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-   -   The NAS Debate: Other Opinions (https://www.pprune.org/australia-new-zealand-pacific/133792-nas-debate-other-opinions.html)

CaptainMidnight 23rd Jun 2004 07:55

Noticed the following on the Airservices website http://www.airservicesaustralia.com/...cnsw040617.pdf

Minutes of NSW RAPAC Meeting 17 June 2004

On completion of Peter’s presentation Bill Hamilton responded, stating he was speaking on behalf of the members of AOPA, AUF, ASAC and RFAC, and advised that they all support NAS Stage 2B.....
To Gaunty and other AOPA members:, is this gent your national president or speaking on his behalf when conveying your unified support?

Also below in the same document although off topic. It relates to a proposal that Airservices report incidents involving aircraft to the Certificate of Registration holder, and Airservices's response that privacy issues were involved if they were to do so.

Bill Hamilton, AOPA, requested Bernie Smith, CEO Airservices, to review the privacy policy, in reference to this particular situation, in order for COR holders to become immediately aware of an incident report involving their aircraft.

Len Yates, CASA, explained that the ESIR’s received by CASA are reviewed before the decision is made to notify the pilot. This review process by CASA can contribute to the delay in notifying pilots as there is a lack of resources to quickly process the information. He explained however that not all ESIR’s upon review require notification by CASA to the pilot.

Therefore having all notifications sent directly to the COR holder may infer that an incident is being investigated by CASA, when in fact they may have decided not to proceed further.

Capcom 23rd Jun 2004 11:50

Serious reply
 
I agree with ****su’s and 4711’s previous posts.

I also agree, in part, with Dick Smith

I was previously asked about a “VRA proposition in E areas above terminal areas.” I stated correctly that I did not know what this was referring to. I now understand that VRA stands for “VHF Reporting Area” which is a unique Airservices/Qantas proposal that brings back full position reporting from the 1950s as a mandatory requirement in the Class E airspace to FL180 above Class D towers.

If this is what you refer to as the “Industry Option”, I can assure you that I do not support it. I have had no involvement at all other than a number of incredulous people telling me what was proposed and allegedly supported by Chris Manning of Qantas.
We each oppose it for different reasons ie

Mr Smiths utterances to date indicate complete objection to VFR radio transmissions!

VFR transmissions is better than silence as a stop gap for all the reasons discussed here previously. Is it effective use of resources and good enough longer term?

Apart from the Sports lobby and AUF etc (assume opposition due lack of radio carriage, although it seems pointless in the context of above D's as the transponder carriage requirement would exclude most of them anyhow!), most groups now support the need for VFR to communicate above terminal airspace. It seems reasonable to me that if we assume VFR will be communicating, then that communication should be made as effective as possible.

Which leads into Mike’s (WALLEY2) question:

The issue of what could be put in place that provides the safety levels of the pre-NAS airspace whilst allowing flexibility to VFR is IMHO the following:

(Comment limited to the climb and descent airspace above class D)

Airspace design:

- Class D from SFC to A085AMSL incorporating climb and descent profiles and IAP's. For high elevations, upper limits that incorporate Instrument approach commencement altitudes.
- Large enough laterally to enable sufficient advance warning and planning time for pop-up VFR traffic ie Where the class D is providing Approach and Departures services, a minimum 15nm radius with additional higher base CTA steps with inbound calls at not closer than 10nm for the CTR/A boundary.
- Instrument approaches should be contained within the Tower Terminal airspace otherwise the cost of training Enroute ATC for approach control services will be large. Workload management is also a large issue with Enroute providing TMA services.
- Tower contained IAP’s means simple co-ordination between Enroute and Tower/TMA. If enroute were to have part of the IAF altitudes in their airspace, the complexity of Enroute to tower coordination becomes onerous.
- Class D rules that require VFR communication in so far as establishing a clearance request prior to the airspace boundary.
- VFR MUST receive an acknowledgment ie clearance or standby. In these two examples the VFR can enter class D with or without a clearance. The VFR pilot in this circumstance will be solely responsible for separation and or segregation from other traffic (known or unknown) until ATC provide an airways clearance.
- If the VFR receives no reply or remain clear of class D then they must not enter. This will enable ATC to provide a safety stop gap if the reported position of the VFR was not heard (Comm fail or over-transmitted) or traffic is such that a serious collision risk exists if the VFR were to enter class D immediately. In reality, this would rarely be used except where a VFR called at the boundary (No planning time if a confliction exists) or an expectation existed of delay approaching the boundary. In other words, the traffic conflicting with the VFR will in most circumstances be vertically or laterally clear by the time the VFR reaches the boundary. Any subsequent traffic that might conflict will be processed with the VFR clearance issue in mind ie planned from the initial call.
- Class D rules can be supported well either procedurally and/or by TSAD (Tower situational awareness display, the radar you have when you are not having a radar) augmentation. TSAD is not commissioned for radar services, it can however be use by tower controllers to confirm an aircraft position. Therefore assisting in the provision of D services IFR/VFR where a separation standard need NOT be applied. (This discretion is explained in both the ICAO and MATS definitions of an “Air traffic Control service”, which in short can mean full separation standards through to traffic information or no action necessary’. I can provide the definitions here if people are interested.)


This provides to industry:

- Nil additional cost to the provision of ATS above what was in place prior to 27Nov 2003 and now
- Provides IFR and VFR separation/segregation services
- Service is free to VFR (as it always was)
- IFR will receive separation/segregation rather than guesswork
- VFR may still enter after establishing 2 way communication when not in receipt of an airways clearance (Undesirable but legal)
- IFR are aware that whilst it would be very rare, VFR could enter without clearance. This possibility will heighten the need for IFR and VFR pilots to maintain where ever a good visual scan.
- Provides ATS with the ability to manage traffic most effectively ie All levels are useable again. Separation IFR/IFR will not be inadvertently disrupted (Missed vertical or lateral req) by an unknown VFR target appearing at the last minute requiring IFR deviation.

All needs to be discussed, if accepted, verified to ALARP prior to mapping and mail outs etc

The Enroute above D above A085 I will leave to those who may like to comment further on the appropriate class of airspace for their areas.

I will say this though! D is not smoke and mirrors, it is a very useful set of operating standards that provide ATS with the tools needed to be less restrictive that C (where appropriate) yet flexible enough to preserve safety. As far as I am aware (ICAO), there are no restrictions on where it can be utilised.

Enroute Radar D might be OK? Comments

As far as the MBZ stuff goes:

The same basic principles can apply ie
- MBZ should contain the IAP vertical and lateral dimensions
- Sufficient in size to allow pilots and opportunity to gain SA prior to 15nm inbound etc

It is achievable, and can still be called NAS to appease Canberra

This a brief outline, over to ewe’s for mastication:E

The Charging regime

The Airspace issue is being driven by the charging issue

The two need to be separated and worked on individually!

Icarus2001

Sharp as a razor as usual:ok:

Gaunty

Good to hear your dulcet:E key strokes again:D

Thanks for keeping us informed;)

Chris Higgins 23rd Jun 2004 12:40

Capcom
 
Capcom

Can you show up for The Bondi Beach Project? Perhaps we could all construct a paper for CASA review with the sequential reasoning you have just shown in your arguments. Very good!

Icarus 2001

Would like to know where you hail from? Any chance you can make it to Sydney in August? Your arguments are quite strong, (don't always agree, but who cares?). I would like to talk to you about some ideas to revitalise the student starts too.


4711

Thanks for your post regards Class D Airspace, I must admit that I hadn't bothered to read further down the same paragraph of the AIM. I'm always IFR, in fact, our company doesn't allow VFR outside of 50 Nm anymore! So I don't just call up and announce.

Can you come down in August?

To everyone

To keep the thread "Bondi Beach Project" up where people will notice it, feel free to reply on the thread. I will certainly read the responses! Thank you once again!

ferris 23rd Jun 2004 12:44

Capcom.
I can see issues, but it's a great start.
I still think that at the end of the day, this whole thing is a people issue.

Dick, as a pilot only, doesn't understand the air traffic side of what he is doing. I also think that some ATCs have not a great idea of what Dick is on about (mainly due to his confrontational and disdainful style). eg Dick doesn't really get that the freedom he sees in the US is a product of them having controllers coming out of their arses. What is achieved in oz is done with 1/20th of the US' controller resources, alone. Same amount of airspace, 1/16th the traffic, but 1/20th the resources, and god knows how much less radar (thereby intensifying the labour side of controlling). Basically, workload issues. He then thinks delays to VFRs etc are a product of laziness and over-regulation. I don't think, as a profit-focussed individual, that he recognises that a railroad still has to have a long, expensive train track, clear of obstructions, no matter how many trains run along it per day, one or one hundred, which is why public transport is generally run by governments. Before I get too far off on this analogy- the US has the resources to enable greater VFR freedom. Specifically, radar coverage and the eyes to monitor it. There are other things as well, such as the shear volume of jet traffic means that the inbound flow to an airport is heavily regulated, allowing 'dead zones' directly over the top that VFRs can transit etc. No such thing in oz. Oz is much more flexible for arriving and departing jets at, say, Sydney. It is the very fact that oz has less traffic that precludes VFR transits. SY also has bizarre 'noise sharing' arrangements that you won't find anywhere in 'the US system'. This means that VFRs CAN'T have the same NON-PARTICIPATORY freedom.
I think there is room for flexibility (as Capcom has shown), but not the 'US system'. Whatever is decided will only exist for a short time anyway, until technology enables a lot of the freedoms that he craves.
If only you had held the "Higgins Airport Hilton Conference" BEFORE you went down the path of lying and steamrolling, Dick. You might have found all this out without all the aggro.

WALLEY2 23rd Jun 2004 14:01

Dick Pressure
 
Dick, sorry but I found the evidence I was looking for to demonstrate your actions when it comes to NAS and safety design in Australian Airspace reforms and government influence

I have found the correspondence that I referred to previously with regards to Dick Smith and his attempt to influence government decisions re NAS

The first letter dated 11th December to Ken Matthews Secretary of DOTaRS and chairman of ARG

Dear Ken
Recently on the Professional Pilots/ Rumour Network (PPRuNe), a pilot operating under the pseudonym "CaptainMidnight" quoted a summary of responses in relation to the CASR Part 71 documentation.

"Quote : Comment 47 - Mandatory Broadcast Zones (MBZ - non-ICAO - MOS Park 71 paragraph 2.2.10 (page 2-4)

CASA Response
CASA acknowledges that MBZs are not ICAO compliant in that they require carriage and use of radio by VFR flights in Class G airspace... Initially, the ARM (Airspace Risk Model) was used to model the difference in risk between MBZs and CTAFs. It found that for a given traffic level and mix, and MBZ reduced risk by a factor of about three or four."

Ken, I understand that this ARM document is flawed. It used subjective opinions of airline pilots when deciding the chance of a pilot misdialling a frequency. Also the people in charge of the risk modelling would not accept the "diffusion of responsibilty" issue where a pilot puts extra reliance on radio arranged separation when he or she believes that a mandatory requirement improves compliance.

This issue must be resolved urgently. It is simply not possible for us to go to the US CTAF system if CASA continues to claim that this will mean a reduction in safety.

Could this be discussed at the next ARF meeting so that the matter can be urgently resolved?

Yours faithfully,
Dick Smith

This second letter is dated 18 March 2003 to Ken Matthews

Dear Ken
I refer to my letter to you dated 11 December 2002 in relation to the airspace risk model and MBZs. I believe this issue must be resolved urgently. Would you be able to discuss the matter with Mike Smith and see how we can move forward?

I have recently been told that when the ARM was prepared, that the airline pilots who sat on the panel were by no means objective - in fact, they had stated aim to keep MBZs. This is hardly a way to do a scientific study.

I also understand that this flawed document has been unknowingly accepted by ICAO as the basis for airspace risk modelling. MBZs do not comply with ICAO airspace classifications, let alone accepted world practice.

I will look forward to this issue being resolved urgently.

Yours faithfully
Dick Smith

IT SEEMS KEN WAS NOT MOVING IN THE REQUIRED DIRECTION FAST ENOUGH!!

This is the third letter dated 12 June 2003 to Peter Langhorne, Chief of Staff

Dear Peter,
The management of Broome Airport and others have recently been made aware of the CASA claim that MBZs are three or four times safer than CTAFs. This is the prime reason they are lobbying the Western Australian government to keep MBZ procedures at Broome Airport.

I attach two letters to Ken Matthews written many months ago in relation to this. I particularly point out the paragraphs

"This issue must be resolved urgently. It is simply not possible to go to the US CTAF system if CASA continues to claim that this will mean a reduction in safety."

Peter, it is imperative that this claim in the ARM be corrected.

Yours faithfully
Dick Smith

THE COPY OF MR ANDERSON'S LETTER WAS HIGHLY CENSORED BUT IT SHEDS AN INTERESTING LIGHT ON DICK'S ATTITUDE TO A D.A.S.

The fourth letter is from John Anderson to Dick Smith dated 3 July 2003

Dear Mr Smith

......I am also advised that Airservices Australia (AA) and NAS IG will be conducting a design analysis of the characteristics to be introduced in stage 2b, using the Safety Case Analysis and Review Determination (SCARD) methodology. This analysis will determine whether a design safety case would be required for any characteristic depending on the risk level identified.

I have noted your concern that if a design safety case is performed for the US CTAF procedure, it will not be accepted by CASA. I would like to assure you that should the SCARD analysis identify the need for a design safety case for any NAS characteristic, it must and will be developed and examined in a transparent manner.........


Dick, who claims he does not use undue influence, jumps over his own Chairman and goes to the Dep PM Cheif of Staff!!

In the reply to Dick from the Dep PM(signed by Anderson) he notes Dick's concern "..that if a design safety case is performed for the US CTAF procedure it will not be acceptable to CASA!!!!

So you do not do a design case as you are afraid of the results?- and you bag the ARM (which used actual monitored non call DATA at a number of a/p to get the non compliance figures) and later bag our BME DAS using non-industry experts and members of the skeptics,then bag Dr Fulton who audited our preliminary report to the Chairman on the CSIRO.

NOW YOU CLAIM YOU DO NOT USE ANY INFLUENCY AND ADVOCATE A STUDIED APPROACH

You can not claim any moral ground on these matters or expect ppruners to believe your arguments and statements on design analysis and no influence on Government and its bureaucracy when this evidence is available to show otherwise.


I also note like Mike Smith you were looking at a CTAF for Broome and now it has lept to a tower when the facts showed a CTAF was not acceptable.

Mike Caplehorn
Chairman BIA Group

Capcom 23rd Jun 2004 14:24

****su et al

There are lots of periphery issues to be worked through, no doubt about that. I am prepared to lend what ever support I can to draw common ground across industry and get this mess fixed. It will as you all suggest require goodwill from many.

It must be done properly and expeditiously though!

And let us not forget, during all this, The Missing in Action Minister remained silent - and still does in any practical sense.

So I am sorry, but to suggest that:

quote:
It is achievable, and can still be called NAS to appease Canberra

is even possible.....? With the current personalities involved, I don't honestly think it is.

Why try and patch up a bad idea? Why not do it right like it should have been done from the start?

Strong Leadership does mean listening and consulting widely. It doesn't mean caving to in every demand from every lobby group. But equally it doesnt mean working behind industry/communities backs.

This hasn't happened with this go, and the goodwill for this has gone. New blood is needed, and it needs to be managed by people who need to know how to 'listen' in the first instance.

Some of the incumbents have already had too many chances at doing this abd failed.

(personally I say bugger appeasing Canberra - if Anderson had shown some real leadership this situation wouldn;t have been permiited to happen - again)
Dude, you know without me saying it that we are most definitely in heated agreement. The architect of this mess is not of a mind to be told his baby is cold and blue. So what do we do?

I figure a resolution with widespread acceptance will make it very hard for him to object. Well object with any effect if you know what I mean. So not withstanding him, the only other albeit large hurdle is Canberra.

Now I could get all vitriolic in my usual fashion here when referring to JA, but what does it achieve?.:ooh: ...........Ah stuff it, why not..

J.A You are without doubt the most incompetent, unprincipled, weak, pathetic administrator this industry has had to endure. If you have one shred of decency left in you, fix this mess before you retire.

May the fleas of a thousand Camels infest your retirement ya fool.........
:suspect:

Now I got that of my breast....:E

We all know that politicians are either kissin’ babies or stealin’ their lollypops!:hmm:

He has shown nothing of any character or conscience through out this mess, or a preparedness to accept that a policy is wrong. 'Plausible deniability', I think not, he knows this NAS has knobs on it!.

That farkin’ public perception thing, scares the **** outa them!.
So as much as kickin for a fresh start is what should happen, I sincerely don’t’ think he can stomach backing down on the brand name NAS.:yuk:

Next best thing, lets build what we all need from a system safety point of view and sell it to this lizard in a politically acceptable way.:bored:

That said, the name NAS may be academic if we go to the polls in Aug:E

Cheers

Cap

bekolblockage 23rd Jun 2004 15:04

Chris Higgins


I'm always IFR, in fact, our company doesn't allow VFR outside of 50 Nm anymore!
Perhaps you could expand on why your company deems this an unacceptable practice.

FarCu 23rd Jun 2004 22:09

Capcom & friends.
 
Perhaps we should ask, when do you get the most response from a Government Minister? Usually when refuting claims made by the opposition.
We should then probably target the Shadow Minister with our accrued information and get him to approach John Anderson. He would then have no option but to respond. Excuse me if this has already been tried.

Secondly, DICK, is your reply to SM4 on the 23rd

It must be frustrating for you as a professional to see the ridiculous unique changes that are being proposed. I can understand your view on the radar in Tasmania. Once again, it is obvious that there is a total lack of leadership. It is very sad for Australia and for our aviation industry.
a backing down on your opinion that ATCs are only financially driven (with reference to NAS).

divingduck 24th Jun 2004 04:27

Chris Higgins
 
Hey Chris,
Perhaps you could tell us.
I seem to remember on one of the multitude of threads on NAS that in the US, VFR aircraft are not permitted more than 50 (or some figure) from their home airfield, otherwise they must file IFR.
Is that the case or do I have the wrong end of the stick?
If it is, sheds a whole new light on introducing US airspace here.

Thanks in advance.

Hempy 24th Jun 2004 07:13

Walley2.....
 
Wally2,

Thanks for shedding the light. It seems the truth is starting to come out.

I expect Dicks response will be something along the lines that every third party document concerning NAS safety concerns was flawed, regardless of the professional esteem of the author.

He will soon be using his arrogance as a legal defence, because unless he can prove that the authors of the ARM document, the BRM DAS and others deliberately disobeyed their charter and prepared false, misleading and subjective reports, his only defence can be that he believes he knows more than both hard data and non-partisan expert analysis.

I know who I'd indict.....

CaptainMidnight 24th Jun 2004 09:09

Wally2
Thanks also for shedding the light. I'm also touched that I've been MID :O

Ken, I understand that this ARM document is flawed.

I have recently been told ...

I also understand that this flawed document has been unknowingly accepted by ICAO as the basis for airspace risk modelling

I have spoken to US airspace experts
The same old rhetoric :D

Chris Higgins 24th Jun 2004 10:23

A quick response to Bekolblockage and Diving Duck...
 
The reasons on our company requiring us to be IFR within 50nm of departure are more related to trying to prevent Controlled Flight Into Terrain and preventing inadvertent penetration into restricted airspace, such as Camp David.

There is no restriction on light aircraft doing commercial operations VFR, but it is actively discouraged in the spirit of the writing of our CPL requirements. No CPL can conduct commercial operations more than 25nm from their departure point unless they possess an instrument rating. Hence, any CPL could only conduct, say, scenic flights without an IFR rating.

WALLEY2 24th Jun 2004 13:21

CaptainMidnight ,I thought you would be pleased that the highest levels in the land were rocked by your ROAR. :p

On the serious side it shows the importance Pprune plays in these issues. It is often quoted in conversation I have in Canberra and Sydney.


You betcha!!! :ok:

Woomera

Gunner B12 24th Jun 2004 15:09

OK

it has to be noted that after Woomera's shut down of Dick's favourite tactic he picks up his ball and goes home....


Voices of Reason, by the way, this is my last post on this thread. I have to get on with my other life! I have intentionally provided all of the information so there is a contemporary and open account of the decisions in which I was involved. This will be of assistance to any future inquiries.
I for one totally disagree with this statement by Dick!

You have not provided all of the information, in fact you have obviously sought to do the opposite. no direct question seems to have recieved a direct answer. I say seemed as you probably have answered one directly just so that you can point to that one to rubbish this point but if you did it was probably the most insignificant of the questions asked.

Once again I will point out that I am a low time PPL who just wishes that both you and AOPA would stop claiming to be trying to help / represent me, or make life easier for me.

You use analogies to prove your point such as the one about drivers of cars having to report their position and how that wouldn't be acceptable yet you fail to take it to it's logical conclusion. If I were a car driver who could expect a road train to pop out of a fog bank without warning I would want it to know I am there and have the chance to arrange for it to miss me or vice versa.

The one point that really sticks with me is that you keep suggesting others (eg. Airservices) should have sorted the design safety case aspect of the implementation of NAS. I would like to know how you (for that read the whole group of people making the recommendation) could recommend the move to NAS when without doing a design safety study or risk / benifit analysis it is impossible to say to the government that this is the way to go. At best the most you could have reasonably recommended was that subject to a favourable result this would be the way to go, giving them the decision whether or not to do what was required. The failure to phrase the recommendation in this way must surely place liability for any unfavourable outcome on those who made the recommendation?

One final question..... Am I now likely to be accused of being Adrian, A vested interest ATCer, some other (otherwise compromised) party or will you just seek to make some other personal attack.

Mind you as just a lowly PPL without the millions you have, am I worth your effort, after all you seem to be getting your own way without caring about the likes of me or the fare paying RPT passengers.

bekolblockage 24th Jun 2004 15:22

Chris Higgins

Thanks for the explanation. I thought for a moment that despite the application of see-and-be-seen, ATC flight following and TCAS in the wonderful US system, your company's insurers wouldn't accept the level of risk involved in launching VFR into the murk rather than wait for an IFR clearance.

Chimbu chuckles 25th Jun 2004 00:45

Well we have a long term known egomaniac who has been exposed for innappropriately menacing various and sundry industry professional groups and govt bodies. (Broome/Dumstra)

By his own acknowledgement he views AOPA and everyone else as being of some lower intellect than himself (phone conversation with Gaunty)

His complete disdain for logical argument is here on pprune for the world to see.

Of late any, and I mean ANY/EVERY, professional group/Govt Dept/professional individual/private individual has been labelled as a 'fundamentalist' if they dare to dissagree with RHS.

His use of 'spin' as opposed to factual argument is constant. Just like the Pollies his answer to any question is to turn it back to 'the message'...the 'known, safer, proven and ICAO compliant North American System'. It makes no difference how many times it is shown that the North Americans are no more ICAO compliant than Oz was pre November 2003.

His constant whining about people on pprune posting annonymously has been proven to be about his innability to then threaten them personally/professionally.

Three different serious threats of legal action don't even shut the fool up.

And yet I feel compelled, in the Ozzy spirit of a fair go, to give Dick the last word.


"As patron of the Australian Skeptics I can assure you that the human power to self-delude is almost unlimited."


Chuck:E

rescue 1 25th Jun 2004 06:40

Agree with Mr Smith - VOR should identify him/herself and the "group" of aviation supporters that he/she leads.

That will give your argument far more credibility.




Why is that rescue1? Did the debate go right over your head?

Anonymity is a fundamental and inviolable tenet of PPRuNe and has been since the site’s inception eight years ago. Many are forced to anonymously participate in PPRuNe due to the philosophies of their employers or their position within Government or the aviation industry.

Is it really relevent who Voices of Reason is, whether an individual or collective group, if the supporting arguments to his posts were conclusive, accurate and concise? Besides, he openly revealed his identity as John Williamson on a number of occasions - what do you now expect, a notarised Birth Certificate?

Play the ball - not the man! :ok:

If identification is so relevent to the integrity of a post, I could ask why you use the name "rescue1" and an annonymous email address?

But I won't! :p

Woomera

WALLEY2 25th Jun 2004 14:33

ICAO compliant
 
The USA NAS has many compulsary comms and flight procedures at large uncontrolled regional aiports where they do not have their nomal radar coverage.These are mainly in Alaska and the Rockies, though in the contiguous states these airports are in E class.

VoR my question

Subject to ICAO ANNEX 2 Rules of the Air Chapter 4 VFR

I could require a flight plan and radio watch and compulsary calls in G class (ref4.9)

Under ANNEX 11 can a member state's appropriate authority (CASA) make a designated zone requiring comms or flight procedures in uncontrolled airspace while maintaining compliance to ICAO.

If you allow the airspace designation to have priority over other annexs and recommendations you could say you are non ICAO compliant when applying an ICAO rule of the air!!

Clearly as someone who knows little about enroute airspace, I am suprised that an ATS designated zone requiring comms or an approach procedure to an airport cannot be in a class E or G airspace and remain ICAO compliant.

While a CAGRS and MBZ is NAS(USA) compliant I thought it could be demonstrated it is ICAO compliant. I realise it is of little importance and that complying to ICAO only would only get you a third world level of coverage.

However, when reading ICAO Airport Annex 14 and 11 when I can find it, the ICAO recommendations seemed aimed at allowing enhancements to safety like MBZ procedures yet mainaining the right of compliancy.

Could you advise thanks Mike Caplehorn


Resue1 I am not anonymous so I must be right even when asking a question :p

SM4 Pirate 25th Jun 2004 23:34


For example, it was agreed over 18 months ago that Airservices would upgrade the Class G airspace above FL145 to Class E right across Australia. This is a major safety improvement, requires no extra training for controllers and no extra facilities or equipment, yet Airservices has once again delayed the introduction. Initially the Class E upgrade was to come in by June 2004. Airservices then insisted that the upgrade needed to be put off until November 2004. At recent meetings they have claimed that they can do nothing in November and it needs to be postponed again
No extra training or costs...

Mr. Smith; there have been multiple trials about lowering E to FL145; all of these conclude that multiple extra facilities (VHF frequencies) are required; that probable resectorisation is needed and extra staff; that training would be required for every ATC that currently works E to FL180. They won't need training in E airspace procedures, but the will need training in how to manage traffic with 'new CTA' areas, new frequencies, new sectors etc... VOR is right that due to the limited surveillance the 'procedural standards' cause significant delays, lowering the base increases the delays; solving this with VFR E procedures makes it incredible complex; who needs traffic who needs separation; you can't plan anything in that environment, which means you are really lousy doing your job.

From ASAs point of view, ADS-B is only a few months/years away; why change this when the 'easy solution' is probably just around the corner. ADS-B will greatly improve efficiency and will reduce controller numbers, not increase them (as would lowering without it). If the change in airspace is concurrent with the change in technology it would happen very, very smoothly...

Mr. Smith, we don't make these types of decisions lightly, to imply that Bernie is making a bonus derived decision in this case is crazy. There would be a minimum of 80 controllers who would refuse to operate with an E base FL145 with today’s technology and I wouldn't blame them. There s no way it can be done (without technology or significant extra controllers and frequencies); let alone done in the manner in which you imply.

Bottle of Rum

WALLEY2 26th Jun 2004 17:08

MBZ and CAGRO-re ICAO
 
VoR

Thankyou for answering my question in the main NAS debate thread,


In your researched and careful manner you have shown that the proposed actions by CASA of maintaining MBZ and CAGRS are NAS(USA) and ICAO compliant.

What had me concerned is that not only was Dick appearing to be claiming MBZ and CAGRS were non compliant but CASA-AsA's in the ARM in its comments section were suggesting the same. Combined this appeared a confirmed position.

To me this was very strange as clearly a busy mixed use airport could be in G class and a DAS such as ours at BME conclude an ATS was required. If ICAO Member States wished to graduate their terminal airspace and not jump from CTAF(USA) allowing non radio equipted aircraft straight to costly D class towers, it appeared such graduated intelligent action was non-compliant.

Thankfully I found my ICAO ANNEX 11( cunningly hidden in my in tray on my P.A.s desk and not in our technical Library):rolleyes:

With your advise and reread of ANNEX 11, we are now armed to negate yet another furfy of MBZ being non-compliant in class G, if it is raised again by NASIG etc.

You may find it extraordinary but, late last year I am advised Mr Mike Smith of NASIG actually wrote or instructed CASA to delete CAGRS legislation, without advise to Ayers Rock or BME Airports the only two civil Airports in Australia gazetted to have CAGRS.

Combined we only have 600,000 pax p/a to protect, but Mike Smith,he new best, probably because of his extensive tertiary qualifications in Mathematics,Engineering, or Science and previous experience in Airspace management- funny but I can not find either his thesis or published papers demonstrating this. Open Mike pehaps you could enlighten us on your qualification in airspace risk management or at least tertiary maths and statistical analysis.

Mike Smith surely you would need this training to have the confidence to make such an order to CASA experts without consulting either the persons doing the CAGRS work or the qualified providers and airport owners and their qualified consultants who monitor the service.


Mike Smith, for me that was one of the high water marks in the stupid, arrogant and devisive behavoir by of NASIG. To me, you claimed MBZ and CAGRS was not only non ICAO compliant but also non NAS (USA) compliant I did know the latter was absolute unresearched total rubbish. You then mis-informed the Senate Estimates Committee in a smug and condesending manner "they (STEAMBOAT SPRINGS) like their unicom infact they call it an enhance unicom". Pity you did not ring the airport you quoted as we did to find they had compulsary calls 10 mins out! and radar coverage down to 4000ft and one in one out IFR procedures controlled by Denver.

No wonder the wheels fell off the NAS implimentation, forget industry consultation you did not have the decency to even consult a team of two players.

In hindsight you were probably the right person for the job,you had the attributes to attempt this now discredited illinformed, selectively manipulated, non consultative, expensive, highanded and unqualified approach to airspace reform.
thanks for the memories.


VoR, thankyou for your huge efforts, many of us owe you greatly, not least the pax who will never know their safety was so impressively protected by your wise counsel.

Mike Caplehorn
B.E. MIEAust.C.P.Eng. FAICD
Chairman BIA Group

q1w2e3 27th Jun 2004 00:42

Dick

In the thread: NAS Debate: Voices of Reason & Dick Smith, you stated:


Voices of Reason edited by Woomera, you don’t seem to understand that I, nor anyone on the ARG, had responsibility for the introduction of the NAS system.
If you look at paragraph 8.1 of the NAS Project Management Plan (that was endorsed by the similarly incompetent Open Mike) you will see very clearly that you were:


8.1. ARG The ARG is responsible for the implementation of the NAS and in project management terms is the Executive Steering Group.
Not only are you unaware of the facts and implications of NAS, it appears that you are not even aware of your own responsibility in this debacle.

The NAS must be the greatest example of incompetence ever seen in Australian aviation. It has been driven by a narrow minded, egotistical entrepreneur and an incompetent yet egotistical public servant with limited experience at the expense of the safety of the traveling public.

canuck76 27th Jun 2004 03:56

Messrs Smith have done for AA and CASA what "Supersize Me" has done for McDonalds

Kaptin M 27th Jun 2004 23:07

Well.Voices of Reason pulls no punches with his last post on the Dick Smith-VoR debate thread, and leaves absolutely NO doubt as to whose heads are going to roll, when the hole that has been opened up in the Safety net allows 2 (or more) aircraft to come into close (or closer than close) contact with each other.

And it has all been well documented HERE, on PPRuNe, for future reference!

But can someone please explain to me what the meaning of "Kakorrhaphiophobia" is, when Voices of Reason advises Dick Smith that:-

Kakorrhaphiophobia is your motivator, and your downfall.

Blastoid 27th Jun 2004 23:18

kak·or·rhaph·io·pho·bia
Pronunciation: "kak-&-"raf-E-&-'fO-bE-&
Function: noun
: abnormal fear of failure

Lodown 27th Jun 2004 23:23

Seems like Dick has been totally outclassed and out'fact'ed. I was looking forward to a sensible debate based on facts and figures, but Dick has been on the receiving end of a shutout.

Throughout this entire NAS business, I have tried to be somewhat open-minded. VoR has just cleaned Dick's slate.

Dick has provided nothing tangible and has tried to bluff his way through the argument by diverting attention with a personal attack on an ex-HATC. Anderson must be loving this.

bekolblockage 27th Jun 2004 23:48

Love it.
Dick, you need help.
http://www.changethatsrightnow.com/p...=1629&SDID=238

I saved you some time and ticked all the boxes for you.

QSK? 28th Jun 2004 00:52

AND THE WINNER IS....
 
Voices of Reason by TKO in the 8th round!

separator 28th Jun 2004 02:26

The greatest happiness is to scatter your enemy and drive him before you,
to see his cities reduced to ashes, to see those who love him shrouded in
tears and to gather to your bosom his wives and daughters - Genghis Khan

sep

Frank Burden 28th Jun 2004 03:33

Where's it at and where's Mike?
 
I know that Airservices has advertised some positions for the airspace directorate. But what is the current state of play with NAS? Is phase 2C still on target or interminably delayed? How much work is being done on its staged implementation behind closed doors? The posts about Open Mic also got me thinking about where is he in all this? Does he still have a major role or has he been relegated to the second eleven now that the first division captain has taken his bat and ball home? Only way to beat the Minister is to get at him through his electorate. Makes you think huh!!!
--------------------
Frank Burden

The attainment of wisdom is a life long pursuit

Dick Smith 28th Jun 2004 06:09

SM4 Pirate, you claim that there have been multiple trials in relation to Class E to FL145 and these conclude that there are extra facilities required and probably resectorisation with extra staff. I wonder if the people who are doing this are looking at it with an Australian “culture”. There are huge areas of Class E airspace in many countries in the world without radar coverage. Canada would be a good example.

It is obvious that you and others at Airservices must believe that it is safe for the airlines to provide their own separation in IMC in Class G (i.e. the present airspace below FL180) but such a separation standard used by air traffic controllers would not be acceptably safe. Do you understand what I’m saying? That is, the airspace works satisfactorily now without radar coverage and being Classified Class G. What you are saying is if we classify it Class E it will not work satisfactorily.

That can only mean that the separation standard which is used by the airlines at the present time when in IMC in Class G does not provide an acceptable safety level. If that is not so it must mean that the standard air traffic controllers need to apply for separation in Class E is too onerous. Do you see what I am getting at?

The United States has a vast amount of Class E airspace without VHF radio coverage. Much of this is in the terminal area, where radio for separation is even more important.

What you are in fact saying is that we cannot have a bit of extra safer Class E airspace between FL180 and FL145 without spending more money. I do not agree. I believe you should get some Canadian controllers down here and they will very quickly show you how the system can work very satisfactorily in low density airspace – which we have.

Yes, when IMC exists it is one aircraft at one location at one altitude, however as I have stated in other threads, that is what any prudent pilot would normally insist on when in IMC in Class G airspace.

I think those who are looking at this safety improvement (the Class E to FL145) have fixed in their minds that “controlled airspace” will only work where there are VHF coms. This is simply not true.

Most importantly, LAMP brought the Class E down to FL125 and the LAMP proponents at Airservices were convinced that this was OK. Can I ask what is the difference? LAMP is OK to FL125, however NAS is not OK to FL145.

I look forward to the answer.

AirNoServicesAustralia 28th Jun 2004 08:14

Ok, I work with Canadian controllers, along with Swedish, Irish, Sth African, English, Zimbabwean, New Zealand (and a mix of all of the above) controllers. They have been briefed on the airspace design, particularly the part where you have RPT jets on descent into major cities, having to descend through E airspace due to the design of the steps, with no flight following of the VFR's who could be in those areas, and they are horrified. These guys have worked all over the world. They have no personal motivation (ie. feathering their own nests) to find the design flawed, yet they do. Dick Smith continues saying, lets bring out American controllers, talk to Canadian controllers. Well I have and they think you are stark raving mad to try what you are trying. IFATCA, represents controllers from all over the world, and they find NAS dangerous. But of course DS will say that is because ATC's are looking after their jobs, and all stick together blah blah blah.

SM4 Pirate 28th Jun 2004 15:40

Forgive me I'm Doggo'ing - But challenge accepted
 

I wonder if the people who are doing this are looking at it with an Australian “culture”.
Dick of course the people looking at this are looking at it with an Australian “culture”


There are huge areas of Class E airspace in many countries in the world without radar coverage
Dick Australia would be a fine example.


It is obvious that you and others at Airservices must believe that it is safe for the airlines to provide their own separation in IMC in Class G (i.e. the present airspace below FL180) but such a separation standard used by air traffic controllers would not be acceptably safe.
No that is not my view at all, but if you wish to replace the incumbent system (which works), make it better not worse. Holding multiple IFR aircraft at FL145 (due to workload limitations and lack of VHF) is not a plausible (or good) solution.


What you are saying is if we classify it Class E it will not work satisfactorily.
Yes due to workload! Separation is more difficult than assessing and passing traffic; if you want segregation this is another story. Lowering the base in the boonies decreases the controller’s ability to plan and implement that plan, for a myriad of reasons. I’m afraid that you still carry the misconception that not transmitting is not working… This is scary if true.


That can only mean that the separation standard which is used by the airlines at the present time when in IMC in Class G does not provide an acceptable safety level.
Are you suggesting that controllers are able to use anything less than a prescribed separation standard? IFR to IFR in G often ‘separate themselves’ by less than a control standard does that mean it is inherently dangerous, probably not, but in any case a controller has no choice to use less than a prescribed standard.


If that is not so it must mean that the standard air traffic controllers need to apply for separation in Class E is too onerous. Do you see what I am getting at?
This is probably your most poignant point to date, are procedural standards appropriate with recent advances in technology… But how does that relate to NAS… If we had more time to devote to improving standards instead of fighting to keep up with airspace reform perhaps we could be making recommendations to ICAO about changing standards, or spending a fraction of our change budgets to help industry update their equipment?


The United States has a vast amount of Class E airspace without VHF radio coverage. Much of this is in the terminal area, where radio for separation is even more important.
Does that make it worlds best practice? We have the opportunity of doing it right when we do it, why rush it through and do it wrong? You need to understand that their must be positive benefit in change, cost/service/safety etc. You are suggesting a change that has huge cost implications of negligible safety benefit. How many ‘incidents’ in G IFR to IFR have there been above FL145, where is the safety deficiency, if it’s identifiable why has CASA and co. not addressed it?


What you are in fact saying is that we cannot have a bit of extra safer Class E airspace between FL180 and FL145 without spending more money. I do not agree. I believe you should get some Canadian controllers down here and they will very quickly show you how the system can work very satisfactorily in low density airspace – which we have.
I would love to see that, I simply don’t believe that it can be done without additional costs; each control position has a finite amount of tasks that it can perform, perhaps our low density sectors which you describe are already at maximum capacity in peak periods (due to their geographic size), more workload equals more delays and potentially a reduction in safety (as your stacking them in G in a smaller band of levels) etc.


Yes, when IMC exists it is one aircraft at one location at one altitude, however as I have stated in other threads, that is what any prudent pilot would normally insist on when in IMC in Class G airspace.
Given our airspace structure it is too simple to look at each single situation as a one in one out scenario; (would E corridors be better?) many of our tracks in WA Goldfields area are in conflict in normal conditions (lets not mention weather diversions) a one in one out implies to and from an aerodrome… We know this would not be the case, as multiple destinations/departure aerodromes tracking tolerances overlap.


I think those who are looking at this safety improvement (the Class E to FL145) have fixed in their minds that “controlled airspace” will only work where there are VHF coms. This is simply not true.
This is not true (although it significantly helps), we’ve been doing oceanic (and other procedural sectors) outside VHF for decades. There are limitations to service outside VHF, increased standards etc… increased delays in a moderate to high workload environment. It is not practicable to have aircraft in and out side E awaiting clearances to climb or descend based on their ability to talk directly with the controller. Fact: the better the VHF the better the service.


Most importantly, LAMP brought the Class E down to FL125 and the LAMP proponents at Airservices were convinced that this was OK. Can I ask what is the difference? LAMP is OK to FL125, however NAS is not OK to FL145.
Did I mention LLAMP? I was aware that the LLAMP proposal had an increase in sectors and VHF outlets in the areas to which I’m thinking. I’m sure it did, but willing to concede this point.

You will also note that many frequencies have been decommissioned in the last 12-18 months in these areas, due to TAAATS limitations more than anything; perhaps these were the resources/facilities needed to help out the lowering of E from FL200 to FL125.

Whilst this is your particular bee in your bonnet at present I’m not convinced in anyway that any significant benefit in safety would occur by lowering the base from FL180 to FL145, yet I am totally convinced that it will require substantive ATC training, potentially new consoles and definitely new VHF outlets… Far cheaper to wait for ADS-B which is coming and do it then, without the need for all the extras. ADS-B will significantly reduce the workload in the peaks, thus enabling more use of the existing staff and consoles. You simply fit more in without changing the existing structure when you have increased surveillance.

Dick, why must you look for the consipracy in every decision which is not consistent with your own, perhaps we do have valid reasons for doing what we do. Civil Air is wrapped that you think they are rattling the cage on this... You've got the wrong target there. They are noisy but none the less management almost always does the opposite of what the union wants (it is a traditional workplace afterall)... Perhaps Civil Air should get on board the NAS train, that could be the last nail in the coffin...

Bottle of Rum

tobzalp 28th Jun 2004 23:56

'Aussie' Andy

The rules are quite simple. This thread is for replies from anyone other than VoR and Dick Smith. We have already discussed in the past that you should keep your nose out of this debate and with your blatant disregard of the very simple procedure have demonstrated that you have a very consistent lack of having nfi. Delete you rubbish from that thread. Hopefully you won't be flying over to where VoR resides to 'sort him out' you keyboard warrior you.

OverRun 29th Jun 2004 09:05

The Great Debate

My attention has been drawn to a website on sceptics, which is a term that I only recently became familiar with through this debate. So I went there to learn more, and as I started to read through it, I almost fell over backwards. Here is the script for the rote replies that Dick Smith has used to cover screen after screen of PPRUNE for the last 3 weeks of the debate. Here is how Dick Smith and his sceptic experts Hall and Roberts construct their arguments and twist their answers.

I've extracted some of the most evident techniques and copied them below. The rest, plus entertaining stories on magnetic fuel treatments and more is at http://members.aol.com/JBainSI/Sceptics.htm

Guide to sceptics
From: DOwens6683 <[email protected]>
This is a nice article on the tricks some sceptics get up to to discredit their opponents.
Ever get into an argument with a skeptic only to end up exasperated and feeling you've been bamboozled? Skeptics are often highly skilled at tying up opponents in clever verbal knots. Most skeptics are, of course, ordinary, more-or-less honest people who, like the rest of us, are just trying to make the best sense they can of a complicated and often confusing world. Others, however, are merely glib sophists who use specious reasoning to defend their prejudices or attack the ideas and beliefs of others, and even an honest skeptic can innocently fall into the mistake of employing bad reasoning.

In reading, listening to and sometimes debating skeptics over the years, I've found certain tricks, ploys and gimmicks which they tend to use over and over again. Here are some of 'em. Perhaps if you keep them in mind when arguing with a skeptic, you'll feel better when the debate is over. Shucks, you might even score a point or two.

1 RAISING THE BAR (Or IMPOSSIBLE PERFECTION):
This trick consists of demanding a new, higher and more difficult standard of evidence whenever it looks as if a skeptic's opponent is going to satisfy an old one. Often the skeptic doesn't make it clear exactly what the standards are in the first place. This can be especially effective if the skeptic can keep his opponent from noticing that he is continually changing his standard of evidence. That way, his opponent will eventually give up in exasperation or disgust. Perhaps best of all, if his opponent complains, the skeptic can tag him as a whiner or a sore loser.

Skeptic: I am willing to consider the psi hypothesis if you will only show me some sound evidence.
Opponent: There are many thousands of documented reports of incidents that seem to involve psi.
S: That is only anecdotal evidence. You must give me laboratory evidence.
0: Researchers A-Z have conducted experiments that produced results which favor the psi hypothesis.
S: Those experiments are not acceptable because of flaws X,Y and Z.
0: Researchers B-H and T-W have conducted experiments producing positive results which did not have flaws X,Y and Z.
S: The positive results are not far enough above chance levels to be truly interesting.
0: Researchers C-F and U-V produced results well above chance levels.
S: Their results were achieved through meta-analysis, which is a highly questionable technique.
O: Meta-analysis is a well-accepted method commonly used in psychology and sociology.
S: Psychology and sociology are social sciences, and their methods can't be considered as reliable as those of hard sciences such as physics and chemistry.
Etc., etc. ad nauseum.

……………………………..
4 STUPID, CRAZY LIARS:
This trick consists of simple slander. Anyone who reports anything which displeases the skeptic will be accused of incompetence, mental illness or dishonesty, or some combination of the three without a single shred of fact to support the accusations. When Charles Honorton's Ganzfeld experiments produced impressive results in favor of the psi hypothesis, skeptics accused him of suppressing or not publishing the results of failed experiments. No definite facts supporting the charge ever emerged. Moreover, the experiments were extremely time consuming, and the number of failed, unpublished experiments necessary to make the number of successful, published experiments significant would have been quite high, so it is extremely unlikely that Honorton's results could be due to selective reporting. Yet skeptics still sometimes repeat this accusation.
……………………..
6 SHIFTING THE BURDEN OF EVIDENCE:
The skeptic insists that he doesn't have to provide evidence and arguments to support his side of the argument because he isn't asserting a claim, he is merely denying or doubting yours. His mistake consists of assuming that a negative claim (asserting that something doesn't exist) is fundamentally different from a positive claim. It isn't. Any definite claim, positive or negative, requires definite support. Merely refuting or arguing against an opponent's position is not enough to establish one's own position.. In other words, you can't win by default.
As arch-skeptic Carl Sagan himself said, absence of evidence is not evidence of absence. If someone wants to rule out vistations by extra-terrestrial aliens, it would not be enough to point out that all the evidence presented so far is either seriously flawed or not very strong. It would be necessary to state definite reasons which would make ET visitations either impossible or highly unlikely. (He might, for example, point out that our best understanding of physics pretty much rules out any kind of effective faster-than-light drive.)
The only person exempt from providing definite support is the person who takes a strict "I don't know" position or the agnostic position. If someone takes the position that the evidence in favor of ET visitations is inadequate but goes no farther, he is exempt from further argument (provided, of course, he gives adequate reasons for rejecting the evidence). However, if he wants to go farther and insist that it is impossible or highly unlikely that ET's are visiting or have ever visited the Earth, it becomes necessary for him to provide definite reasons for his position. He is no longer entitled merely to argue against his opponent's position.
There is the question of honesty. Someone who claims to take the agnostic position but really takes the position of definite disbelief is, of course, misrepresenting his views. For example, a skeptic who insists that he merely believes the psi hypothesis is inadequately supported when in fact he believes that the human mind can only acquire information through the physical senses is simply not being honest.
………………
8 THE BIG LIE:
The skeptic knows that most people will not have the time or inclination to check every claim he makes, so he knows it's a fairly small risk to tell a whopper. He might, for example, insist that none of the laboratory evidence for psi stands up to close scrutiny, or he might insist there have been no cases of UFO's being spotted by reliable observers such as trained military personnel when in fact there are well-documented cases. The average person isn't going to scamper right down to the library to verify this, so the skeptic knows a lot of people are going to accept his statement at face value. This ploy works best when the Big Lie is repeated often and loudly in a confident tone.
9 DOUBT CASTING:
This trick consists of dwelling on minor or trivial flaws in the evidence, or presenting speculations as to how the evidence might be flawed as though mere speculation is somehow as damning as actual facts. The assumption here is that any flaw, trivial or even merely speculative, is necessarily fatal and provides sufficient grounds for throwing out the evidence. The skeptic often justifies this with the "extraordinary evidence" ploy.
In the real world, of course, the evidence for anything is seldom 100% flawless and foolproof. It is almost always possible to find some small shortcoming which can be used as an excuse for tossing out the evidence. If a definite problem can't be found, then the skeptic may simply speculate as to how the evidence *might* be flawed and use his speculations as an excuse to discard the information. For example, the skeptic might point out that the safeguards or controls during one part of a psi experiment weren't quite as tight as they might have been and then insist, without any supporting facts, that the subject(s) and/or the researcher(s) probably cheated because this is the "simplest" explanation for the results (see "Sock 'em with Occam" and "Extraordinary Claims"; "Raising the Bar" is also relevant).
10 THE SNEER:
This gimmick is an inversion of "Stupid, Crazy Liars." In "Stupid, Crazy Liars," the skeptic attacks the character of those advocationg certain ideas or presenting information in the hope of discrediting the information. In "THE SNEER," the skeptic attempts to attach a stigma to some idea or claim and implies that anyone advocating that position must have something terribly wrong with him. "Anyone who believes we've been visited by extraterresrial aliens must be a lunatic, a fool, or a con man. If you believe this, you must a maniac, a simpleton or a fraud." The object here is to scare others away from a certain position without having to discuss facts.* * *


To be fair, some of these tricks or tactics (such as "The Big Lie," "Doubtcasting" and "The Sneer") are often used by believers as well as skeptics. Scientific Creationists and Holocaust Revisionists, for example, are particularly prone to use "Doubtcasting." Others ploys, however, such as "Sock 'em with Occam" and "Extraordinary Claims," are generally used by skeptics and seldom by others. Unfortunately, effective debating tactics often involve bad logic, e.g. attacking an opponent's character, appeals to emotion, mockery and facetiousness, loaded definitions, etc. And certainly skeptics are not the only ones who are ever guilty of using manipulative and deceptive debating tactics. Even so, skeptics are just as likely as anyone else to twist their language, logic and facts to win an argument, and keeping these tricks in mind when dealing with skeptics may very well keep you from being bamboozled.
Very sincere congratulations, VoR, for keeping the debate on track in the face of these tactics; I don't think I could have got past first base.

Atlas Shrugged 29th Jun 2004 11:14

It’s all quite simple, although somewhat off the original topic, but I’m sure VoR will agree.

The elements of reason are senses, concepts and logic.

To "follow reason” means to base knowledge on observation, then form concepts according to the actual relationships among concretes and use those concepts according to the rules of logic.

Since each of these three elements is based on reality (or fact) any conclusions reached by a process of reason are objective.

One of the alternatives to reason is skepticism.

The skeptic denies the possibility of any knowledge, claims that man’s means of cognition are inadequate and follows his feelings or beliefs which he says, are the only basis of action in an unknowable world.

Feelings or beliefs are products of ideas only. They are not tools of cognition nor are they a guide to action.

AS

WALLEY2 29th Jun 2004 13:44

OVER RUN

Thankyou for the article. I had previously on pprune advised Dick that if you took the approach of the DR (septic )Roberts report and its attack on the Broome DAS, science and airspace reform would not advance.

This report which is proudly posted on Dick's web site adds nothing to knowledge, is only geared to attack, analyses no data, attempts no counter analysis, and is hopelessly flawed in that it states the BME DAS did not consider air-ground incidents. The Dr Septic states this quoting a clause that was refering to another report and not the DAS. The DAS infact included considerable analysis to a/c-a/c incidents on the ground and a/c-Ground vehicles, also apron crowding problems.

[B]Dick I refer you to table 9 of the DAS that shows your Dr Septic is plain wrong.

You should remove this report or insure it is corrected! I know you will not, for as the Patron of the skeptics, it is par for the course. (ref OVER RUN post on septics tactics)

GaggedAgain 3rd Jul 2004 08:31

Well Anti NAS er's

Congratulations, well done, especially you, Mike Capelhorn, for your "obviously" superior points of view.

Hey Mike, ever flown an airplane of any sort yourself?? ( the Jumpseat /back seat doesn't count, nor do model airplanes.. sorry) Ever stuck your head into a set of binoculars/ or kept your eyes stuck on a radar screen for 8 hours? WHAT? YOU HAVEN'T?

What makes you think the fact that you "own" an airport gives you any qualification to make ANY serious comments on NAS pal?

Do you even have any idea what MBZ even means?

Clearly, you have NFI.

I knew a helluva lot about flying as well, especially after I stuck my head into an encyclopedia and numerous books and publications, gee I knew a lot... until I went out and actually DID it.

For you, Walley is truly a well chosen name.

As for the rest of you anti NASers who actually have serious points of view, I bet 90% of you are either ATC or high capacity RPT jockeys, who've been running like that for some time. Have ANY of you ever sat down with either a low capacity RPT, CHTR, AWK or PVT jockey and asked their opinion? Or do you just presume to know it?

Just to throw in a curveball, WHO SAYS whether an airport is an MBZ or CTAF will make a huge difference to who makes radio calls when? Quote all the figures you like, show me ZERO incursions without radio, then I'd be happy. I've heard newbie pilots (pre PPL) trying their hardest who "thought" they were on MBZ were in fact transmitting on flightwatch... with the volume turned down to zero, and couldn't hear otherwise.

Capn Bloggs 3rd Jul 2004 09:23

Gagged,
So what's the difference between Mike with his lack of qualifications (you reckon) and Dick Smith?

Re your newbies, have they ever heard of a Beep Back unit? If not, who trained them to operate in MBZs?

DirtyPierre 3rd Jul 2004 10:17

GaggedAgain,

Yes I do have friends who have worked in GA.

In fact two of my best friends, who now work with Qantas, both got to where they are the hard way, ie. thru the GA hoops.

One had nearly 3000 hours in GA before getting into Qantas, the other nearly 10000 hours. I have discussed extensively with both NAS. Guess what, they hate it. They can't see how it helps GA, and they both believe that it is far less safe to fly now, than pre Nov. 27.

GaggedAgain, stop the vitriol, stop the name calling. It is quite apparent that you don't understand.

Go home and grow up.

And stay off the red cordial.

DP

ferris 3rd Jul 2004 10:43

Gaggedagain/Max/whatever
 
Do you think the personal attacks get you anywhere? Except to show your arguments as bankrupt and devoid of merit- just like Dick's.

I think you will find that Mr Capelhorn had the courage of his convictions and went out and commissioned actual experts (as opposed to imagined ones) to write a report, the Broome DAS. He has since quoted that document as his basis for reasoning, and placed it in the public arena for scrutiny. The glaring difference between his style, and Dick's, is obvious. No 'I believes', 'I am told by experts' or 'stop it or I'll do whatever I have to to ruin you'.

But the real gem in your post is

As for the rest of you anti NASers who actually have serious points of view, I bet 90% of you are either ATC or high capacity RPT jockeys
Who else would be in a better position to offer opinion on airspace? Who else would have greater concern for safety in their daily professional lives? Since these groups would be the main users of airspace, whose opinion should carry more weight (and by 'main users' I mean quantity-wise)?
Don't you think that RPT pilots were low capacity RPT, CHTR, AWK or PVT , or were they just born with ATPLs? It could be argued that a lot of RPT pilots are just those guys with more experience . You will also find that the loudest anti-NAS voices in ATC are either PPL or CPL holders. I know one thing for sure- before I became an ATC, as a low-time pilot, I really knew f-all about how the whole system worked. Only later did I realise how little I actually knew. Yet you think I was somehow in a position to design airspace? Entitled to input, certainly, but surely only commensurate with my experience, and the amount I used airspace.

Do us all a favour- rage agianst the real enemy, the charging regime. It keeps getting worse and worse; Rome burns, the emporer fiddles. Why?
There won't be any GA left, soon.:ooh:


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