CASA experiments with lives at Avalon
Dick Smith you said:
" Spodman, I wiil repeat for possibly the tenth time, Class C is only "safer" if it properly staffed and proper equipment is provided."
It could also be said .... " Dick, I wiil repeat for possibly the fiftieth time, Class E is only "safer" than Class G if it is properly staffed and proper equipment is provided."
Take heed of your own advice ...
" Spodman, I wiil repeat for possibly the tenth time, Class C is only "safer" if it properly staffed and proper equipment is provided."
It could also be said .... " Dick, I wiil repeat for possibly the fiftieth time, Class E is only "safer" than Class G if it is properly staffed and proper equipment is provided."
Take heed of your own advice ...
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CAGROs
Doddgy Brothers,
CAGRS costs are paid by the airport owner. The CAGROs are audited by CASA and reviewed by AsA. The CAGROs must have ATC or Flight Service experience.
At BME we levy a PAX charge to supply this service. We do not make a profit on this service and have invited airlines to examine our revenue and expenditure accounting reports direct from our computerised accounting package.
Prior to AsA taking over the RFFS we costed this item in a similar manner.
With regards ATC at BME this is now reviewed on an annual basis, we can and have provided AsA with traffic logs direct from the CAGRS computerised traffic comms recorder.
When it is determined that ATC is required, it shall be handed over to AsA, the only stipulation from us is the CAGROs must be offered training (if required) and given the first option of employment for this service. Alternatively they will be employed in other jobs at BME.
This was the procedure we used with RFFS, AsA willingly complied with this request and infact they employed most of our previous RFFS employees some though preferred to stay with us doing other roles.
It should be noted BME is different to nearly all other Australian airports as our terminals and aprons are joint user and all CI,Ramp,concession staff,security,ground staff,refuelers and administration are our employees so redeployment of RFFS and CAGRO to other activities is much easier than at a regional airport that has only ground staff and a small admin function answerable to a shire.
AsA have modelled the BME terminal airspace based on the traffic records data. We have found them very professional and studied in their work and are pleased with the way they have kept us informed with regards their analysis and conclusions on airspace requirements at BME.
We also have regular consultation with aviation users including airline captains to determine if they feel the CAGRS procedures are coping with the traffic and not overloading the pilots. AsA has also had direct comunications with users when they were assessing the terminal airspace requirements for BME.
The conclusion is the CAGRS terminal service at BME is the most appropiate system at this time.
Cheers Mike
CAGRS costs are paid by the airport owner. The CAGROs are audited by CASA and reviewed by AsA. The CAGROs must have ATC or Flight Service experience.
At BME we levy a PAX charge to supply this service. We do not make a profit on this service and have invited airlines to examine our revenue and expenditure accounting reports direct from our computerised accounting package.
Prior to AsA taking over the RFFS we costed this item in a similar manner.
With regards ATC at BME this is now reviewed on an annual basis, we can and have provided AsA with traffic logs direct from the CAGRS computerised traffic comms recorder.
When it is determined that ATC is required, it shall be handed over to AsA, the only stipulation from us is the CAGROs must be offered training (if required) and given the first option of employment for this service. Alternatively they will be employed in other jobs at BME.
This was the procedure we used with RFFS, AsA willingly complied with this request and infact they employed most of our previous RFFS employees some though preferred to stay with us doing other roles.
It should be noted BME is different to nearly all other Australian airports as our terminals and aprons are joint user and all CI,Ramp,concession staff,security,ground staff,refuelers and administration are our employees so redeployment of RFFS and CAGRO to other activities is much easier than at a regional airport that has only ground staff and a small admin function answerable to a shire.
AsA have modelled the BME terminal airspace based on the traffic records data. We have found them very professional and studied in their work and are pleased with the way they have kept us informed with regards their analysis and conclusions on airspace requirements at BME.
We also have regular consultation with aviation users including airline captains to determine if they feel the CAGRS procedures are coping with the traffic and not overloading the pilots. AsA has also had direct comunications with users when they were assessing the terminal airspace requirements for BME.
The conclusion is the CAGRS terminal service at BME is the most appropiate system at this time.
Cheers Mike
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Spodman, I wiil repeat for possibly the tenth time, Class C is only "safer" if it properly staffed and proper equipment is provided.
