In regional Australia, aviation activity is not limited to major certified airports. Many towns, communities and industries rely on smaller aerodromes called Authorised Landing Areas (ALAs) - or uncertified aerodromes that support regular fixed-wing and helicopter operations.

Certified aerodromes operate under a formal regulatory framework with defined infrastructure, obstacle protection and operational standards. Uncertified aerodromes have fewer regulatory requirements, but they can still support frequent aviation activity including charter services, aeromedical operations, aerial work and general aviation.

Development near these facilities can still introduce aviation risks, particularly where structures affect aircraft approach paths, circuit operations or low-level flight activity. As a result, proposed infrastructure such as towers, wind turbines, cranes and tall buildings near regional aerodromes or landing areas may require aviation assessment to ensure safe and practical ongoing aircraft operations..

Strategic Helicopter Landing Sites (SHLS) are important helicopter facilities that support essential access, often in dense urban areas or near critical infrastructure such as hospitals and emergency services locations. These sites can create aviation constraints that are separate from traditional airport-related protections.

Development near an SHLS may affect helicopter approach and departure paths, obstacle clearance and operational safety. As a result, proposed buildings, cranes and other structures near these sites may require aviation review to determine whether helicopter access can be maintained and whether further assessment or consultation is required.

Under the Airports Act and Airports (Protection of Airspace) Regulations, a structure or activity that penetrates OLS, PANS-OPS or other prescribed airspace may become a Controlled Activity and require formal assessment. Applications are lodged with the relevant airport operator, but the decision pathway depends on both which protected surface is affected and whether the intrusion is short-term or long-term.

Short-term Controlled Activities are generally activities lasting up to 3 months, most commonly tower cranes and temporary construction equipment. Where the short-term intrusion is into OLS or other prescribed airspace other than PANS-OPS, certain delegated officers within the airport-operator company may approve the activity, usually subject to conditions such as height limits, lighting, marking and notification requirements.

Where a short-term activity intrudes into PANS-OPS airspace, the position is different. The airport operator does not determine the application in the ordinary way. Instead, the airport operator consults relevant agencies and refers the matter to the Department / Secretary for decision. The airport operator’s support may be relevant, but it is not the approving authority for standard short-term PANS-OPS intrusions.

Long-term Controlled Activities are generally activities lasting more than 3 months and usually relate to permanent structures such as buildings, towers, rooftop plant or antennas. Where a long-term proposal intrudes into OLS or other non-PANS-OPS prescribed airspace, the airport operator coordinates the technical assessment, but the application is referred to the Department / Secretary for final decision after consultation with relevant agencies.

Long-term intrusions into PANS-OPS airspace are not permitted under the current framework. In those cases, the airport operator may notify refusal of the proposal rather than forward it for approval through the normal process.

In practical terms, this means:

• Short-term OLS intrusion — may be approved by a delegated airport-operator officer
  
• Long-term OLS intrusion — decided by the Department / Secretary
  
• Short-term PANS-OPS intrusion — referred by the airport operator and decided by the Department / Secretary
  
• Long-term PANS-OPS intrusion — not permitted
  

Understanding this early helps project teams identify the correct approval pathway, anticipate likely timeframes and determine whether the issue can be managed through the airport operator or requires higher-level regulatory decision-making.

The regulatory framework governing development near airports is currently undergoing review. Draft updates to the Airports (Protection of Airspace) Regulations aim to modernise how aviation constraints are managed as urban development continues to intensify around major airports.

The proposed changes focus on improving clarity around protected airspace surfaces, controlled activity approvals and the assessment process for buildings and construction cranes. They also seek to strengthen coordination between airport operators, regulators and planning authorities to ensure aviation safety considerations are addressed earlier in the development process.

While the reforms are still in draft form, they signal an increased emphasis on early identification of airspace impacts, clearer approval pathways and more consistent assessment requirements. For proponents and project teams, understanding these emerging changes can help ensure future developments remain aligned with evolving regulatory expectations.