NAS rears its head again
Grandpa Aerotart
Oz more a matter of not wanting to be watched over YBBN,YSSY than the GAFA.
Remember the light aircraft lane over LAX being used as an example of 'worlds best practice' and "why cant it happen over SY"?
Remember the light aircraft lane over LAX being used as an example of 'worlds best practice' and "why cant it happen over SY"?
Yes CC, far safer to overfly YSSY than that dirt road airspace up the lane from Brooklyn Bridge and having to share with trolls who use their radio too much.
Maybe, the quote should be changed to "Do not want to be watched ANYWHERE" .....that about covers it.
Maybe, the quote should be changed to "Do not want to be watched ANYWHERE" .....that about covers it.
Last edited by OZBUSDRIVER; 16th Apr 2010 at 13:29.
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I think we are getting closer the mark here. My feeling is that the Class E advocates are acting on behalf of a group who is afraid to call ATC for a clearance. They use the 'But I might get knocked back or delayed' as an excuse. It boils down to confidence and knowledge (ie, taking the time to research the required R/T) of how to operate in a controlled environment.
Some people on here bang on about delays or clearance denials 'this one time'. How about the hundreds that are issued daily through Class C to VFRs? I can't think of a time I have ever knocked back a VFR in Class C, whether it was into an international terminal area to land, a busy capital airport terminal area with terrain issues, or a very dubiously "radar covered" area sector surrounding a D tower.
Is it just the terry-towling brigade trying to get Class E so they don't have to use their radio to call ATC because they don't know how?
Cheers,
NFR.
PS. I don't use my real name on here for varied reasons. Many people know who I am and what my background and experience is -Dick is one of them (and I have asked him to keep it under his hat, which he has done, to his credit). My personal belief from working Class E and Class C is that, given the current traffic levels and the forseeable increase in the medium term, Class C protection can be provided for ALL airspace users for the same cost as Class E in the current setup of Class D towers.
Some people on here bang on about delays or clearance denials 'this one time'. How about the hundreds that are issued daily through Class C to VFRs? I can't think of a time I have ever knocked back a VFR in Class C, whether it was into an international terminal area to land, a busy capital airport terminal area with terrain issues, or a very dubiously "radar covered" area sector surrounding a D tower.
Is it just the terry-towling brigade trying to get Class E so they don't have to use their radio to call ATC because they don't know how?
Cheers,
NFR.
PS. I don't use my real name on here for varied reasons. Many people know who I am and what my background and experience is -Dick is one of them (and I have asked him to keep it under his hat, which he has done, to his credit). My personal belief from working Class E and Class C is that, given the current traffic levels and the forseeable increase in the medium term, Class C protection can be provided for ALL airspace users for the same cost as Class E in the current setup of Class D towers.
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Is it just the terry-towling brigade trying to get Class E so they don't have to use their radio to call ATC because they don't know how?
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Superdimona
You can have that, of course it requires a bit of training, its called a PPL, and for those of you who want to it will only take about another 5-10 hours I guess to achieve (for the most part).
I have a pretty good idea you know who I am so come over to my hangar and have a chat if you want it explained further, otherwise wander up and see Bryan.
PM me if you wish I'll send you my phone number.
J
You can have that, of course it requires a bit of training, its called a PPL, and for those of you who want to it will only take about another 5-10 hours I guess to achieve (for the most part).
I have a pretty good idea you know who I am so come over to my hangar and have a chat if you want it explained further, otherwise wander up and see Bryan.
PM me if you wish I'll send you my phone number.
J
Last edited by Jabawocky; 16th Apr 2010 at 21:58.
NFR, on the money.
The argument that if we change our airspace design we will become the meca for aviation training is a furphy! CC is correct and he has used the argument many times...IF ATC disappears, GA is not affected. However, RPT is severly constrained. ATC is a tool evolved to facilitate the rapid and safe transit of heavy RPT. Heavy RPT pays for a service. In class E RPT and IFR is paying for a service that they do not receive.
At this level I can understand...Under the IFR, you fly by reference to your instruments. Your position in the sky is derived solely from information deciphered from your panel..On steam gauges this is not a direct depiction...mental effort is required to calculate and deduce your ACTUAL position in space. In IMC it is your lifeline in how good you can manipulate this raw data in real time. Because its IMC receiving a traffic service from ATC is also part of that lifeline. You are protected from unknown VFR because the conditions preclude VFR flight.
Change the story to a perfect VMC day Same IFR, same ATC service. Excepting now, you are maneuvering your aircraft for arrival by those same reference to those instruments, still requiring the same attention to deduce and maintain your track , but now you must spend a considerable time with your attention outside the cockpit scanning for UNKNOWN VFR....and your paying for this service?
But the heavies have got TCAS, they can see the mandated transponders of VFR flying in the same airspace. I asked this very question when I was planning and investigating my first ever trip away. I investigated EVERY possibility for that trip...even down to try and work out the timetable for airlines arriving at my destination so I could work out if I would not be in conflict...analy retentive, you might say. One person actually responded that as long as I had my transponder on they would see me...as long as I had my transponder on......by default we are using a last line of defence device for something it was never intended for...trafffic mitigation!
Its OK to have class E in non-surveilled airspace, not by default but mandate transponder equipped VFR become visible to TCAS equipped HVY RPT. To the plebs reading this for the first time..TCAS does NOT depict where a converging conflict realy is in space. TCAS will always show a collision risk DEG45 off the nose, even if the conflict is at your one oclock or eleven oclock position in reality....This is why TA or RA the pilot is told to climb or descend. Azimuth? the thing doesn't know where it actually is, only that the algorythm says its going to hit you......and this is what the bean-counters are going to tell the crews and ATC that there is a vanishingly small risk and no need for class C airspace...and the "traffic mitigation device" will say one thing and you will look out the window and see something else???
Go back and look at the threads regarding Hamilton Island airspace and Williamtown Airspace and how VFR are ALWAYS held at the boundaries. Ask yourselves, why is Smith pushing so hard for class E? Its not for the safety of paying passengers
The argument that if we change our airspace design we will become the meca for aviation training is a furphy! CC is correct and he has used the argument many times...IF ATC disappears, GA is not affected. However, RPT is severly constrained. ATC is a tool evolved to facilitate the rapid and safe transit of heavy RPT. Heavy RPT pays for a service. In class E RPT and IFR is paying for a service that they do not receive.
At this level I can understand...Under the IFR, you fly by reference to your instruments. Your position in the sky is derived solely from information deciphered from your panel..On steam gauges this is not a direct depiction...mental effort is required to calculate and deduce your ACTUAL position in space. In IMC it is your lifeline in how good you can manipulate this raw data in real time. Because its IMC receiving a traffic service from ATC is also part of that lifeline. You are protected from unknown VFR because the conditions preclude VFR flight.
Change the story to a perfect VMC day Same IFR, same ATC service. Excepting now, you are maneuvering your aircraft for arrival by those same reference to those instruments, still requiring the same attention to deduce and maintain your track , but now you must spend a considerable time with your attention outside the cockpit scanning for UNKNOWN VFR....and your paying for this service?
But the heavies have got TCAS, they can see the mandated transponders of VFR flying in the same airspace. I asked this very question when I was planning and investigating my first ever trip away. I investigated EVERY possibility for that trip...even down to try and work out the timetable for airlines arriving at my destination so I could work out if I would not be in conflict...analy retentive, you might say. One person actually responded that as long as I had my transponder on they would see me...as long as I had my transponder on......by default we are using a last line of defence device for something it was never intended for...trafffic mitigation!
Its OK to have class E in non-surveilled airspace, not by default but mandate transponder equipped VFR become visible to TCAS equipped HVY RPT. To the plebs reading this for the first time..TCAS does NOT depict where a converging conflict realy is in space. TCAS will always show a collision risk DEG45 off the nose, even if the conflict is at your one oclock or eleven oclock position in reality....This is why TA or RA the pilot is told to climb or descend. Azimuth? the thing doesn't know where it actually is, only that the algorythm says its going to hit you......and this is what the bean-counters are going to tell the crews and ATC that there is a vanishingly small risk and no need for class C airspace...and the "traffic mitigation device" will say one thing and you will look out the window and see something else???
Go back and look at the threads regarding Hamilton Island airspace and Williamtown Airspace and how VFR are ALWAYS held at the boundaries. Ask yourselves, why is Smith pushing so hard for class E? Its not for the safety of paying passengers
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So if the Government (read CASA, AsA and the RAAF) were to provide every aircraft in Australia with an ADSB-out fitment at zero-0-no cost to you (the owners) you would be happy with that?
To qualify this answer, I would like to see the cash BEFORE the screams for a MANDATE like last time. Have you forgotten the lies and broken promises already?
There has never been an agenda that I know of to fly without being "watched" where being "watched" is a requirement.
There HAS been an agenda that I support, which recognises the very very very great possibility of those in the GAFA copping air nav charges for being "watched".
If being "watched" where there is no requirement to be "watched" means I will have to pay for an installation to be "watched" and then a TAX for being "watched", then I'm against it.
Understand?
I have been racking my brains, long and hard, trying to work out why the Nastonauts are so dead set keen on Class E airspace.
Lets assume for a minute that most of us have got it wrong and it does cost (marginally) more to operate C than E. Is it so much of a difference that a reasonable person would trade off the added safety of C? I don't think so.
So, are they VFR operators who are scared of talking to ATC? The characters on here are pretty forthright ... I couldn't see them being too backward in coming forward.
There appears to be only 2 options left:
To, me, both illogical reasons, and I suspect the real answer is a mixture of both.
Is it possible to "turn" them? Is there anything we can do to change their attitude? Perhaps an intervention?
I suspect that something along the line of old dogs and new tricks might be appropriate here.
Lets assume for a minute that most of us have got it wrong and it does cost (marginally) more to operate C than E. Is it so much of a difference that a reasonable person would trade off the added safety of C? I don't think so.
So, are they VFR operators who are scared of talking to ATC? The characters on here are pretty forthright ... I couldn't see them being too backward in coming forward.
There appears to be only 2 options left:
- They are VFR operators ... who don't want to be seen ... and don't want to be bothered with clearances to do what they want
- Or, they have a religious-like fervor that Class E is the redeemer of all things evil in airspace management
To, me, both illogical reasons, and I suspect the real answer is a mixture of both.
Is it possible to "turn" them? Is there anything we can do to change their attitude? Perhaps an intervention?
I suspect that something along the line of old dogs and new tricks might be appropriate here.
Folks,
I am going to put my final two bobs worth in, on this subject, by coming back the the basic principles of ICAO airspace design, and that is achieving the design separation assurance standard at the lowest airspace classification, starting with G.
Again, by definition of the design principles, once the separation assurance standard is achieved, higher classes of airspace will not achieve a real reduction in risk, because the separation assurance standard is already so high. Whether you agree or not is immaterial, that is no more than your personal opinion.
Indeed, several orders of magnitude higher ( lesser risk) than losing a complete aircraft on an auto-couples Cat II/III approach, or the probability of an aircraft CFIT (without regard to GPWS) during an approach (or departure) designed to current PANS/OPS standards ---- all the above have had a core element of risk management built in for many, many years.
Clearly, I am quite happy to accept the ICAO approach to risk management.
That the basics of ICAO airspace design is not accepted by a range of pilots and ATC individuals in Australia says more about Australian aviation attitudes to modern risk management, than it says about the veracity of the basic ICAO risk management standards.
Strangely, pilots don't complain about the hazard levels in instrument procedure design, but the inherent hazards and the mitigators employed to reduce the final risk, still leave a level of risk that is not ALARP, as most of you interpret ALARP. Indeed, there is no such thing as a SID or IAP that would not be "safer" with a higher minima, but that is not the way such design works. In fact, if you employed the same logic applied here to C over D versus E over D, there would be no low weather minima approaches, and probably no 200' CAT 1 ILS. We would revert to a minimum of 300 or 400', as was the case in Australia back in the '60's and early '70s, long after the rest of the world has adopted CAT 1/200' as the basic ILS minima.
As one example, we continue to kill pilots with monotonous regularity, during asymmetric training, because we have not adopted a proper risk management approach, either at a regulatory or field level.
Whether you like it or not, CASA is bound to use a risk management approach across the board, witness the work being done by Aerosafe as a consultant to CASA, putting the meat on the bones of the basic policy of risk management.
I have not the least concern about "being seen", indeed all my own aircraft have had ARINC standard transponders, either King or Collins, all of that nonsense about "stealth" operations is a red herring, as far as I am concerned.
We simply must adopt the best risk management standards in aviation, will we ever?? I don't know, but I have been pushing such adoption since well (years) before AS/NZ 4360 Issue 1 was even published.
For those of you who want to have a bit of fun with the statistical term, "vanishingly small", it may be the equivalent of zero in maths, but "vanishingly small" is never "nil", or in other words, risk can never be nil, short of abolishing the activity. If you decline to understand/accept that, it is no skin of my nose, but it does make the probability of your arguments being accepted ( in a technical, not political sense) , dare I say it, vanishingly small.
That you might succeed at a political level, by scaring the beejesus out of politicians, does not invalidate ICAO airspace design principles, it just proves how hard modernization of anything to do with aviation is in Australia.
As to mandatory ADS-B/C, that has been done to death, but essentially nothing has changed, since the "recommendations" of a group that had neither fiscal or real world responsibility for their recommendations, were dropped like a hot brick by Government.
Tootle pip!!
I am going to put my final two bobs worth in, on this subject, by coming back the the basic principles of ICAO airspace design, and that is achieving the design separation assurance standard at the lowest airspace classification, starting with G.
Again, by definition of the design principles, once the separation assurance standard is achieved, higher classes of airspace will not achieve a real reduction in risk, because the separation assurance standard is already so high. Whether you agree or not is immaterial, that is no more than your personal opinion.
Indeed, several orders of magnitude higher ( lesser risk) than losing a complete aircraft on an auto-couples Cat II/III approach, or the probability of an aircraft CFIT (without regard to GPWS) during an approach (or departure) designed to current PANS/OPS standards ---- all the above have had a core element of risk management built in for many, many years.
Clearly, I am quite happy to accept the ICAO approach to risk management.
That the basics of ICAO airspace design is not accepted by a range of pilots and ATC individuals in Australia says more about Australian aviation attitudes to modern risk management, than it says about the veracity of the basic ICAO risk management standards.
Strangely, pilots don't complain about the hazard levels in instrument procedure design, but the inherent hazards and the mitigators employed to reduce the final risk, still leave a level of risk that is not ALARP, as most of you interpret ALARP. Indeed, there is no such thing as a SID or IAP that would not be "safer" with a higher minima, but that is not the way such design works. In fact, if you employed the same logic applied here to C over D versus E over D, there would be no low weather minima approaches, and probably no 200' CAT 1 ILS. We would revert to a minimum of 300 or 400', as was the case in Australia back in the '60's and early '70s, long after the rest of the world has adopted CAT 1/200' as the basic ILS minima.
As one example, we continue to kill pilots with monotonous regularity, during asymmetric training, because we have not adopted a proper risk management approach, either at a regulatory or field level.
Whether you like it or not, CASA is bound to use a risk management approach across the board, witness the work being done by Aerosafe as a consultant to CASA, putting the meat on the bones of the basic policy of risk management.
I have not the least concern about "being seen", indeed all my own aircraft have had ARINC standard transponders, either King or Collins, all of that nonsense about "stealth" operations is a red herring, as far as I am concerned.
We simply must adopt the best risk management standards in aviation, will we ever?? I don't know, but I have been pushing such adoption since well (years) before AS/NZ 4360 Issue 1 was even published.
For those of you who want to have a bit of fun with the statistical term, "vanishingly small", it may be the equivalent of zero in maths, but "vanishingly small" is never "nil", or in other words, risk can never be nil, short of abolishing the activity. If you decline to understand/accept that, it is no skin of my nose, but it does make the probability of your arguments being accepted ( in a technical, not political sense) , dare I say it, vanishingly small.
That you might succeed at a political level, by scaring the beejesus out of politicians, does not invalidate ICAO airspace design principles, it just proves how hard modernization of anything to do with aviation is in Australia.
As to mandatory ADS-B/C, that has been done to death, but essentially nothing has changed, since the "recommendations" of a group that had neither fiscal or real world responsibility for their recommendations, were dropped like a hot brick by Government.
Tootle pip!!
Last edited by LeadSled; 17th Apr 2010 at 06:11.
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Earth calling Lead - communications seem to be down
Lovely Lead,
Can I now have an answer to post #427? Mate this is like pulling teeth. I have asked you again and again, but it just seems to be an 'inconvenient truth.' Let's not let the facts get in the way of driving through 'airspace reform' at whatever cost. Your latest missive was merely a diversion.
Frank introduces the red-herring of ADS-B and we get a tome that is totally unrelated to the argument at hand.
mjbow2, sorry, I don't monitor this 24/7. However, as regards your comment:
Who actually said that? In context and with references please.
Lead, you continue to dodge, weave and live in self-denial.
Post #427 Lead and post #457.
That's the problem; when the argument continues in a rational vein, the irrational retreat.
Can I now have an answer to post #427? Mate this is like pulling teeth. I have asked you again and again, but it just seems to be an 'inconvenient truth.' Let's not let the facts get in the way of driving through 'airspace reform' at whatever cost. Your latest missive was merely a diversion.
Frank introduces the red-herring of ADS-B and we get a tome that is totally unrelated to the argument at hand.
mjbow2, sorry, I don't monitor this 24/7. However, as regards your comment:
You controllers have two irreconcilable positions on Class E. That is, we should use enroute Class C, because we can but only until traffic levels reach that of the United States, then we should downgrade it to Class E so we don't run into grid lock. Extraordinary!
Lead, you continue to dodge, weave and live in self-denial.
Post #427 Lead and post #457.
That's the problem; when the argument continues in a rational vein, the irrational retreat.
I can't believe I'm about to say this, but I can understand what Leadsled is saying.... and, in theoretical and statistical terms, I believe he is correct in what he is saying.
HOWEVER, and it's a big however, a lot us see the product of those methods as rubbish.
So, not only do your methods need to be "by the book" ... they have to provide a "reasonable" outcome.
If we see the fruits of your loins producing a product that says it's more appropriate ( forget about more safer) to "pretend" that VFRs don't exist ...then you have to understand that we are going to question your methodology.
Do we have a realistic chance of changing ICAO Methodologies? ... not in the short term! So, our only avenue in getting what we believe is "appropriate" is to scare public servants with ... dare I say it ... a common sense approach.
Hopefully, that will trump your statistics.
HOWEVER, and it's a big however, a lot us see the product of those methods as rubbish.
So, not only do your methods need to be "by the book" ... they have to provide a "reasonable" outcome.
If we see the fruits of your loins producing a product that says it's more appropriate ( forget about more safer) to "pretend" that VFRs don't exist ...then you have to understand that we are going to question your methodology.
Do we have a realistic chance of changing ICAO Methodologies? ... not in the short term! So, our only avenue in getting what we believe is "appropriate" is to scare public servants with ... dare I say it ... a common sense approach.
Hopefully, that will trump your statistics.
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It is usual form that the Nastronauts will try attacking the man, the anonymity furphy, and straw-man argument after they lose the debate based on facts and sound argument. Then they slink off. This will go quiet now (until the next tilt).
Your silence on the pertinent questions, Lead, is deafening.
Your last sweeping 'big-picture' post is instructional. Slavishly applying ICAO-based modeling etc. and disregarding the fact that a higher level of safety is possible (even if not 'required') in Australia for the same spend smacks of either breath-taking stupidity, or a hidden agenda.
Your silence on the pertinent questions, Lead, is deafening.
Your last sweeping 'big-picture' post is instructional. Slavishly applying ICAO-based modeling etc. and disregarding the fact that a higher level of safety is possible (even if not 'required') in Australia for the same spend smacks of either breath-taking stupidity, or a hidden agenda.
Grandpa Aerotart
once the separation assurance standard is achieved, higher classes of airspace will not achieve a real reduction in risk, because the separation assurance standard is already so high
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Lead
Earth calling Lead.
Posts #427 and #457.
Lead, I know I am being a pain, but you can make the pain go away by simply answering the questions.
How easy is that?
PS I feel far more comfortable with Chimbu's take on things. Chimbu; next time I shell out my hard earned readies to take Mrs Howabout OS, I'd like you up front! Plus, I prefer going with Mr Boeing in the best piece of kit ever made!
Posts #427 and #457.
Lead, I know I am being a pain, but you can make the pain go away by simply answering the questions.
How easy is that?
PS I feel far more comfortable with Chimbu's take on things. Chimbu; next time I shell out my hard earned readies to take Mrs Howabout OS, I'd like you up front! Plus, I prefer going with Mr Boeing in the best piece of kit ever made!
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Hi Jabawocky,
Yes I do remember you
Without derailing the thread too much, I've done a fair bit of research, and sadly it's much more of a pain then that. I've had GA schools want to start me back at Straight and Level
Why do I need an ASIC ($), a medical ($) lessons in an expensive to hire aircraft that I do not to intend to fly after training ($$$) and another big flight test at GA rates ($$$$) just to transit the odd bit of class C/D? I just don't see why we are forcing people to spend thousands of dollars extra. Most people fly RAA because they can't afford the expense of GA. They may have to go over tiger country or through bad weather OCAS when they could have easily zipped through class C.
Literally _today_ I got stuck somewhere when my planned route home was clouded in. I was in an aircraft with a transponder and reliable 4-stroke engine, capable of doing 100 knots (not a chair with wings, powered by a lawnmower engine). If I was allowed to do a 'Controlled Airspace' endorsement (which was almost in the bag but our new CASA leader decided to knock back) I could have easily have cut through some class C and been home perhaps 5 minutes late.
Instead, because CASA (who are supposed to only make rules on safety grounds) won't let me train for class C, I had a choice between scud-running overwater with low visibility at 500-1000 feet (bugger that) or diverting to another airfield and waiting it out. Several hours and multiple 'go and see' flights later I managed to be home.
I've spoken to controllers before, and they didn't see a problem with a properly equipped and trained RAA pilot flying through class C - they encouraged me to always ask for help if I needed it. I'm happy to get the training but they goverment won't let me receive it. Why do the RAAs 9200+ members need PPLs when Glider pilots don't
PM will be sent.
cheers
Yes I do remember you
You can have that, of course it requires a bit of training, its called a PPL, and for those of you who want to it will only take about another 5-10 hours I guess to achieve (for the most part).
Why do I need an ASIC ($), a medical ($) lessons in an expensive to hire aircraft that I do not to intend to fly after training ($$$) and another big flight test at GA rates ($$$$) just to transit the odd bit of class C/D? I just don't see why we are forcing people to spend thousands of dollars extra. Most people fly RAA because they can't afford the expense of GA. They may have to go over tiger country or through bad weather OCAS when they could have easily zipped through class C.
Literally _today_ I got stuck somewhere when my planned route home was clouded in. I was in an aircraft with a transponder and reliable 4-stroke engine, capable of doing 100 knots (not a chair with wings, powered by a lawnmower engine). If I was allowed to do a 'Controlled Airspace' endorsement (which was almost in the bag but our new CASA leader decided to knock back) I could have easily have cut through some class C and been home perhaps 5 minutes late.
Instead, because CASA (who are supposed to only make rules on safety grounds) won't let me train for class C, I had a choice between scud-running overwater with low visibility at 500-1000 feet (bugger that) or diverting to another airfield and waiting it out. Several hours and multiple 'go and see' flights later I managed to be home.
I've spoken to controllers before, and they didn't see a problem with a properly equipped and trained RAA pilot flying through class C - they encouraged me to always ask for help if I needed it. I'm happy to get the training but they goverment won't let me receive it. Why do the RAAs 9200+ members need PPLs when Glider pilots don't
PM will be sent.
cheers
Folks,
Re. #427 and #457, have any of you had a look at the Minister's Charter Letter, aka. the current Civil Aviation Act 1988 Minister's S.12 direction, or any of the other Government policy documents that bind CASA and the great majority of Commonwealth Government departments and agencies. Did you carefully check the Minister's Second Reading speech for the Airspace Act 2007???
Perhaps you have done CASA and OAR a great service re. NAS ----- no longer referring to US NAS ---- but maybe that doesn't really change much.
Judging by the whole Class D towers issues, including the draft determinations for Broome and Karratha, or the statements of John McCormick, in many venues, such as Senate Estimates, it looks to me like US NAS is still flavor of the month.
I am not going back to re-read the White Paper, but memory says there were some interesting comments there about airspace.
The reality is that, given the totality of the Air Navigation Act 1920, Civil Aviation Act1988, the Airspace Act 2007, the OBPR mandatory requirements, the Legislative Instruments Act 2003, and Productivity Commission "mandatory guidelines", and the Commonwealth Authorities and Companies Act 1997, the outcome should still look pretty much like US NAS.
But, as I have said several times, the final outcome will be determined by how successful the efforts by the troglodyte lobby.
Universal A, that's what we need, that will eliminate a very high percentage of fatalities and injuries. Of course, it will only do this by eliminating most of GA and small airlines, and make the rest of Australian aviation a luxury mode of transport for the very wealthy.
But!!! Hey, you can't put a value on human life, can you!!
Drop all this techno economic rationalist affordable safety nonsense about risk analysis and cost/benefit justified regulation, ignore the High Court definition of "safety", go for the big prize, unaffordable safety, why not even absolute safety.
Tootle pip!!
Re. #427 and #457, have any of you had a look at the Minister's Charter Letter, aka. the current Civil Aviation Act 1988 Minister's S.12 direction, or any of the other Government policy documents that bind CASA and the great majority of Commonwealth Government departments and agencies. Did you carefully check the Minister's Second Reading speech for the Airspace Act 2007???
Perhaps you have done CASA and OAR a great service re. NAS ----- no longer referring to US NAS ---- but maybe that doesn't really change much.
Judging by the whole Class D towers issues, including the draft determinations for Broome and Karratha, or the statements of John McCormick, in many venues, such as Senate Estimates, it looks to me like US NAS is still flavor of the month.
I am not going back to re-read the White Paper, but memory says there were some interesting comments there about airspace.
The reality is that, given the totality of the Air Navigation Act 1920, Civil Aviation Act1988, the Airspace Act 2007, the OBPR mandatory requirements, the Legislative Instruments Act 2003, and Productivity Commission "mandatory guidelines", and the Commonwealth Authorities and Companies Act 1997, the outcome should still look pretty much like US NAS.
But, as I have said several times, the final outcome will be determined by how successful the efforts by the troglodyte lobby.
Universal A, that's what we need, that will eliminate a very high percentage of fatalities and injuries. Of course, it will only do this by eliminating most of GA and small airlines, and make the rest of Australian aviation a luxury mode of transport for the very wealthy.
But!!! Hey, you can't put a value on human life, can you!!
Drop all this techno economic rationalist affordable safety nonsense about risk analysis and cost/benefit justified regulation, ignore the High Court definition of "safety", go for the big prize, unaffordable safety, why not even absolute safety.
Tootle pip!!
Spare me please! 
Political and bureaucratic nonsense, Ledsled. We had two airproxs within 3 months of your fabled E airspace being implemented here. And your rambling on about...the Productivity Commission? You're joking aren't you? What on earth (or in the sky) would it know about C verses E?
Your problem is that you're trying to hide behind verbal diarrhoea and rubbish printed on paper. You and your fellow Nastronauts are desperately scratching up any titbit of text (mostly created or influenced by Dick) that might support E via the USNAS. But you know very well that C provides a safer service than E for the same cost, that VFR doesn't pay a cent in C and that they hardly ever get dicked around (pardon the pun) by ATC. I think I might get Luke Skywalker to pay you a visit; maybe you can be rescued from the dark side. Then again, maybe not...
Political and bureaucratic nonsense, Ledsled. We had two airproxs within 3 months of your fabled E airspace being implemented here. And your rambling on about...the Productivity Commission? You're joking aren't you? What on earth (or in the sky) would it know about C verses E?
Your problem is that you're trying to hide behind verbal diarrhoea and rubbish printed on paper. You and your fellow Nastronauts are desperately scratching up any titbit of text (mostly created or influenced by Dick) that might support E via the USNAS. But you know very well that C provides a safer service than E for the same cost, that VFR doesn't pay a cent in C and that they hardly ever get dicked around (pardon the pun) by ATC. I think I might get Luke Skywalker to pay you a visit; maybe you can be rescued from the dark side. Then again, maybe not...