Jonkster. The only reason CASA has spent over two years and a large amount of money on this major dispute with all RAPACs is that CASA attempted to get the reason for frequency boundaries on charts to work.
CASA stated that all non map marked airport operations should be on the area ATC map marked frequency.
Do you grasp that ?
This was so aircraft flying en route and monitoring the correct map marked area ATC frequency would be on the same frequency as aircraft operating at non map marked airports.
This was the system we had before my group made the 1991 AMATs changes. In those days there was no such thing as a CTAF and the airport traffic operated on the area frequency . That’s why the charts had to show the frequency boundaries.
The system was designed so that “ radio arranged separation” could be used between all aircraft. There was no CAA regulation in relation to remaining visually vigilant. I had to introduce that by copying the FAA wording!
The system required an extra 700 staff to monitor all these non tower airports .
The CAA Board made the decision in in 1990 to more closely harmonise with the North American airspace system. This copied the CTAF concept and removed the requirement for VFR to monitor ATS frequencies.
You say there is not a problem that needs a solution. The RAPACs or CASA clearly do not agree. That’s why the major dispute occurred. It had nothing to do with me. I just watched from the sidelines.
The dispute has clearly not been resolved as the RAPACs and just about everyone else other than a few selfish regional pilots do not accept unique 40 mile and 5000’ prescriptive CTAFs
The answers
1. While en route if in the airspace used for for the departure and approach of an aerodrome monitor and announce if necessary on that aerodromes CTAF Otherwise monitor the nearest ATC ground outlet if you wish to listen to atc Or monitor 121.5 if you want to get an emergency call out with maximum chance of quick action and don’t want a truck type radio going in your ear all the time.
2. At any time you can push the nearest button on your GPS and request a service from the nearest ATC ground outlet. Or look at the location of the nearest outlet on your chart.
3. Same as above. You can give safety information to the nearest outlet. It has never been shown anywhere in the world that aireps to to other VFR aircraft are necessary for the safety of the system.
4 E is the same as G in relation to VFR radio requirements. See 1.
5. Call the closest ATC ground outlet. Either look at the outlet location on your map or use the nearest ATC outlet function on your GPS. That’s why it is there. The controller will provide you with a service worlkload permitting or advise a change to another frequency. It’s how The rest of the world works,
Most importantly. Keep a good lookout when in VMC. Even when under an ATC clearance keep a good lookout. Many mid airs take place close to the airport in controlled airspace. Be vigilant. You could die if you remain obsessed with the Australian 1960s culture of looking down at frequencies on a chart and writing down call signs of other traffic rather rather than looking out.
Look forward to your judgment. By the way. Have you ever rented a car in another country? Other than knowing what side of the road to drive on the rules have been standardised. What’s wrong with Australia doing that with Aviation. We will earn a fortune in export income if we make it simpler for other aviators to spend there money here!
Last edited by Dick Smith; 31st Dec 2017 at 00:05.