AsA TIBA/TRA/OPR Restrictions

[sunnySA]

C1/24
TRAINING FLTS WILL BE RESTRICTED DUE OPERATIONAL RESTRICTIONS
AWK AND TRAINING FLIGHTS BELOW A060 NOT PERMITTED
START APPROVAL RQ FOR ALL OTHER AWK/TRAINING FLIGHTS
FROM 01 012226 TO 01 050800

Rockhampton.

[BronteExperimental]

Originally Posted by DROPS

What a f***** joke

lucky there wasn’t proper pax unrest.
after mh370 if I was in a plane flying a few hundred miles south into the southern ocean south of Tas when I was supposed to be going to LAX, I’d be fkn anxious and would have the trigger finger ready on the sat phone emergency to call in a hijack.
maybe they explained it. Still, it’s bizarre.

[Maggie Island]

Originally Posted by No Idea Either

Who pays for the extra fuel????

You (the consumer) do

[Look Mum - no hands]

Originally Posted by sunnySA

Rockhampton.

Glad I no longer rely on conducting flight training to feed my family! Apparently the training and airwork sectors are dispensible.

[sunnySA]

B2/24
TWR ATS LTD DUE OPR RESTRICTIONS
CIRCUIT OPS RESTRICTED
FROM 01 030130 TO 01 031130
DAILY 0130-0300 0500-1130

Jandakot.

[sunnySA]

ATC and ARFF #18/2024

TRA

C16/24
TEMPO RESTRICTED AREA ACT
IN CLASS C AIRSPACE INCLUDING CTR C. DESIGNATED AIRSPACE HANDBOOK
(DAH) SECTOR VOLUME NAMES AFFECTED ARE: CAIRNS APPROACH.
INCLUDES CLASS C AIRSPACE WI 36NM OF CAIRNS VOR/DME FM SFC TO FL180
CONTINGENCY MAP (LISTED UNDER CAIRNS IN THE BN FIR) AVBL AT
HTTP://WWW.AIRSERVICESAUSTRALIA.COM/NOTAMMAPS/INDEX.ASP
ATS IN THIS AIRSPACE IS SUBJ CONTINGENCY DUE OPR RESTRICTIONS.
RELEVANT APPROVAL FM CONTROLLING AUTHORITY REQUIRED.
APCH CTL SER NOT AVBL. AD CTL SER AVBL ON MANOEUVRING AREA.

PRIOR TO OPR IN THE TEMPO RESTRICTED AREA, PILOTS/OPERATORS MUST:
1. OBTAIN A BRIEFING ON CONTINGENCY PROCEDURES FM AIRSERVICES
AUSTRALIA ON [phone]
2. OBTAIN A LANDING, DEPARTURE OR TRANSIT TIME

PILOTS-IN-COMMAND ARE SOLELY RESPONSIBLE FOR TERRAIN AND COLLISION
AVOIDANCE WI THE AFFECTED AIRSPACE.
AUTHORISATION TO ENTER THIS TEMPO RESTRICTED AREA DOES NOT CONSTITUTE
CLEARANCE TO ENTER ANY ADJ OR EMBEDDED RESTRICTED AREAS.
SARWATCH FOR INBOUND IFR ACFT LANDING AT CAIRNS WILL BE HELD BY
CAIRNS TWR ON ADC FREQ 124.9 MHZ.
FIS PROVIDED BY CAIRNS TWR ON ADC FREQ 124.9 MHZ AND MAY BE AVBL FM
ADJ ATS UNITS.
TFC INFO BCST BY ACFT (TIBA) AND MANDATORY BCST PROC ON FREQ 118.4
MHZ.
CTC CAIRNS TWR ON 124.9 MHZ PRIOR TO JOINING OR APPROACHING CIRCUIT
AREA.
THESE PROCEDURES DO NOT APPLY TO OPS IN ACTIVE MIL CTR AND RESTRICTED
AREAS.
SFC TO FL180
FROM 01 031200 TO 01 031845

B14/24
ATS IN THE BRISBANE FIR SUBJ TO CONTINGENCY DUE OPR RESTRICTIONS
VOLUME AFFECTED IS: CAIRNS APPROACH 126.1
APRX AREA: CLASS G AIRSPACE WI 36NM RADIUS OF CAIRNS VOR/DME
DIRECTED TFC AND SURVEILLANCE INFO SER NOT AVBL IN CLASS G AIRSPACE
FIS MAY BE AVBL ON REQUEST FM ADJ ATS UNITS OR HF
CONTINGENCY MAP (LISTED UNDER CAIRNS IN THE BN FIR) IS AVBL AT
HTTP://WWW.AIRSERVICESAUSTRALIA.COM/NOTAMMAPS/INDEX.ASP
PILOTS/OPERATORS OF IFR FLIGHTS CONSIDERING OPR IN CLASS G AIRSPACE
SHALL CTC AIRSERVICES AUSTRALIA ON TEL: [phone].
TFC INFO BCST BY ACFT PROC (TIBA) ON THE FLT INFO AREA (FIA) FREQ
126.1
COMMON TFC ADVISORY FREQ (CTAF) AND PROC REMAIN UNCHANGED.
MILITARY AREAS WI THE ABV AIRSPACE CONTINUE TO OPR AS PER ENR SUP
AUSTRALIA (ERSA) UNLESS SPECIFIED OTHERWISE.
MIL OPS MAY EXIST IN THIS AREA, CHECK PUBLISHED NOTAM FOR DETAILS
THESE PROCEDURES DO NOT APPLY TO OPS IN ACTIVE MIL CTR AND RESTRICTED
AREAS
SFC TO BASE OF CTA
FROM 01 031200 TO 01 031845

C9/24
TEMPO RESTRICTED AREA ACT
IN CLASS C AIRSPACE INCLUDING CTR C. DESIGNATED AIRSPACE HANDBOOK
(DAH) SECTOR VOLUME NAMES AFFECTED ARE: CAIRNS APPROACH.
INCLUDES CLASS C AIRSPACE WI 36NM OF CAIRNS VOR/DME FM SFC TO FL180.
CONTINGENCY MAP (LISTED UNDER CAIRNS IN THE BN FIR) AVBL AT
HTTP://WWW.AIRSERVICESAUSTRALIA.COM/NOTAMMAPS/INDEX.ASP
ATS IN THIS AIRSPACE IS SUBJ TO CONTINGENCY DUE OPR RESTRICTIONS.
RELEVANT APPROVAL FM CONTROLLING AUTHORITY REQUIRED.
APCH CTL SER NOT AVBL. AD CTL SER AVBL ON MANOEUVRING AREA.
CAIRNS TWR WILL ISSUE LANDING AND TAKEOFF CLEARANCE ON 124.9 MHZ.
CTC CAIRNS TWR ON 124.9 MHZ PRIOR TO JOINING OR APPROACHING CIRCUIT
AREA.

PRIOR TO OPR IN THE TEMPO RESTRICTED AREA, PILOTS/OPERATORS MUST:
1. OBTAIN A BRIEFING ON CONTINGENCY PROCEDURES FM AIRSERVICES
AUSTRALIA ON [phone]
2. OBTAIN A LANDING, DEPARTURE OR TRANSIT TIME.

PILOTS-IN-COMMAND ARE SOLELY RESPONSIBLE FOR TERRAIN AND COLLISION
AVOIDANCE WI THE AFFECTED AIRSPACE.
AUTHORISATION TO ENTER THIS TEMPO RESTRICTED AREA DOES NOT CONSTITUTE
CLEARANCE TO ENTER ANY ADJ OR EMBEDDED RESTRICTED AREAS.
SARWATCH FOR INBOUND IFR ACFT LANDING AT CAIRNS WILL BE HELD BY
CAIRNS TWR ON ADC FREQ 124.9 MHZ.
FIS PROVIDED BY CAIRNS TWR ON ADC FREQ 124.9 MHZ AND MAY BE AVBL FM
ADJ ATS UNITS OR HF.
TFC INFO BCST BY ACFT AND MANDATORY BCST PROC ON FREQ 118.4 MHZ.
THESE PROCEDURES DO NOT APPLY TO OPS IN ACTIVE MIL CTR AND RESTRICTED
AREAS.
SFC TO FL180
FROM 01 031200 TO 01 031845

ATIS YBCS E 031044
APCH: EXP INST APCH
RWY: 15
+ OPR INFO: FROM TIME 1200, APP CTL SERVICES, ON ALL
FREQUENCIES, WILL NOT BE AVBL.
ACCESS TO AIRSPACE, IS RESTRICTED.
TRAFFIC INFORMATION BROADCAST BY ACFT
PROCEDURES WILL APPLY ON 118.4.
CTC 07 3866 3798, FOR PILOT BRIEFING.
WND: 120/5
VIS: GREATER THAN 10 KM
CLD: FEW025, FEW035
TMP: 28
+ QNH: 1011

C12/24
FIRE AND RESCUE CAT 5
FROM 01 031815 TO 01 032215

C11/24
FIRE AND RESCUE NOT AVAILABLE
FROM 01 031400 TO 01 031815

C10/24
FIRE AND RESCUE CAT 5
FROM 01 031000 TO 01 031400

Cairns.

[missy]

AFR

AFR has an article today.
perhaps this link will work Air traffic control ‘staff breaks’ cause flight chaos, airline anger
by Kylar Loussikian, Deputy editor - Business.

Airspace in the busy route between Brisbane and Sydney was abruptly left without air traffic services twice on Tuesday, limiting the number of flights and causing a raft of cancellations at the height of the holiday travel period.
There have been 26 periods that air traffic services have been interrupted in the last fortnight, and 334 in total over the last year. In 2019, before the COVID-19 pandemic disrupted the aviation sector, this did not occur at all.

One of my former colleagues posted

I think the majority of people that have worked in the industry know exactly how this issue has come about. It is a very sad indictment for the professional ATC’s, that have had to prop up the system for so many years, now are purported to be the front line of the problem.

I think if you were to look at cronyism in management and the decisions made over the last couple of years at the Authority the issue at hand and the ongoing ramifications would be quite clear. Obviously lots of Teflon suits have been the order of the day.

The AFR article gets close to discussing short staffing as the root cause. A more thorough probe would be asking who/why was the short staffing initiated, what are the fatigue related risks with staff working massive amounts of overtime, and why the recruitment of ATCs is stop/start. Management decisions to rely on 457 Visas also play a part in this ATC shortage.

Sunny, do those figures for service interruptions in the last fortnight look correct? 26 seems high!

[10JQKA]

I'm sure if u add up all the twr hrs being shortened and calling that a service interruption compared to normal published hours there are probably even more than that.

Anyway bottom line is no one cares not regulators not ANSP not atsb not dept of many names not gov either state or federal not unions not airlines not agencies and not media.

Otherwise there would be a royal commission and there isn't.

Its all about "nothing to see here, move along now"

Oh and the why and who is well known, the article covers that.

[sunnySA]

Originally Posted by missy

Sunny, do those figures for service interruptions in the last fortnight look correct? 26 seems high!

It depends on how you record a service interruption. Lies, damn lies and statistics. I have consistently said that I probably miss half the number of NOTAMs that I capture.

Some Tower locations have reduced hours when compared to ERSA. Alice Springs, Avalon and Parafield are examples.
Sometimes a service interruption is for a full shift (or close to it), others are to provide the ATC with a break, or for the non 24/7 locations, a start late and/or finish early, which either relates to availability or perhaps a FRMS control or other rostering rule.

Then if you refer to the service disruption referenced in the AFR article.
NOTAM (edited)

C5/24 REVIEW C3/24
TEMPO RESTRICTED AREA ACT
ATS SUBJ TO CONTINGENCY DUE OPR RESTR, TIBA PROCEDURES APPLY IN THE
FLW CTA CLASS A, C, D AND E AIRSPACE
DESIGNATED AIRSPACE HANDBOOK (DAH) INVERELL A, B, C.
SERVICE VARIATION MAP (LISTED UNDER INVERELL IN THE BRISBANE FIR)
2401012200 TO 2401012235
2401020030 TO 2401020105

Technically 3 different sector volumes as defined in DAH but they would never be operated on 3 separate consoles. Two different time periods. Is this 1, 2 or 6 service interruptions? I would count it as 2.

Anyways, 20/12 to 2/1, I counted 38 different time periods.

[C441]

Originally Posted by missy

The AFR article gets close to discussing short staffing as the root cause. A more thorough probe would be asking who/why was the short staffing initiated, what are the fatigue related risks with staff working massive amounts of overtime, and why the recruitment of ATCs is stop/start. Management decisions to rely on 457 Visas also play a part in this ATC shortage.

In a conversation recently it was suggested that ASA are having a great deal of difficulty getting suitable applicants for ATC positions either through general disinterest or unsuitability for the position.

Would this seem a generalised summary of the problem ASA are having in trying to alleviate the ATC shortage Missy? (Not that I'm suggesting that's a reasonable excuse for ATC shortages)

[Done and done]

Originally Posted by C441

In a conversation recently it was suggested that ASA are having a great deal of difficulty getting suitable applicants for ATC positions either through general disinterest or unsuitability for the position.

Would this seem a generalised summary of the problem ASA are having in trying to alleviate the ATC shortage Missy? (Not that I'm suggesting that's a reasonable excuse for ATC shortages)

Word on the street is that recruiting criteria was relaxed a while ago to provide more fodder for the "Academy".

ASA want to reduce course lengths and shift the burden of training to OJTIs in the operational environment, which is already difficult enough in its current state.

If we now look to train our people at Airways NZ, how does ASA justify this to Government.

The place is in turmoil and the Minister is away/has been on holiday, would be ironic if return is delayed due air traffic control.

[sunnySA]

Originally Posted by C441

In a conversation recently it was suggested that ASA are having a great deal of difficulty getting suitable applicants for ATC positions either through general disinterest or unsuitability for the position.

Would this seem a generalised summary of the problem ASA are having in trying to alleviate the ATC shortage Missy? (Not that I'm suggesting that's a reasonable excuse for ATC shortages)

Originally Posted by Done and done

Word on the street is that recruiting criteria was relaxed a while ago to provide more fodder for the "Academy".

ASA want to reduce course lengths and shift the burden of training to OJTIs in the operational environment, which is already difficult enough in its current state.

If we now look to train our people at Airways NZ, how does ASA justify this to Government.

The place is in turmoil and the Minister is away/has been on holiday, would be ironic if return is delayed due air traffic control.

There is no single problem, no single solution. Unfortunately Airservices sees training as a cost and not as an investment. They try to do things on the cheap eg not paying accommodation for ATC trainees at the College. This is an organisation that has trained their own staff for 50 or 60 years, sometimes in large numbers. You'd think they would've refined their processes but no, they chop and change. Changes to their selection processes, changes to where and how they trained (Melbourne, Brisbane, UTOL, Bath and now Christchurch). At one point they were licenced to use the NZ selection processes but couldn't help themselves and senior management started tinkering with it by adding non-ATC components There is a whole thread on the AsA ATC recruitment elsewhere on pprune, nearly 2million views. ASA ATC recruitment.

The market for ATCs is tight, other career choices are made, and then AsA decided they'd recruit from overseas using 457 visas. In 2019/2020, Sydney Tower had 5 staff on 457 visa, none remain. 4 left the organisation and the other is now in management. Airservices have also recruited RAAF ATCs and NZ ATCS in large numbers rather than abinitio trainees. No single pathway is the answer, but consistent recruiting (and knowing the target audience) is important. If you stop training for a period, 6 months, 12 months then you erode your capacity to train, the corporate knowledge drifts away and you have to re-start. Run a minimum number of courses each and every year, and either add an extra 2 or 4 to the course once in a while, or add an another course once in a while.

In the past too many trainees have been sent to the field "oh, we'll give them the benefit of the doubt", "the field can sort them out". Wrong, a lack of consistent and fair processes, and a lack of management confidence and support to make the correct decision.

Final field training should be just that, endorsement training for the specific location, specific sector group ie a sector group that does a lot of holding and vector, a sector group that does a lot of surveillance of aircraft on the cruise. AsA has Enroute and Tower simulators but to be most effective they need massive resources to ensure that the data is current and relevant, and SME available to check the exercises. ATC is pretty simple and in many ways AsA complicate things with different procedures in BN and ML airspaces. And the Towers too, lack of standardisation in many areas. All this makes it more difficult.

And then there are blacklists. Former staff have applied to return but been denied, not even getting an interview. Vindictiveness (the quality or an act of showing a wish to harm someone because you think they have harmed you). And even if former staff do return they are placed on a much lower pay scale than when they left ($40K).

Thread drift and the above response is largely subjective, there's probably a thesis in plotting when, why, who etc.

[Done and done]

Well said Sunny.

I recall the days when an Instructor position in a Training College was sought after, in my opinion this is no longer the case.

As a consequence generally of the attitude ASA has adopted towards recruiting and training, since the mid 2000s coincidentally.

[Gne]

Originally Posted by sunnySA

There is no single problem, no single solution. Unfortunately Airservices sees training as a cost and not as an investment. They try to do things on the cheap eg not paying accommodation for ATC trainees at the College. This is an organisation that has trained their own staff for 50 or 60 years, sometimes in large numbers. You'd think they would've refined their processes but no, they chop and change. Changes to their selection processes, changes to where and how they trained (Melbourne, Brisbane, UTOL, Bath and now Christchurch).
If you stop training for a period, 6 months, 12 months then you erode your capacity to train, the corporate knowledge drifts away and you have to re-start. Run a minimum number of courses each and every year, and either add an extra 2 or 4 to the course once in a while, or add an another course once in a while.
.

In the early 1990's the Public Works Committee looked at the difference in the (then) CAA and RAAF training for ATC. The findings may surprise some . Course photographs for the RAAF school in 1997 and 1998 show a significant number of course members were civilians. A possible solution to a problem nearly three decades later?

Organisations learn from bitter experience (but often fail to remember when it reoccurs) that it takes a lot longer than the period of no training to effectively recommence training after a pause, even if you keep a skeleton training staff on line. ATC is certainly no exception.

The other fact I'd offer from history and experience is that recruiting a hundred ATC trainees is not going to fix a staff shortfall in under 5-6 years.

Gne

[DROPS]

The transformation of final field training in to basic ATC 101 during live traffic on already short staffed sectors may explain why experienced OJTI Controllers have relinquished their Training endorsements in record numbers

​​

[10JQKA]

The entire AsA business model is based on anyone doing anything (ECE/CRM or anything else we say)) whether they have the proper ratings or not in the feint hope TIBAs can disappear from news stories.
The entire justification for the huge cmats(1sky) expense budget is the BEP (benefits enabling program) which is all about endorsement reform and dynamic sectorisation.which is an entirely made up concept only brought to life by the realisation that the new system would bring diddly squat improvement to what is done now so how could it possibly be justified to gov and public.
In other words it's all "ATC work" and what does it matter where we tell you to sit and what we tell you to do, a doomed misconceived fallacy motivated only by reducing corporate reputational harm and protecting execs from any criticism of blown budgets.and mismanagement.

[sunnySA]

B3/24
TWR ATS LTD DUE OPR RESTRICTIONS
CIRCUIT OPS RESTRICTED
FROM 01 040500 TO 01 041300

Jandakot.

[sunnySA]

#19/2024

B4/24
SURVEILLANCE FLIGHT INFORMATION SERVICE (SFIS) NOT AVBL
DUE OPR RESTRICTIONS. BALLINA BROADCAST AREA SFC TO 8500FT AMSL
REMAINS CLASS G AS PER AIP - OUTSIDE SURVEILLANCE FLIGHT INFORMATION
SERVICE (SFIS) HR. COMMON TRAFFIC ADVISORY FREQ 124.2
FROM 01 032100 TO 01 040700

Ballina.

[sunnySA]

B17/24
ATS OPR AT REDUCED CAPACITY DUE TO OPR RESTRICTIONS IN THE FLW
AIRSPACE:
BRISBANE CENTRE 135.6 MT MOWBULLAN AND 121.2 MT MOWBULLAN DESIGNATED
AIRSPACE HANDBOOK (DAH) SECTOR VOLUME NAMES AFFECTED ARE DOWNS A AND
D AND BUNYA.
MAP OF AFFECTED AIRSPACE (LISTED UNDER DOWNS IN THE BRISBANE FIR)
AVBL AT HTTP://WWW.AIRSERVICESAUSTRALIA.COM/NOTAMMAPS/INDEX.ASP
APRX AREA: SOUTHEAST QUEENSLAND BTN 20 - 150NM WEST OF YBBN

AIRWORK NOT AVBL
SURVEY OPS NOT AVBL
LIMITED PJE OPS AVBL
EXPECT DELAY FOR CLEARANCE

FOR FURTHER INFO CTC DUTY ATM DIRECTOR VIA TEL [phone].
SFC TO FL600
FROM 01 040430 TO 01 041030

Brisbane Centre.

[sunnySA]

B18/24
ATS OPR AT REDUCED CAPACITY DUE OPR RESTRICTIONS IN THE FLW AIRSPACE:
BRISBANE CENTRE 123.0 MT GLORIOUS 129.0 MT GLORIOUS AND 135.2
SUNSHINE COAST CONTROL TOWER. DESIGNATED AIRSPACE HANDBOOK (DAH)
SECTOR VOLUME NAMES AFFECTED BURNETT A, B, C AND D, NAMBOUR AND NOOSA
A, B AND C.
MAP OF AFFECTED AIRSPACE (LISTED UNDER BURNETT AND NOOSA IN THE
BRISBANE FIR) AVBL AT
HTTPS://WWW.AIRSERVICESAUSTRALIA.COM...MAPS/INDEX.ASP
APRX AREA: SOUTHEAST QUEENSLAND - YBSU NORTH TO YHBA AND 15NM - 120NM
NORTHWEST YBBN

AIRWORK NOT AVBL
SURVEY OPS NOT AVBL
LIMITED PJE OPS AVBL
EXPECT DELAY FOR CLEARANCE

FOR FURTHER INFO CTC DUTY ATM DIRECTOR VIA TEL [phone].
SFC TO FL600
FROM 01 040430 TO 01 041030

Brisbane Centre.