Sorry
Clinton M, I misunderstood your question.
It seems that CASA have reacted to some bits of the the recent Ambidgi "UTILITY OF GENERAL AVIATION AERODROME PROCEDURES TO AUSTRALIAN-ADMINISTERED AIRSPACE" report.
http://casa.gov.au/wcmswr/_assets/ma...ull_june09.pdf
(note that you can comment on it until 1-Sep-09)
Recommendation 1
That an expert panel of strategic General Aviation (GA) stakeholders be established, chaired by the Office of Airspace Regulation (OAR), to provide advice and guidance to the OAR in the implementation of these recommendations.
Recommendation 2
That GAAP-related material within the Aeronautical Information Publication (AIP) suite of documents be reviewed to achieve consistency, clarity and accuracy of data in a standardised and controlled format.
Recommendation 3
That site-specific mechanisms be determined through the collaboration of all GAAP stakeholders at Bankstown, Jandakot and Moorabbin to limit peak traffic movements to the available capacity dictated by ATC surveillance, aerodrome infrastructure, pilot competencies and airspace volumes.
Recommendation 4
That any such mechanisms determined at Recommendation 3 be subjected to formal risk assessment, regulatory oversight and extensive promulgation to ensure that additional hazards are not introduced into adjacent aerodromes as a consequence of any change.
Recommendation 5
That any future material changes to GAAP should take into account the impact of change on operations outside GAAP hours.
Recommendation 6
That the effectiveness of existing safety occurrence reporting mechanisms be reviewed to generate corrective actions and safety promotion to ensure ease and speed of reporting, as well as the provision of formal and adequate feedback to stakeholders to facilitate analysis of contributory factors.
Recommendation 7
That the existing open safety recommendations made by ATSB to both CASA and Airservices in 2004 be addressed as a priority to provide a sound basis for further comparative analysis.
Recommendation 8
That the potential of site-specific internet websites relating to each GAAP aerodrome be reviewed, consistent with contemporary practices in the USA.
Recommendation 9
That the need for enhanced ATC separation services be considered prior to the introduction of future Passenger Transport Service (PTS) operations at GAAP aerodromes.
Recommendation 10
That the position of SMC is re-introduced on a discrete frequency and that taxi calls be re-introduced at GAAP aerodromes. In addition, the operating concept that enables the crossing of ‘non-active’ runways be reconsidered in light of the increased threat of Runway Incursions (RI).
Recommendation 11
That segregated inbound and outbound routes be published for each GAAP aerodrome, with inbound tracking information linked to circuit (CCT) entry procedures.
Recommendation 12
That the processing of arriving traffic from Class C airspace into GAAP Control Zones (CTRs) be reviewed to maximise segregation from other traffic.
Recommendation 13
That a methodology be promulgated that ensures the ongoing effectiveness of Inbound Reporting Points (IRPs) for GAAP aerodromes.
Recommendation 14
That MAC contributory factors at GAAP aerodromes be minimised through:
a) Improve IRPs through a review of their location and, if deemed necessary, the installation of strobe lights or high visibility markers;
b) Reduction in ADC frequency congestion to enable accurate and timely inbound reports;
c) Traffic segregation assurance associated with the publication of consistent inbound and outbound procedures for GAAP aerodromes; and
d) Publication of specific procedures – including actions prior to arrival and at the IRPs, including actions to take if an inbound report cannot be made.
Recommendation 15
That a review is undertaken of airspace in the vicinity of Bankstown with a view to increasing the number of IRPs.
Recommendation 16
That the feasibility of implementing traffic alert technology in GA aircraft operating at GAAP aerodromes be investigated.
Recommendation 17
That a training and development package be developed, consistent with CASA’s GAAP Training Review 2009 to address perceived declining levels of airmanship and flight training competencies.
Recommendation 18
That a consistent methodology for interpretation, collation and publication of air traffic movement data at GAAP aerodromes be determined to enable comparative safety analysis.
Recommendation 19
That documentation associated with the nomination, utilisation and promulgation of preferred runways at GAAP aerodromes be standardised.
Recommendation 20
That the potential of Airservices’ Global Environmental Management System (GEMS)-derived data be investigated in the ongoing surveillance of traffic patterns and densities in the GAAP environment.
Recommendation 21
That a formal monthly meeting program be initiated between operational ATC and Flying Operations Inspectors (FOIs)/Air Safety Advisors (ASA)s (both fixed and rotary wing) in order to monitor safety trends and developing hazards, with each meeting to include a period of time in the tower by an FOI/ASA.
Recommendation 22
That the requirement for transponder deactivation for aircraft operating wholly within GAAP CTRs be reassessed to ensure maximum safety value is derived from existing equipment.
Recommendation 23
That site-specific Standard Operating Envelopes and Design Standards for GAAP aerodromes be established, consistent with principles of contemporary change-management that would consider potential impacts on adjacent GA aerodromes and the mitigation of “change fatigue” amongst stakeholders.
Recommendation 24
That a regular analysis of traffic levels and potential collision risks is undertaken at Camden to enable a timely intervention with safety actions in the event that traffic levels increase beyond current levels of capacity.