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Truss: Aviation Safety Regulation Review

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Truss: Aviation Safety Regulation Review

Old 30th Sep 2014, 05:50
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Robustess interuptus

Bravo bravo and well done on Coober Pedy. Could this be a 'baby step' towards sensibilty? Have CASA and industry just enjoyed their first act of foreplay? Maybe, maybe not. Either way Paul Tyrrell has proven one thing - Industry is more than happy to co-exist with the Regulator, and only asks to be listened to and treated with fairness. This small olive leaf could be turned into the start a new regime, an equitable working relationship. The ball is, and always has been in CASA's court.
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Old 30th Sep 2014, 07:06
  #1362 (permalink)  
 
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While mining for Opals.

From Aunty last week on this back-down by FF:
Flights between Adelaide and Coober Pedy to continue after agreement to widen runway
Posted Fri at 10:33amFri 26 Sep 2014, 10:33am
Related Story: MP questions need for Coober Pedy runway widening
Related Story: Council told to widen Coober Pedy runway
Related Story: Flights to Coober Pedy to continue

Map: SA

Flights between Adelaide and Coober Pedy in South Australia's north are to continue after an agreement was reached for the town to widen its runway.
The Regional Express airline had planned to stop operating the route from November 13 due to new runway width requirements imposed by the Civil Aviation Safety Authority (CASA).

But the firm's director Jim Davis said the local council had now agreed to widen the runway.

He said the route would continue running as the CASA had relaxed the rules since an agreement was now in place.

"There'll be no more disruption to services as long as the runway widening is carried out within a reasonable time," Mr Davis said.

"That time's not specified, so CASA has been fairly reasonable in allowing the work to take place.

"The work will have to take place within a reasonable timeframe once the funding's obtained."

District Council of Coober Pedy Mayor Steve Baines said it would be business as usual as long as the council could obtain funding and carry out the work.

Mr Baines said last month that widening the runway could cost up to $500,000.
Yes Soty sounds more like a classic FF 'stick and carrot' play... I do wonder though if this opens the door for other operators with runway width exemptions expiring 13 November 2014??

After all (from what I can find), in the case of REX & PelAir, they were given a general exemption due to expire February 2015 and not just a one off exemption for Cooper Pedy:
15. CASA EX37/12 – Expires end of February 2015.(not<18m)(REX)
16. CASA EX36/12 – Expires end of February 2015.(not<18m)(Pel-Air)

[Signed John F. McCormick]
John F. McCormick Director of Aviation Safety
6 March 2012
Exemption — from minimum runway width instructions
1 Duration
This instrument:
(a) commences on 8 March 2012; and
(b) stops having effect at the end of February 2015.
2 Application
This instrument only applies to the SAAB Model A and B aircraft operated by Regional Express Pty Limited, Aviation Reference Number 752788.
3 Exemption
The aircraft are exempt from compliance with the instructions in instrument CASA 61/12.
4 Conditions
The exemption is subject to the conditions mentioned in Schedule 1.
Schedule 1 Conditions
1 The aircraft must not land on, or take off from, a runway that is less than 18 metres wide.
2 Operations on a runway that is not less than 18 metres wide must be conducted in accordance with the Australian CAA Approved Airplane Flight Manual Supplement #20 for the SAAB SF340A and Supplement #16 for the SAAB 340B.
Examples would be Hardy Aviation - CASA EX83/14– Expires 13 November 2014.(not<18m) - or Pearl Aviation - CASA EX45/14 - Expires 13 November 2014.(not<18m)...

From RAAA ASRR submission:

CAR 235A – minimum runway width

CAR235A describes a process to develop standards of operations
on narrow runways. It also introduces additional requirements that
may restrict or prohibit operations to remote regional communities.
Additionally, the Civil Aviation Advisory Publication (CAAP) contains
contradictions in regard to crew training and does not provide an
alternative means of achieving equivalent safety outcomes. One of
our Members indicated that CAR 235A has put regular public transport
services to at least one remote regional location in jeopardy.

Another of our members had a local inspector do all the checks at
Clermont Qld for reduced runway width and submitted the Standard
Form of Recommendation (SFR) to CASA where it was signed off by
the applicable section. After this it went to the General Manager within
CASA for final approval who refused to sign it without reason. The
CASA General Manager revisited the SFR twice ultimately waiting till
the maximum time period (3 months) specified in the regulations was
just about expired and then approved the SFR. Due to the excessive
period taken by CASA the client of our Member had decided not to
proceed with the project (mining) at that time.
Hmm...maybe the RAAA could put forward an application for a general (blanket) exemption for all it's effected members, with the proviso that the various effected airports acquire funding and start construction, for widening their runways, within an acceptable time-frame. Certainly test the veracity of this supposed goodwill gesture from FF...

While on Cooper Pedy I noticed that a certain PC-12/47 had a run in with a fence while landing just the other day.
The ATSB has commenced an investigation into a runway undershoot involving a Pilatus Aircraft, PC-12/47, VH-HIG at Coober Pedy Airport, South Australia on 23 September 2014.

During an approach to runway 32 in gusty conditions, the pilot encountered reducing visibility due to dust, and a high sink rate. The aircraft touched down short of the runway and collided with a fence.

As part of the investigation, the ATSB will interview the pilot and seek information from the operator.

A report will be released within several months.
Maybe FF will now require operators to apply for runway length exemptions???

MTF...

Last edited by Sarcs; 30th Sep 2014 at 07:40.
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Old 30th Sep 2014, 11:12
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Simple fix for the problem Sarc's is to require all runways in Australia to be as wide as they are long...in the old days they called them "all over fields" Bankstown used to be an all over field, now its an industrial estate.

How many pages of differences with ICAO reside in our AIP???

How simple to include one dealing with runway width because the ICAO requirements are specifically to deal with contaminated runways...ever heard of snow/slush at sunshine coast???

Last edited by thorn bird; 30th Sep 2014 at 11:31. Reason: hey Frank was Terry sober this morning?
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Old 30th Sep 2014, 20:18
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Stick, carrot and exemption.

Regional Aviation Association CEO Paul Tyrrell says it reflects better relations with CASA,
Had this statement been made a year ago; I'd have been shaking my head. But Paul Tyrrell and the rest of the RAA board are no where near silly, nor are they gullible. The RAA submission to the WLR was powerful and defined, very clearly that the RAA understood 'the system', were unafraid of the CASA stick and would not be fobbed off with a carrot. It's not a perfect solution, but if Tyrrell and his crew are able to negotiate a 'sensible' outcome, it's a good start along a very long path.

Heh, heh; ...the PC 12 story is beautifully ironic; "no problem with the existing width, officer on the centreline all the way in, just a bit too short for landing in contrary winds that's all".

Murphy Rules – OK....

Toot toot.
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Old 1st Oct 2014, 04:22
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Unhappy narrow runway AFM supplements

I'm a bit confused...

Operations on a runway that is not less than 18 metres wide must be conducted in accordance with the Australian CAA Approved Airplane Flight Manual Supplement #20 for the SAAB SF340A and Supplement #16 for the SAAB 340B.
I thought the whole idea of the "Australian CAA Approved Airplane Flight Manual Supplement" was that the operations to narrow runways was now part of the accepted certification of the 'airplane' and thus a permanent exemption from CAR 235A - am I missing something?
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Old 1st Oct 2014, 06:29
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Skull's parting gesture.

I'm a bit confused...
Seems there is a few on here today that are confused....

Eddie D - "There seems to be confusion over class of operation and category of maintenance, then again that may not be the case because the confusion is confusing me."

...for a second post Eddie that is a classic... Kind of says it all when it comes to interpreting the regs, although it probably doesn't top AerialAg Phil's comment on Part 61..

“Imagine what some poor bastard with a flying training school’s going though. They’re looking at it and saying, how do I train?’’

But back to scrubba's confusion, although not entirely guaranteed.., perhaps this recent DRAFT version of the intended CAAP 235A might help:CAAP 235A-1(0)

Why this publication was written
The purpose of this CAAP is to identify the minimum runway width requirements that apply to aeroplanes with a Maximum Take-off Weight (MTOW) greater than 5,700kg engaged in regular public transport (RPT) or charter (CHTR) operations. This CAAP identifies the recommended processes and considerations for the initial production of the Aeroplane Flight Manual (AFM), AFMS and operational documentation for narrow runway operations.
However if those 35 pages only add to your confusion scrubba perhaps the following parting good-will letter from the former DAS to REX may help your confused state of mind...:
Trim Ref.' EF14/283

29 August 2014
Mr Neville Howell
Chief Operating Officer
Regional Express
PO Box 807
MASCOT NSW 1460

Dear Mr Howell

I am writing to provide you with the currently available information regarding the ongoing
operation of SAAB 340 aircraft at Coober Pedy. Firstly, let me make it clear that as
previously communicated to you, CASA is seeking means to permit continued safe SAAB
340 operations at Coober Pedy and not to prevent these flights.

Previously, and at present, SAAB 340 operations to runways as narrow as 18m (including
Coober Pedy) have been conducted, in part, under the authority a Flight Manual Supplement
(FMS) that was developed and approved by the then Civil Aviation Authority (CAA) in 1991.

CASA is developing a revised legislative package that provides for the assessment of the
capability of aeroplanes to conduct narrow runway operations. This is the alternative to
requiring aerodrome operators to widen runways at aerodromes that do not meet the
aerodrome standards for larger aeroplane types. The assessment will include evaluation of
aeroplane capabilities and aerodrome facilities. lt should be noted that these approvals
frequently impose limitations, an example of which would be a reduced cross wind limit.

Other major regulators including the FAA, EASA and NZ CAA do not allow operations into
runways narrower than the aircraft code and without CASAs legislative package this kind of
operation would cease.

This revised legislative package (CAR 235A and CAAP) is proposed to come into effect as
early as 13th November 2014. Guidance on how to comply with that regulation, and CA SA's
policy on the matter, is provided in CAAP 235A-1 (0). The regulation remains subject to the
Government's normal regulation approval process, including approval by the GovernorGeneral.
CAAP 235A-1 (0) clarifies that the runway width must be of a homogenous surface material.
Coober Pedy's main runway currently consists of an 18m sealed section and 6m gravel
shoulders on either side. This would be considered an 18m wide runway, not a 30m wide
runway for the purposes of the new regulation. This takes into account the effect of having
different braking and performance characteristics when one set of main landing gear wheels
is on gravel and the other on a sealed surface. Similarly, aircraft certification is based on
keeping both landing gear tracks wholly contained on the same surface with the same friction
characteristics.

The FMS previously approved by the CAA restricts operations on 18m wide runways by
application of a 17kt cross wind limitation. However, CASA has identified issues with the
basis used to approve this supplement, and intends to withdraw this approval at some time in
the future.

Earlier this year CASA conducted some initial simulator testing and this indicated that the
cross wind limit may need to be reduced to 10kt in order to ensure the continued safe
operation of SAAB 340 aircraft on the 18m wide runway at Coober Pedy.

CASA has also sought assistance from SAAB to specifically facilitate ongoing operations at
Coober Pedy. Progressing this matter will need to be done in accordance with CASA's policy
as set out in the proposed CAAP 235. SAAB is currently considering if a suitable FMS might
be generated to allow operation to the 18m wide portion of the runway at Coober Pedy, or if
operations to the wider (30M) non-homogeneous Coober Pedy runway may be viable. lt
should be noted that the outcome of this analysis in no way guarantees that a less restrictive
cross wind limit than that proposed by CASA would result.

Based on the 10kt crosswind limitation proposed by CASA, services at the airport could be
affected up to 10% of the time. This is based on information contained in the 2008 report into
options for Coober Pedy airport that was prepared by Aerodrome Design Pty Ltd for the
Coober Pedy District Council.

Whilst there is no requirement in the regulations to widen the runway at Coober Pedy to a
30m homogenous surface, if the runway was widened it would mean that an FMS would not
be required for services to Coober Pedy with SAAB 340 aircraft, and that REX services could
continue with no operational limitations. An acceptable method to "widen" the runway
includes applying sealant to the gravel shoulders of the runway strip, so that the landing
surface would be extended to a 30 metre wide homogenous surface.

To permit continued SAAB 340 operations at Coober Pedy there are a number of options
including:
1. Awaiting the outcome of SAAB's analysis while operating in accordance with CA SA's
recently determined limitations.
2. Sealing the runway shoulders to provide a homogenous 30m surface, allowing
operations of SAAB 340 aircraft with no additional operating limits.

Another option would be to conduct operations to Coober Pedy with an aircraft type such as
a Dash 8, Fokker 50 or Beech Kingair that has the necessary performance and handling
characteristics, and is already approved by the original equipment manufacturer (OEM) for
operations to an 18m runway.
{this is the bit scrubba...}
The new legislation proposed by CASA means that aeroplane operators will no longer need
to apply for exemptions for narrow runway operations. Instead, aeroplanes will need to have
been assessed by the OEM or by flight test of the aeroplane to determine their capability to

operate on narrow runways.


Irrespective of the proposed legislative changes CASA will continue to work with SAAB and
REX to facilitate ongoing operations of SAAB340 aircraft at Coober Pedy, noting that
depending on the option chosen this may be with appropriate operational limitations to
ensure the safety of such operations.

Yours sincerely

John F. McCormick
Director of Aviation Safety
Errr...John REX don't operate Dash 8, Fokker 50 or B200 but nice thought though...

MTF...

Last edited by Sarcs; 1st Oct 2014 at 06:49.
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Old 1st Oct 2014, 07:51
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Just a thought Sarcs, are Saabs approved to operate from gravel?

If so tear up the whole bloody sealed portion of the runway and operate from gravel.

Is anyone surprised that aviation in Australia is being regulated out of business.
Absolutely unbelievable.

Last edited by thorn bird; 1st Oct 2014 at 07:53. Reason: Had to check if Terry was sober today and the skull hadnt had one of his episodes
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Old 1st Oct 2014, 22:01
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SAAB 340 brochure, page 9 of 22: gravel runways are ok.


http://www.saabaircraftleasing.com/p...40Brochure.pdf
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Old 1st Oct 2014, 22:35
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Robustus Bollocks- Interuptis.

It was my intention to ignore the last (hopefully) missive from McComic; this industry will take a decade to fully recover from the effects of what is probably the worst half decade of mismanagement, micro managed, misbegotten, left handed bastardry seen since Stalin. However, as the doyen of deviates has elected to have a parting shot before departing the fix, I thought I may make a riposte to an unpleasant missive which defines the McComic era.

Firstly, let me make it clear that as previously communicated to you, CASA is seeking means to permit continued safe SAAB 340 operations at Coober Pedy and not to prevent these flights.
Translation: It was perfectly safe before, it is safe now but "we" are going to try to make sure that 'you' can continue your safe operations. This, despite the fact that

[under] the authority a Flight Manual Supplement (FMS) that was developed and approved by the then Civil Aviation Authority (CAA) in 1991.
Translation: It is unfortunate that you were in the past operating quite safely and legally; even more so that you now continue to do so, quite safely and legally but we have to stop you – anyway.

The assessment will include evaluation of aeroplane capabilities and aerodrome facilities. lt should be noted that these approvals frequently impose limitations, an example of which would be a reduced cross wind limit.
Translation: Here's the rub – the tame CASA 'experts' will decide how much crosswind 'they' believe the aircraft can handle; seems to me there are a couple of regulations and some certification data to be wriggled around, but by artificially 'limiting' your operation, with artificial crosswind limits; we can be seen as 'helpful' while stopping your safe, approved, legal operations.

[and] without CASAs legislative package this kind of operation would cease.
Translation: WTF – lets see; CASA approved the operation, CASA issued the instruments, CASA can lodge the ICAO differences; but, CASA now want to blame the regulation of other authorities for the operation ceasing – without CASA 'assistance' to make it all artificially legal again, after they made it artificially illegal – despite it being legal anyway?

[clarifies] that the runway width must be of a homogenous surface material. Coober Pedy's main runway currently consists of an 18m sealed section and 6m gravel shoulders on either side
Translation: So, to all practical intents and purpose; the runway is 30 meters – just not 'homogenous'; the surface is suitable for the purpose of a runway excursion in the rare event a Saab wanders away from the 'sealed' centre, but apart from the PIC being embarrassed by a cloud of dust training behind, no harm is done. Yes 30 meters of bitumen would be nice to have; but a safety case – I doubt it.
Similarly, aircraft certification is based on keeping both landing gear tracks wholly contained on the same surface with the same friction characteristics.
Translation: Disingenuous at best, it may fool a Polly or two, but industry experts – Nah.

The FMS previously approved by the CAA restricts operations on 18m wide runways by application of a 17kt cross wind limitation. However, CASA has identified issues with the basis used to approve this supplement, and intends to withdraw this approval at some time in the future.
Translation: We intend to enforce our decision – no matter what. The simple fact that a generation of pilots have been landing there, without incident for years will not stop the 'withdrawal' due to 'issues', which are not for various reasons cited in the missive. Passing strange – indeed. So, 10 knots forecast – flight departs – 12 knots flight delayed. BOLLOCKS you bloody fool. Absolute Bollocks..

Progressing this matter will need to be done in accordance with CASA's policy as set out in the proposed CAAP 235.
Translation: Finally – a nugget of truth.

I promised myself only one page on this outrageous last, Parthian shot; there is more, much more to said about what is, hopefully, the last time I have to plough through any more of this disingenuous, devious, self serving clap-trap spouted by what is, undoubtedly the worst CASA boss the Murky Machiavellian crew has ever inflicted on a long suffering industry – and that boys and girls, is saying something. We need a Mike Smith, a Billson and a breath of fresh, clear air.

Now bugger off, make it permanent; take your little play mates and cuddly toys with you. We have no need of them.

Toot toot – Houseboat seat 1A is reserved, complimentary, courtesy of the IOS.

Last edited by Kharon; 1st Oct 2014 at 22:42. Reason: That's it (I hope) steam off. A good riddance indeed.
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Old 1st Oct 2014, 23:07
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Safety case be damned!

Top post Kharon, although given in obvious angst, you nail the complete and utter bulldust that constantly emanated from this horrible excuse for a DAS that was inflicted on the industry by that grub Albo...

Much like the PMO embuggerance of CVD pilots the REX/KENDALL Cooper Pedy RPT run had a significant empirical safety case to espouse; from REX ASRR submission:
The new CAR 235A will require operators using runways narrower than the arbitrary
default standards set by ICAO to have procedures for the use of narrow runways set
out in both the aircraft’s Aeroplane Flight Manual (AFM) and the operator’s
Operations Manual. If the manufacturer does not supply the necessary narrow
runway certification then the operation is prohibited. For the Rex operation, SAAB
has indicated they will not engage in further flight testing to gain narrow runway
operation certification to comply with the ICAO aircraft reference codes (ARC). The
SAAB AFM does currently make provision for narrow runway operations, however
they are not in accordance with the mandated requirements of the CAAP and
therefore not acceptable under the proposed new CAR 235A. The new rule will
prohibit Regional Express Airlines, Pel-Air Aviation and Air Link from operating into
airports with narrow runways thus denying essential air services to some remote
regional communities.

For Rex, this will prevent operations to Coober Pedy where it and Kendell Airlines
have operated continuously since 23 August 1986. Coober Pedy Airport has a 30
metre wide runway with a homogenous 18 metre sealed centre section and to date
CASA has seen fit to issue Regional Express with an exemption (CASA Instrument
EX37/12) from the requirements of the current CAR 235A. The new prescriptive CAR
235A will remove CASA’s ability to issue such exemptions in the future and will
prevent Rex from operating to Coober Pedy after the exemption instrument expires
on 28 February 2015. This is despite more than 27 years of demonstrated safe operations.
The Skull 'olive branch' parting missive is indeed passing strange and smacks of a higher authority directive to get it sorted before his departure. However in true Skull style the weasel words are laced with typical malice & aforethought; perhaps a true depiction of what will be described as the McComic years. Six years of truly diabolical embuggerance that the industry may well not ever recover from...


MTF...
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Old 2nd Oct 2014, 00:57
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Shades of the CVD "recent research" smoke and mirrors:
However, CASA has identified issues with the basis used to approve this supplement, and intends to withdraw this approval at some time in the future.
What, precisely, are those "issues"?

I find it dumbfounding that Mr McCormick considered it appropriate simply to make the bald assertion, without backing it up with any cited data or other information. The laws of physics are important in aviation. Lots of work goes into performance calculations and consequent limitations based on precise reality, not amorphous reference to "issues".

There are advantages to this approach, though. For example, it would make aircraft master caution panels simpler. One annunciator that says: "AIRCRAFT HAS ISSUES".

Imagine everyone in CASA being told their employment was going to be terminated. When asked the reasonable question: "WTF?", the answer is: "Somebody has identified issues with the basis used to approve your employment. We're not going to tell you what the "issues" are. We're just sacking you."

If there's hard data and information to support the assertion that the approval of the supplement was based on flawed data or information, just produce it and everyone will then understand the objective reasons for the change.
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Old 2nd Oct 2014, 04:32
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Unhappy a sine wave of confusion

Sarcs, thanks for that info.

I was less confused because I learnt that my original premise was correct but that CASA believes that the supplement is flawed. Love to know why...

But then my confusion soared!

Earlier this year CASA conducted some initial simulator testing and this indicated that the cross wind limit may need to be reduced to 10kt in order to ensure the continued safe operation of SAAB 340 aircraft on the 18m wide runway at Coober Pedy.
I presume that this was in the SAAB engineering development simulator and not in the common old garden variety pilot training simulator, since the data package in the latter is most likely not to have sufficient fidelity to accurately replicate the effect of crosswind on Vmcg nor is it tested for such.

How was the original 'flawed' supplement determined?

And another thing:

CAAP 235A-1 (0) clarifies that the runway width must be of a homogenous surface material. Coober Pedy's main runway currently consists of an 18m sealed section and 6m gravel shoulders on either side. This would be considered an 18m wide runway, not a 30m wide runway for the purposes of the new regulation.
I thought that in such circumstances we used to treat it as a 30m gravel runway (worst case) and plan accordingly. If you have a gravel runway certification, no drama...
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Old 2nd Oct 2014, 06:11
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CASA seems to have a habit of issuing "exemptions" when it suits them but pleading ICAO regulations as a crutch as well when it suits.

This reminds me of the pre reformation Catholic Church practice of issuing "Indulgences" allowing the faithful to sin for money, while the same sin was prohibited to the rest of us.
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Old 2nd Oct 2014, 06:40
  #1374 (permalink)  
 
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The aviation industry is ruled by exemptions to the degree that removal of every of them would instantly ground all aircraft in Australia. A bit like the constitution really. What started out as a dozen pages has morphed into a library of amendments that take the size of the Commonwealth Archives to house them.


The ONLY way to rid ourselves of these exemptions is to adopt a new suite of regulations and not written by the current mob of incompetents.

Last edited by Frank Arouet; 2nd Oct 2014 at 10:41. Reason: Worried about Terry and PG. No news for a few days.
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Old 2nd Oct 2014, 08:14
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Kharon, mate,

Calm down, calm down, you'll have a coronary

Sarc'y not you to mate!! Oh good grief even Creamie!!!!!...err all you others..JEEZ

Now guys this is a serious anger management issue, I mean CAsA medical and all that, not fit and proper, thousands of $ in shrinks...!!

God, that mongrel bastard sure seems to be able generate some fury, even when we thought he was off the stage.

Guys there is a simple solution, line up the bulldozers, invite the press, the Theme?? CAsA considers it safer for us to tear up this nice patch of bitumen and replace it with Pristine GRAVEL, 45 meters wide of course.
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Old 2nd Oct 2014, 11:22
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Thorny, perhaps the reason Sarcs and Kharon are angry is because the Witchdoctor has hexed them, placed a spell on them? I can see it now, Dr Voodoo and the A/g Director of Aviation Sentinel, wearing their slippers and giant robes and standing beside a giant boiling cauldron. In goes the following;
- 2 Cups of worm farm castings
- 4 potted plants
- A sprinkling of pony poo
- A Photograph of the Screaming Skull
- The entire Part 61 suite
- 15 Kg's of Coober Pedy runway gravel
Mix it all together, chant some secret ICAO code words while speaking in tongues and sprinkle a pinch of the magic dust in the direction of Can'tberra and hey presto - Sarcs, Kharon and the rest of the IOS are cursed.

*Disclaimer* - The above S.O.P, extracted from the CASA Ops manual, does not apply to FAA auditors, ICAO employees or the Ministers office.
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Old 2nd Oct 2014, 20:53
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Naw – just amused irritation.

Sarcs, Thorny – not angry, foofle valve not challenged; McComic just don't signify enough to get me angry. It's more a matter of principal, never could abide to be bullied, just can't deal with those who tell fibs; and, I know it's wrong, but I cannot tolerate fools; not gladly at least. No, I just reckoned McComic's last words needed exposure to daylight, as they typify the regime and reflect the true nature of the man. As stated – a good riddance.
Sunny –"This reminds me of the pre reformation Catholic Church practice of issuing "Indulgences" allowing the faithful to sin for money, while the same sin was prohibited to the rest of us."
Spot on Sunny, much to remind us of that edifice from the McComic years, much indeed.

The interesting part is going to be watching estimates as the GWM boss Farq-u-hardson and his playmates try to explain away the chaos left behind. McComic may have set the tone and led the way, but you may rest assured that the blood will be on someone else's hands. If (IF) the rumoured inquiry into CASA gets underway, the GWM and it's legal team will be carrying not only their own burden of guilt, but that of their ring masters while trying to bury their own skeletons. Forced to defend themselves against not only a mountain of external evidence but against internal. Pay back is a bitch, but when driven by revenge and ambition the heat in the kitchen will surely rise to new levels.

Anyway – I, for one will watch with interest; hope they drag Truss in for a quiz session. It'll take two hours to explain to him that those funny little things flying over the sanatorium are not 'pretty birdies'; but aircraft and that he is responsible for them. Should be a hoot.

Toot toot.

PS – one of my favourite lines from a movie, when they bury a character, "God, we're sending you Curly; try not to piss him off"....

Last edited by Kharon; 2nd Oct 2014 at 21:45.
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Old 3rd Oct 2014, 02:15
  #1378 (permalink)  
 
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"There's a storm front coming...White water running"

Noted that the RAAA conference is on next week & the hot topics for discussion...

From the Oz today: "THE appointment of a new board and head of the Civil Aviation Safety Authority and the government’s response to the aviation regulatory review are among the hot items to be discussed next week when regional airlines hold their annual national convention in the NSW Hunter Valley. Speakers include foreign and international affairs expert Keith Suter, Air Chief Marshal Mark Binskin and regulatory review chief David Forsyth. Regional Aviation Association of Australia chief executive Paul Tyrrell said there would also be a focus on the expenses imposed on regional airlines by government."

Well no surprises there I guess but it will be interesting to hear the Reverend Forsyth's view on the current impasse with the miniscule & his Department...

It will also be fascinating whether the Air Chief gets a grilling on the latest LOSA investigation report put out (with the usual zero fanfare & obligatory 2 year lag) by the bureau yesterday: AO-2012-031

Also in keeping with the bureau BASR methodology the safety issues discovered in the course of the investigation can only now be viewed on the ATsB website... However two of these safety issues are listed as recommendations and are still outstanding i.e. yet to be adequately addressed.
Risk controls for manual processing of transponder code changes

The Australian Defence Air Traffic System (ADATS) did not automatically process all system messages generated by The Australian Advanced Air Traffic System. In cases where transponder code changes were not automatically processed, the risk controls in place were not able to effectively ensure that the changes were identified and manually processed.
Issue Number:AO-2012-131-SI-01Who it affects:All Darwin Approach Supervisor, Approach and Planner rated Joint Battlefield Airspace ControllersStatus:Adequately addressed

Controller scan of green radar returns

Darwin Approach controllers were routinely exposed to green (limited data block) radar returns that were generally inconsequential in that Approach control environment, leading to a high level of expectancy that such tracks were not relevant for aircraft separation purposes. Refresher training did not emphasise the importance of scanning the green radar returns.
Issue Number:AO-2012-131-SI-02Who it affects:All Darwin Approach Supervisor, Approach and Planner rated Joint Battlefield Airspace ControllersStatus:Not addressed

CADAS risk assessment and review proces

The Department of Defence’s risk assessment and review processes for the implementation of the Comsoft Aeronautical Data Access System and removal of the flight data position did not effectively identify or manage the risks associated with the resulting increased workload in the Darwin Approach environment, in particular with regard to the Planner position.
Issue Number:AO-2012-131-SI-03Who it affects:All Darwin Approach Supervisor, Approach and Planner rated Joint Battlefield Airspace ControllersStatus:Adequately addressed

Long-range display effectiveness

The Darwin Approach long-range display was a low resolution screen that presented air traffic control system information with reduced clarity and resulted in it having diminished effectiveness as a situation awareness tool.
Issue Number:AO-2012-131-SI-04Who it affects:All Darwin Approach rated Joint Battlefield Airspace ControllersStatus:Adequately addressed

Compromised separation recovery refresher training

The Department of Defence had not provided Darwin-based controllers with regular practical refresher training in identifying and responding to compromised separation scenarios.
Issue Number:AO-2012-131-SI-05Who it affects:All Darwin-based Joint Battlefield Airspace ControllersStatus:Not addressed
The release of this report also caught the attention of some media outlets...

Example from AA:ATSB says Defence yet to address all concerns after 2012 loss of separation incident
The Department of Defence said the Air Force was “committed to maintaining a safe air traffic control service in military airspace and believes that cooperation with civil safety agencies ensures a high level of transparency when conducting air safety investigations”.

“The [ATSB] report … detailed three safety issues that Defence has addressed to ATSB’s satisfaction ahead of the release of this report. Air Force will continue to work with the ATSB to address the report recommendations,” Defence said in a statement.

A previous ATSB report, released in October 2013, found a higher rate of loss of separation (LOS) incidents at airports where air traffic control was administered by military air traffic services (ATS).

“Military ATS were involved in a disproportionate number of loss of separation occurrences involving civilian aircraft in terminal area airspace relative to the amount of traffic they control,” that ATSB report said.
“Military ATS are responsible for about 25 per cent of the aircraft movements in terminal areas, but were involved in 36 per cent of LOS occurrences in terminal areas.”

Defence in its October 2 statement pointed out that: “Air Force and civil air traffic controllers have common qualifications and apply the same standards and procedures.”
After reading this report I found the in bold statement quite disturbing..

As per SOP Ben was first onto this story and also as per SOP he doesn't hold back...{particular highlights are in bold}:
Darwin ATC deletes vital message unread, imperils Qantas jets

Defence air traffic control at Darwin is arguably a greater risk to aviation than home grown terrorists

On 2 October 2012 near Darwin airport military air traffic controllers screwed up the safe separation of an arriving Qantaslink 717 and a departing Qantas 737 with a combined passenger capacity of about 283 seats because of a case of mistaken identity involving an RAAF C-130 which wasn’t even flying near the airport.

The C-130’s transponder code had also been inadvertently applied to the 717 flight by the civilian air traffic control system, but had been changed to a new code before it entered Darwin’s approach and departure airspace under defence control.

Except that Darwin military control had deleted the change message unread, leaving the officers handling the arrival in a state of momentary confusion as to who was doing what when suddenly nothing they were hearing or seeing at their desk matched their assumptions or expectations.

In its summary of this report the ATSB describes this inexplicable unprofessionalism or stupidity as “local contextual factors and confirmation bias”. The ATSB must think the Minister is an idiot. (See page 10 of the full report and ask yourself, if Darwin control can’t even be bothered to read AirServices messages how bleeding dangerous are these fools).



The labels in this ATSB image and related text prove it has a sense of the ridiculous

{Ps Hmm....not sure but that pic could have been taken in my garden shed...}

The ATSB final report into this incident is highly technical and would probably put lay readers into a coma. Use the download button for the full report, don’t rely on the summary.

It needs one of those gripping YouTube videos favoured by America’s safety investigator the NTSB to explain with moving pictures the unsafe elements of this particular incident and highlight the unsatisfactory state of affairs in which our military controllers are entrusted with the lives of hundreds of airline passengers where defence flights cross paths with passenger jets .

While the incoming 717 crossed directly above the outgoing 737 with 900 feet to spare, infringing the safe separation distance by ‘only’ 100 feet, it is the stuff up in Darwin control that is of concern.

There has never been an incident exactly like this one, according to the ATSB report, but there is a long history of military incompetency in handling civilian aircraft movements in defence controlled airspace particularly at the shared facilities at Darwin and Newcastle airports.

And nothing, apart from the issuing of anodyne media releases by successive transport ministers, has even been done about this.

There seems to a death wish of disastrous proportions in the Department of Defence in that it continues to assert its professionalism and competency in handling passenger jets, and resist all efforts to allow civilian controllers to control civilian jets at these airports, until one day there is a terrible tragedy, because bugger all has even been done to fix the problem.

It is astonishing to read in this report that the Australian Defence Air Traffic System and the much larger civilian system have “only limited communication between them.”

The ATSB also expresses dissatisfaction with some of the responses it received from Defence.

The ATSB is not satisfied that the DoD has adequately addressed the safety issues regarding the provision of refresher training to air traffic controllers for the scanning of green radar returns and in compromised separation recovery requirements and techniques. As a result, the ATSB has made formal recommendations to the DoD to take further safety action on these issues.

Going on past performances, Defence will continue to ignore the ATSB in that nothing material will be done to end the risk that the actions of its controllers pose to the life and limb of civilian airliner passengers, and will resist as fiercely as it has in the past any suggestion that its controllers cease to exercise any control over civil movements.

However the chairmanship of AirServices Australia has passed to Air Chief Marshal Angus Houston (Retired) while its CEO is Margaret Staib, who also has a distinguished previous career in defence.

It may well be that they will recognise that this situation at shared military/civil airports in manifestly dangerous and untenable, and take decisive action to eliminate these risks.
And in case you were wondering which Miniscule the ATsB thinks is an IDIOT here is the text from a promo tweep from Ben...

"...Lastest Oz ATC stuff up with two QF jets shows ATSB thinks Minister Truss is an idiot.."

To be fair to the bureau they would not be alone in their alleged assessment of the miniscule...

TICK..TOCK miniscule I don't believe, on past form, that Senator X (at least) will leave this one alone at the upcoming Senate Estimates..

MTF...
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Old 3rd Oct 2014, 02:26
  #1379 (permalink)  
 
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CASA rejects complaints about new licensing rules.

CASA rejects complaints about new licensing rules.

THE Civil Aviation Safety Authority says it is conducting a comprehensive information and education campaign to get people up to speed on controversial new pilot licensing rules.

Operators of smaller aviation concerns have complained about confusion over the new rules, describing them as hard to comprehend, not backed by education, and contradictory in places.

Industry sectors such as flight training, helicopter operations and aerial agriculture lobbied hard to get the September 1 introduction of the Civil Aviation Regulation Part 61 changes delayed because they did not believe either side was adequately prepared.

But CASA, which had issued 570 Part 61 licences by Tuesday, rejected the claims.

“There is a wealth of information on the CASA website for pilots, flying instructors and flying training organisations,” a CASA spokesman said. “We are progressively updating and refining this information based on feedback from the aviation community and the questions being asked.’’

The spokesman said there were currently 19 plain-English information sheets available covering topics ranging from student pilots through to flight reviews and proficiency checks, with three more about to be released. These were short and easy to follow, covering the central elements of the new licensing suite.

A series of AvSafety seminars focusing on the new rules had been running since July, with 22 already conducted and 20 more planned.

The authority also did not believe the new regulations contained contradictions. “However, we are always open to feedback and suggestions from people in the aviation community,’’ the spokesman said. “If there are indeed issues relating to the new regulations that can be usefully addressed, we will do so. CASA encourages anyone with comments or suggestions about the new licensing suite to bring them to our attention.’’

The spokesman also disputed the claims that the new rules were costing more and said CASA was not charging people to make the transition. He said pilots who held a licence before September 1 were issued a new Part 61 licence at no cost when they notified CASA of a flight review or proficiency check, or they gained a rating or endorsement.

There had been lengthy and detailed consultations with the aviation community during the development of the new licensing suite over a number of years and there was an extended transition period of four years for pilots and three years for training organisations.

“The new regulations bring in significant improvements for the flying training sector such as the abolition of the student pilot licence, the inclusion of the recreational pilot licence and the wider use of the aircraft class rating system,’’ he said.

“It introduces greater flexibility, more options and a common structure for all pilot training. Under the previous regulatory arrangements there were many different and sometimes inconsistent arrangements covering training which are now streamlined and standardised.

“This makes the rules easier to understand and provides for better safety outcomes.”

The Australian Newspaper - Fri 3 Oct '14.
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Old 3rd Oct 2014, 10:19
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BULLsh...T!!!!!!!!!!!!!!!!!!!
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