Gosh. So all that legislation - the Airspace Act - and all those regulatory reorganisations - OAR being moved from Airservices into CASA - has not made a difference?

Astonishing!

(Actually, it isn’t astonishing. It’s sad that Dick didn’t then and doesn’t now realise the patsy he continues to be taken for.)

A long time since BME was 1500M with B767-200 operations. BME now 2368M

You missed the point B772.... in those days NBD approach only at BME. No GPS, No TCAS. Flight service in headland and Derby above 10,000’. Oh we had a primitive rad alt.
So please don’t carry on about the sky gods of today, you may not be aware there were literally thousands of flyin workers out of Karatha, Newman and Parabadoo OCTA.
And yes Broome today is a piece of piss in a 772, autobrake 3.
Bob

Oh, I see, only SKYGODS of yesterday need apply here. Good on ya bob, hypocrite.

Ah, Ecam v EICAS. Flown both. Never a sky god, never will be only takeoffs equalled landings and 26000 hours. Yes I’m a sham.
grow up

Hey Bob, I bet you were a pleasure to fly with...

Flew that and can assure I didn’t lead a sheltered life like most of you guys pissing on about octa in WA. Try Africa broadcast zone .

Bob

If you are referring to the incident which is the subject of this thread, it happened at 0635 in the morning, most likely the first sector of the day.

Fair enough, I didn’t realise that.
So they must have departed Sydney at around 6:00am or thereabouts (Daylight saving time) and therefore definitely their first sector of the day.

Its always useful to actually read the report before commenting on what the potential contributing factors are. One aspect that hasn't generated a lot of discussion is the flawed procedure of the crew having to listen to two radios simultaneously. I know a lot of crews will split the radio monitoring between them so that the PF monitors and responds to Center and the PM monitors and responds to the CTAF. Good CRM then has the two pilots advising the other of what was said. The "third" radio is the communication between the crew doing SOP calls and reading checklists which can often override the calls from the radio. It is not surprising then that calls get missed such as the Center call to the jet that the Aerocommander was taxiing. The other grey area IMHO is flying the RNP on a VMC day. It is neither a 10 mile straight-in approach or three legs of the circuit. Had the JQ crew done the RNAV and were coming in on a 10 mile straight in approach then possibly the Aerocommander pilot may have seen their landing lights. The problem with the RNP onto 18 is that the aircraft is not lined up with the runway until about 3nm. I don't think that it is useful to state that the AC pilot was a cowboy, he was just doing what bank run pilots do. It is also not the JQ pilots fault because there is a lot happening in the cockpit of a jet and missed radio calls are not infrequent even in CTA at FL350. The problem is the system that requires pilots to multitask in a way that the HF people say is not compatible with human physiology. What the accident at Mangalore shows is that under certain unfortunate circumstances the system will fail and one day it will be an RPT jet in a crumpled heap on the ground or wreckage floating in the water. As I stated earlier if the COO of Jetstar has even the slightest concern about this scenario occurring then he should immediately ban all Jetstar flights into CTAFs.

"Changing to mcy ctaf 126.7" not done much?

No, why would you? You only have to make that call if you don't intend to monitor the Center frequency. There is no requirement to only monitor the CTAF frequency.

you're asking why in a thread where listening to centre caused a crew to miss broadcasts that would've prevented this?

The solution in a flawed system is to manage the two frequencies not to effectively turn off the frequency that is providing traffic on IFR aircraft. Had the PF focused on the Center frequency and the PM focused on the CTAF then they might have been alerted to the AC taxiing for 36. That is a workaround however. The center frequency was providing useful information its just that a crew experiencing a high workload didn't hear it. What is the first human sense to shutdown in a stressful situation?Hearing.

Just generally, If you are on the CTAF frequency, you don’t need traffic info from centre. You can speak to them directly on the CTAF.

The assumption being that they will reply to your calls which in this case did not happen. The AC did not reply to the jet's calls and the jet did not hear centre's calls. The point I am trying to make is that sending RPT jets into CTAFs is a risk the airline bosses seem comfortable with. The evidence from ATSB reports suggests that it shouldn't be.

With respect, jet aircraft operate into and out of CTAF’s hundreds of time a week in WA without incident.

It has been a long time since I operated into WA CTAFs but I don't recall there being bankrunners, private GA ops, and training flights operating into the same airspace. Mostly the WA CTAFs that have RPT traffic are to service mining operations so the traffic in the CTAF is more likely to respond to your calls. It's not a coincidence that the density of traffic, the near misses and mid-air collisions are on the South-Eastern side of the country. Possibly east coast pilots just don't come up to the superior standard of west coast pilots but I think it reflects the limitations of see and avoid and self separation with a mix of RPT jets and GA operations.

I can assure you there are plenty. Have a look at the proximity of airfields in the iron triangle. Its not just jets operating to the airfield you're operating into that can be traffic. And to top it all off, you can't talk to them (vhf limitations) until you get into the air. Newman on a Tuesday morning is busier than Cairns. Even the private mine strip's have multiple traffic.
I don't think you can blame the system for this incident.

Just for my education is the traffic all FIFO jet ops or are there piston engine aircraft as well? If the system is not at fault who or what is? Was the mid-air at Mangalore just 4 useless pilots or did the system have an input into the outcome?