NAS and the Lowest Common Denominator
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NAS and the Lowest Common Denominator
Fellow aviation professionals et.al.
Some more from the archives of NAS incidents. I post these, not to form any judgements, but to generate some meaningful discussion.
12 April 04
ESIR 2004 01278 BCO
At 0520 a Jabiru called Coffs tower 25nm NNW of Coffs tracking south, Grafton - Coffs - Port Macquarie at A045. This puts the acft in class E, and in radar coverage. However no acft was observed by the Grafton (enroute) controller. At the same time a LJ45 Maroochydore for Coffs, is tracking Ballina - Coffs, 35nm north Coffs. Coffs tower controller queried the Grafton controller as to whether traffic on the Jabiru had already been passed to the LJ45. This is the first the Grafton controller is aware of the Jabiru. The pilot of the LJ45 is given traffic and transferred to Coffs tower. The pilot of the LJ45 advises no TCAS returns.
The pilot of the Jabiru advised Coffs tower that he was aware his transponder had not been working on a previous flight.
14 May 04
ESIR 2004 01670 BCO
The Grafton controller had transferred an Eastern Dash 8 and a Virgin jet to Coffs tower as 1 and 2 in a sequence.Shortly after transfer, coffs tower enquired about radar returns to the south of Coffs (both the Dash 8 and Virgin Jet are from Sydney).
The Grafton controller advised that there was nothing on radar (apart from the two sequenced aircraft). The Grafton controller overheard the Coffs tower controller talking to the Dash 8 and it appeared that there was traffic in the area. The Grafton controller advised Coffs tower that Virgin 737 was 15nm behind the Dash 8 and unaware of the traffic. Coffs tower then took the Virgin 737 east of track (originally on 189 radial).
Further investigation revealed that the Dash 8 was 16nm south of Coffs descending through A065 when the crew saw a light acft approx 1000ft below and opposite direction. There was no TCAS return. the Dash 8 reduced their rate of descent and passed directly over the traffic approx 600ft above. No radio contact could be made with the acft.
The Dash 8 reported that the traffic was a high wing Cessna type of about C182 size and close enough to determine it was a pre 1970s model.
thoughts anyone?
Some more from the archives of NAS incidents. I post these, not to form any judgements, but to generate some meaningful discussion.
12 April 04
ESIR 2004 01278 BCO
At 0520 a Jabiru called Coffs tower 25nm NNW of Coffs tracking south, Grafton - Coffs - Port Macquarie at A045. This puts the acft in class E, and in radar coverage. However no acft was observed by the Grafton (enroute) controller. At the same time a LJ45 Maroochydore for Coffs, is tracking Ballina - Coffs, 35nm north Coffs. Coffs tower controller queried the Grafton controller as to whether traffic on the Jabiru had already been passed to the LJ45. This is the first the Grafton controller is aware of the Jabiru. The pilot of the LJ45 is given traffic and transferred to Coffs tower. The pilot of the LJ45 advises no TCAS returns.
The pilot of the Jabiru advised Coffs tower that he was aware his transponder had not been working on a previous flight.
14 May 04
ESIR 2004 01670 BCO
The Grafton controller had transferred an Eastern Dash 8 and a Virgin jet to Coffs tower as 1 and 2 in a sequence.Shortly after transfer, coffs tower enquired about radar returns to the south of Coffs (both the Dash 8 and Virgin Jet are from Sydney).
The Grafton controller advised that there was nothing on radar (apart from the two sequenced aircraft). The Grafton controller overheard the Coffs tower controller talking to the Dash 8 and it appeared that there was traffic in the area. The Grafton controller advised Coffs tower that Virgin 737 was 15nm behind the Dash 8 and unaware of the traffic. Coffs tower then took the Virgin 737 east of track (originally on 189 radial).
Further investigation revealed that the Dash 8 was 16nm south of Coffs descending through A065 when the crew saw a light acft approx 1000ft below and opposite direction. There was no TCAS return. the Dash 8 reduced their rate of descent and passed directly over the traffic approx 600ft above. No radio contact could be made with the acft.
The Dash 8 reported that the traffic was a high wing Cessna type of about C182 size and close enough to determine it was a pre 1970s model.
thoughts anyone?
Last edited by DirtyPierre; 16th May 2004 at 11:09.
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Compulsory Transponder withinin 40nm D tower in E Airspace. No exceptions.
Oh, and mandating a listening watch on the E frequency to all VFR in E so that controllers and/or pilots know where to find them.
Hang on, perhaps we should make all VFR in E known to ATC ... come in Dick!
Man Bilong Balus long PNG
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The more I hear of these incidents the more fearful I become that one day there will be a very loud, tragic noise in the sky.
Dirty Pierre; Sent you a pm on an unrelated subject a while ago. Did you get it?
You only live twice. Once when
you're born. Once when
you've looked death in the face.
Dirty Pierre; Sent you a pm on an unrelated subject a while ago. Did you get it?
You only live twice. Once when
you're born. Once when
you've looked death in the face.
Compulsory Transponder withinin 40nm D tower in E Airspace. No exceptions.
---------------------------------------------------------------------
Compulsory Transponder withinin 40nm D tower in E Airspace. No exceptions.
----------------------------------------------------------------------
Except of course when the gliding fraternity make enough noise, so you reclassify the "E" as "G" so they don't have to comply
Summertime around Albury the GONAD airspace is established. "E"
within 40nm, AY excluding the CTA steps, is reclassified "G"
GONAD = Glider Operations Near Albury D
eg Aircraft tracking SBG-COR-WG at A090 (west of AY) or CB-CRG-ELW at A100 (east of AY) would normally be in E all the way in cruise but when GONADs active would be in reclassified "G" when within 40nm of AY
It's simple really- when it gets too hard to comply with regulations just reclassify the airspace. Ignore it and it goes away!!!!!!
I'n sure that's how the government sees the whole fiasco. If they can delay things (rollback?) long enough then eventually people get used to the whole thing- somewhere else in the posts there was the ezample of slow boiling the frog.
Compulsory Transponder withinin 40nm D tower in E Airspace. No exceptions.
----------------------------------------------------------------------
Except of course when the gliding fraternity make enough noise, so you reclassify the "E" as "G" so they don't have to comply
Summertime around Albury the GONAD airspace is established. "E"
within 40nm, AY excluding the CTA steps, is reclassified "G"
GONAD = Glider Operations Near Albury D
eg Aircraft tracking SBG-COR-WG at A090 (west of AY) or CB-CRG-ELW at A100 (east of AY) would normally be in E all the way in cruise but when GONADs active would be in reclassified "G" when within 40nm of AY
It's simple really- when it gets too hard to comply with regulations just reclassify the airspace. Ignore it and it goes away!!!!!!
I'n sure that's how the government sees the whole fiasco. If they can delay things (rollback?) long enough then eventually people get used to the whole thing- somewhere else in the posts there was the ezample of slow boiling the frog.
