Obviously my point is only valid if the CAGRS heard the jab make his call.
I would suspect that the CAGRS operator would be the expert on the local area (other airfields on CTAF, RPT Jet aircraft arrival tracks, RNP Waypoints, local geographical points). He is the one who should have the SA to think ‘Hey, an aircraft east of Lismore tracking to Evans Head sounds like it’s going to go awfully close to Opami’. I’m not apportioning blame, I’m
simply stating how I think the ‘system’ should have worked on the day:
- Inbound RPT jet makes radio call with basic bearing / distance / intention / ETA details in a way that VFR pilots will understand
- VFR aircraft in the area of BNA have sufficient local knowledge to think ‘Hey, old mate inbound in his 320 might get close to me, I will tell him what I am doing
- The CAGRS is there to make sure everyone is on the right page and pass on or confirm details.
Traffic - what do you think is the solution to all of this, other than leaving separation down to ‘pure chance’?