to Intercept Cessna 337 Vh-wwc, Which Had Entered R902 From the West After Its Pilot Failed to Respond to Radio Calls From Atc.

One Hornet Reportedly Approached the Cessna From the East as It Crossed the Nepean River at 5000ft Near Penrith, While the Other Jet Stayed Further Away, and Two Flares Were Dropped Ahead of the Cessna’s Track to Attract the Pilot’s Attention. Following This, Contact by Atc on 121. 5 Guard Was Made and the Cessna Was Directed to Turn to the South Towards Warragamba Dam With One Hornet Following Closely Behind and to Port While the Other Held to the East.

Atc Then Asked the Pilot to Track Across the Bringelly Area Towards Bankstown, His Intended Destination, via the 2rn Vfr Entry Point at Casula South of Liverpool.

In the End, the Hornets Escorted the Cessna All the Way to Bankstown, After the Pilot Reportedly Missed the 2rn Waypoint, Where He Landed Safely and Was Met by Police. Subsequent Media Reports Suggested That, Although the 61 Year Old Pilot Had Been Issued With the Appropriate Approval Number for His Flight From Bathurst to Bankstown, He Had Departed Four Hours Earlier Than Expected, Hence the Interception.

“not Withstanding the Heightened State of Security, Police Have Taken Into Consideration All the Circumstances Surrounding the Breach and Have Decided Not to Take Action Against the Pilot,” Nsw Assistant Police Commissioner Denis Clifford Said in a September 10 Statement. The Only Other Incident to Come to Light Was When Two Hot Air Balloons That Were Conducting Approved Flights Over Sydney’s Northwest Were Instructed to Land, One Reportedly via Mobile Phone, by Raaf Richmond Atc After Reportedly Drifting Too Close to the Air Base. Richmond Airspace Was Also Particularly Sensitive Due to Several Vip Aircraft Being Parked There During the Conference, Including President Bush’s Backup Vc-25 to ‘air Force One’, the Us Secretary of State’s C-32 (757), and the Canadian Prime Minister’s A310.

A Defence Statement to Aa Reads Simply: “two Intercepts Were Conducted by Adf Aircraft With Due Regard for Civil Aviation and Strictly in Accordance With Icao Measures Briefed to Civil Industry and Detailed in the Aipsup and Notams, and as Authorised by the Rules of Engagement Endorsed by the Federal Government. ”

Operation Deluge

Not Surprisingly, the Adf Had a Big Presence at Apec, Dubbed Operation Deluge, From the High Visibility of Williamtown Based F/a-18s Circling Overhead the City, to Army 171sqn Black Hawks Providing Special Forces Training in and Around the City in the Weeks Leading Up to the Conference, to the Less Obvious Command and Control Environment Provided by the Raaf.

“significant Planning Effort Went Into Preparations for Apec,” the Raaf Aoc Spokesman Said. “these Started Towards the Middle of 2006 and Included Extensive Coordination and Briefings With the Aviation Industry and Nsw Government.

In Addition, Exercises Involving Raaf F/a-18 Hornets, Boeing 707, King Air 350 and Hawk Aircraft as Well as Nsw Polair and the Command and Control Structure Provided by the Air Operations Centre and Regional Operations Centre (Eastroc) Were Conducted in the Lead Up. These Exercises Ensured That the Tactics, Technics and Procedures to Be Used Were Appropriate and Understood by All Personnel. ” “airspace Security Measures Established by the Whole of Government Approach but Administered and Enforced by Elements of the Raaf, Ensured the Safety of Apec Delegates, the Civilian Aviation Industry and the General Public,” the Spokesman Added.

The Adf’s Contribution to Apec Involved the Standing Up of Joint Task Force (Jtf)634 Commanded by Brig Andrew Smith. Under Jtf634, Task Group (Tg) 634. 4, the Air Component, Was Established Under the Command of Aircdre Mark Skidmore, the Raaf’s Joint Force Air Component Commander (Jfacc), to Provide Airborne Security Response and Other Support as Requested by the Apec Task Force.

Tg 634. 4 Provided Support to the Raaf’s Contribution to the Conference Through the Canberra Based Air Operations Centre (Aoc), Which Provided Command and Control, Tasking and Oversight of Airborne Jtf 634 Assets.

“the Jfacc Was Located in the Aoc and Held Responsibility for Authorisation of Defensive Counter Air (Dca) Aircraft to Engage Aircraft Violating the Tra,” the Raaf Spokesman Said. “aoc Staff Led the Adf’s Participation in the Airspace Security Planning for (the Conference). ” Raaf Bases Richmond and Amberley Also Provided Support Services, Including Atc, Services to Tg634. 4 Aviation Operations, Apec Delegate Aircraft (Primarily Usaf) Parking, and the Provision of Enhanced Security Support.

Although the Hornets Weren’t Continuously Airborne Throughout the Conference, Two-ship Caps Were Launched From Williamtown to Coincide With the Movement of High Profile Conference Delegates, Either by Air or Road, and Whenever Some of the High Profile Meetings Were in Progress. Over the Period of the Conference, Raaf Hornets Logged 75 Sortie Hours in the R902 Airspace Vicinity.

In Addition, the Hornets Were Supported by a 33sqn 707 Air-to-air Refuelling (Aar) Tanker When on Standby and on Caps. Air Lift Support and Aeromedical Evacuation Assets, Primarily Richmond Based C-130s Plus a New Raaf C-17 Were Also on Standby,as Was at Least One Ap-3c Orion to Support Management of Any Unforeseen Incidents.

Air Battle Management of Sydney’s Airspace, Including 24 Hour Surveillance of R902, Was Provided by a Raaf Air Defence Radar Deployed to Middle Head at Mosman, While Atc Liaison Officers Were Located Within the Sydney Terminal Control Unit and at Melbourne and Brisbane Atc Centres.

Raaf Ground Based Elements Supporting Deluge Included Aircraft Maintenance, Ame Personnel, Atc Staff, Air Defence Radar Crews, Raaf Security Police and Airfield Defence Guards, Explosive Ordnance Detection Teams, Ground Handlers for Apec Delegates’ Aircraft, and General Air Base Support Personnel.

Polair the Nsw Police Force Brought in Numerous Extra Permanent and Contracted Personnel and Equipment for the Apec Conference, Including a Virtual Armada of Aircraft.

Apart From Polair’s Usual Complement of Three Helicopters – as 350b2 Polair 3, as 355n Polair 2 and Bk 117b2 P Olair 5, the Acquisition of Two New as 350b2s (Polairs 1 & 4) Was Brought Forward for Apec. Additionally, Three Leased Cessna Citations Provided Air Support (Polairs 7, 8 & 9), While Another as 350b2 (Vh-nbn) Was Leased for Training.

Spotters the Plethora of Visiting Vip Aircraft Was of Great Interest to Aircraft Spotters and Enthusiasts. But Despite Concerns That Areas Which Are Usually Accessible for Viewing or Photography Would Be Closed Off During the Conference, the Spotters We Spoke to Experienced Little or No Disruption.

“the Nsw Police Were Quite Pro-active in the Lead Up to the Conference, Holding Discussions With Us, Posting Information and Answering Questions From Our Members on Our Public Forum,” Kurt Ams, an Organiser of the Sydney Spotters Group Said. “the Group Was Basically Advised to Carry Photographic Identification With Them, and to Follow Any Temporary Parking Restrictions That May Be in Place. ” the Two Most Popular Viewing Spots at Sydney, ‘the Mound’ Next to the New Control Tower, and ‘the Beach’ Carpark Adjacent to the Old Tower, Both Remained Open Throughout the Conference (Although the Beach Carpark Was Closed to Vehicles).

Sporadic Road Closures Between the Corporate Jet Terminals and the Heliport Were Also Experienced Due to Vip Motorcades, and Some Additional Fence Screening and Road Barriers Were Noted. Spotters Also Noted an Increased Police Presence in Cars, on Motorbikes and on Pushbikes All Round the Airport, but All Interactions Reported Were Generally Good Natured.

Wrap Up There’s No Doubt That Apec Saw Previously Unprecedented Levels of Security in and Around Sydney, Far Exceeding That Experienced in the Lead Up to and During the Pre-september 11 Sydney 2000 Olympic Games.

While the Restrictions Inconvenienced Some and Annoyed Others, Most of the Aviation Community Were Generally Praising of the Communications Lines and Networks Established Early in the Piece With the Adf, Nsw Police, Airservices and Other Participating Agencies.

The Pragmatic Bankstown Helicopter Operator Probably Said It Best. “nobody Likes Change, but Sometimes You Just Have to Accept That It is What It is and Adapt to It I Guess. ”