Howabout
Interesting regarding the 'disappearance' of the YMLT report on the OAR site. Good thing many had downloaded a copy
Leadsled
and don't come the furfy that C is no more costly to run than E ---- it doesn't come out that way when ALL costs are included.
In the Australian regional airport context, what are the cost of provision differences between C and E?
Without this latter decision, and some subsequent supporting decisions, the application of such as AS/NZ 4360 Risk Management standards in Australian industry, including the aviation industry, would be legally fraught.
Has AS/NZ 4360 been applied to recent regional airspace 'directions'?
but this case defines "safe" in very sensible risk management terms ----- and which make it quite clear that Government risk management policies (not limited to matters airspace) are lawful
Correct! Perhaps you might point us towards copies of the
'very sensible risk management' processes in these regional airspace cases?
whether a controller has a duty of care to provide positive separation to all "known traffic" --- as claimed by Civilair ---- contrary to the provisions of the airspace regulations, which may not require all known traffic to be separated in a particular classification of airspace.
I am not aware that Civilair Australia is saying:-
a controller has a duty of care to provide positive separation to all "known traffic"
The airspace rules in Australia entrust controllers operating class D airspace with preventing collisions. That does not by definition always require a 'Separation
Standard', nor does it imply a see and avoid open slather. As has been explained numerous times!
Ferris
Apologies, posted my response before reading yours. Doubled up
