BOM having a bit of trouble with QLD TAF accuracy...
There is a huge difference between doing an autoland at a cat 1 equipped airport when pushed into a corner and not bothering with the expense of cat 3 equipment and certification.
The cat 3 stuff gives you appropriate protections for a bunch of failures, lighting on and around the runway, flight testing to the appropriate tolerances and a bunch of other stuff.
You get what you pay for and a proper cat 3 installation will stand you in good stead where it is needed.
I don't think it is needed in Brisbane for the couple of events a year, a ****load of money for very little benefit, money that comes from the airlines and in the usual way of crap flowing downhill pressure on crews to cut costs, hassles at eba time Yada Yada Yada. Raising fares doesn't seem to be in the scope of executive management thinking for some reason.
But back to your question mikewil, I wouldn't do a proper cat 3 approach at a cat 1 installation unless I was pushed into a corner that I couldn't get myself out of any other way. That is a generalisation but you get my point, though I would happily do a cat 3b approach at a proper cat 3 airport any day of the week.
The cat 3 stuff gives you appropriate protections for a bunch of failures, lighting on and around the runway, flight testing to the appropriate tolerances and a bunch of other stuff.
You get what you pay for and a proper cat 3 installation will stand you in good stead where it is needed.
I don't think it is needed in Brisbane for the couple of events a year, a ****load of money for very little benefit, money that comes from the airlines and in the usual way of crap flowing downhill pressure on crews to cut costs, hassles at eba time Yada Yada Yada. Raising fares doesn't seem to be in the scope of executive management thinking for some reason.
But back to your question mikewil, I wouldn't do a proper cat 3 approach at a cat 1 installation unless I was pushed into a corner that I couldn't get myself out of any other way. That is a generalisation but you get my point, though I would happily do a cat 3b approach at a proper cat 3 airport any day of the week.
On a more serious note:
From the ICAO Flight Planning and Fuel Management Manual.
So, Prescriptive Regulation is ' You will always carry an alternate'.
Performance based Regulation is ' Your infrastructure, ATM service, Met forecasting and Met reporting, In-flight following systems, and advanced data analysis are so first class that you can get the same result by looking at the situation on the day and trusting everyone in the system to make good decisions using good info".
Is Ausi ticking all of those boxes?
From the ICAO Flight Planning and Fuel Management Manual.
Chapter 3. Prescriptive and Performance-Based Compliance with Regulation
3.1 Introduction
The development of any national regulation should take into account the overall capabilities of an authority and of the operators it oversees. In assessing such capabilities a State considers many operational factors including but not limited to:
available infrastructure;
capabilities of the air traffic management (ATM) system;
availability and quality of aerodrome infrastructure and condition reporting;
availability and quality of meteorological reporting and forecasting;
the use of available advanced technologies and data analysis capabilities;
operational control, flight following, flight monitoring and flight watch capabilities of individual operators.
3.1 Introduction
The development of any national regulation should take into account the overall capabilities of an authority and of the operators it oversees. In assessing such capabilities a State considers many operational factors including but not limited to:
available infrastructure;
capabilities of the air traffic management (ATM) system;
availability and quality of aerodrome infrastructure and condition reporting;
availability and quality of meteorological reporting and forecasting;
the use of available advanced technologies and data analysis capabilities;
operational control, flight following, flight monitoring and flight watch capabilities of individual operators.
Purely conventional and compliance-based regulatory environments are typically quite rigid and require prescriptive safety regulations to be used as administrative controls. This type of regulatory framework is supported by inspections and audits to assure regulatory compliance. Alternatively, the aim of performance-based approaches to safety is to introduce supplementary regulator and operator processes that will result in equally effective control of safety risks.
Performance based Regulation is ' Your infrastructure, ATM service, Met forecasting and Met reporting, In-flight following systems, and advanced data analysis are so first class that you can get the same result by looking at the situation on the day and trusting everyone in the system to make good decisions using good info".
Is Ausi ticking all of those boxes?
