Operated into YMLT for over 30 years, back when the aids were a VAR, ILS, NDB and DME. Aircraft equipment was very different to the current generation of aircraft in terms of automation. We spoke to LT Control south of 40 south, and LT or HB towers. We were controlled right to the ground. Cews had good SA and the chances of a CFIT were very slim.
Then came NAS and E airspace outside of radar coverage. Immediately we have a very close near miss betwen a 737 and a VFR lightie. Shortly there after, a radar head appears in LT and we have the present situation. Airlines wont pay to have the tower extend beyond their normal coverage, so when we are late, we have no coverage by the tower and we are left to sort out seperation with 727 freighters, Convairs, Metro's and the Aero medical flights whilst trying to conduct approaches in IMC. Our passengers have less protection than they had 15 years ago. Ths is what you would call real progress (Like using DC3's again on mainline routes). The millions of dollars wasted trying to emulate parts of the US system would have been better spent updating the Australian system.
In relation to Flight Safety recommendations, a well trained pilot equates to higher points than ATC/Radar. When all else fails, the pilot is the final link between safe flight and CFIT. If Pruners are going to quote such facts and figures, they should ensure that the all the facts are given rather than select points only to strenghten arguements. The value of your arguement is lost when people research and find that only selective points have been used.
We too, would love radar at Kununurra and Broome, as well as many other destinations. But, who would man it?