I thought it is now "Notices to Air Missions". Or is that just in the USA?

No, you're correct, I wrote Ministries, was trying to remember what it was and it is indeed 'Missions'. My bad.

Is it beyond the wit of man to add a single digit, say, 1 - 5 at the beginning of every NOTAM to signify their importance ?

For example:

1 = Performance issues such as reduced runway length, displaced thresholds, braking issues, reduced or U/S runway lighting, U/S approach aids.
2 = Reduced fire category, reduced de-icing, unavailable flight levels, reduced fuel availability etc.
3 = Closed taxiways, U/S taxiway lighting, closed runway exits. Vehicle guided taxiing through temporary taxiway works, ATC issues, danger areas, special flights etc.
4 = ???
5 = Trees or cranes which just intrude into the base of the protected area, light displays near the airport, grass cutting etc.

etc, etc. I am sure other pilots could add to and refine that list.

So crews faced with limited time and 10 pages of NOTAMS per airport and alternates could read, say, just those starting with numbers 1 and 2, to make their fuel decision and walk out to the aircraft, and check NOTAMS starting with numbers 3 - 5 when they have a spare moment.

And it should be fairly easy to electronically sort the NOTAMS into priority order; all the 1s, then all the 2s and so on per airport, as they are displayed to the pilots and printed out.

Woooo down there sailor, you’re making too much sense. Maybe numbers 1-1000, with numbers 1-700 being need to be read first. And those trees 5km away need to be in number 300 :E

Apart from that, you make a very valid point.

And what number for the obstruction light at the uniting church in bulla?
This is important information you need to know when operating Syd - Mel ffs.
https://cimg8.ibsrv.net/gimg/pprune....71be40887.jpeg

No 1. Closed runways. See Singapore Airlines flight 006 Taiwan.

Airlines keep coming up with ways to save minuscule amounts of money, like derate, assumed temperature and intersection departures.

I feel there’s be an inherent improvement in safety if we all did rated thrust takeoffs from the full length.

If it costs some airline CEO an extra $10 per takeoff, what the hell do we care?

Eventually, like SingAir 006, hundreds of people are going to die because of it. The A340 in Melbourne… this VA 737 in Brisbane… they were incredibly lucky.

Going by that logic, we should stop flying over the water too, just stay as close to land as possible, because one day we might put an aeroplane in the water….

Given the number of successful derated take offs every day in the world, I don’t see it as an issue, just like the number of aircraft flying over the ocean.

I wouldn’t despair too much Pete. Most risks can be mitigated by wearing a hi-vis vest. Wearing dayglo yellow/orange also has the added advantage of ensuring safety is the No. 1 priority.

And an ASIC.. Don't forget your ASIC!

At some point assumed temp/derate become actual temps and rated power and pilots will still stuff it up and end up off the bitumen, it's been happening since the dawn of aviation. Was this departure even de-rated?

Using Rated on every take-off will just ensure your crew are exposed to tired engines faster and more often as the hot sections gets flamed grilled each take-off. Then commercial pressure kicks in to keep flying tired engines and so on and what then for safety?

In this case I wonder what visual indications were displayed to the crew on the runway to show where the usable runway ended, or is it another case of the metro where they assumed a departing aircraft will overfly first and look at the windsock markings?

Apart from that, company and crew need to do some soul searching as to why this occurred.

PS 100% agree the NOTAMS need culling, if the tree, light, etc is so dangerous it needs to be dealt with immediately. Otherwise it should be on a 'to do' list behind the scenes.

I realise you are both joking, but just to be sure, I am not suggesting that NOTAMS are ordered 1 - 7,000 in order of importance, I am suggesting they are ordered 1 - 5 in categories of importance.
So on the day there might be ten NOTAMS in category 1 to read; none in category 2, seven in category 3 and so on.
But you would only need to read the category 1 and 2 NOTAMS to make your fuel, and go/no go decision during your initial flight breifing.

That church tower light would be in category 5 - it will not change a fuel decision, or an RTOM or flight level decision, and to be honest, if you were that low at that range, you would be having far more serious problems to worry about !!

A simple number 1 - 5 indicating the category of importance could be added as the first character of all NOTAMS, ASAP, subject to XAA approval and coding. :ok:
.

The origin of NOTAMs was to give assistance to crew. Over the years they have simply become a bum covering exercise for all the ground ops people. If you happen to take off the top of a Church Steeple it has to be your fault. It was not theirs because the light bulb failure was in the NOTAM. If you find yourself weaving amongst the roof-tops you have a few more problems than a blown globe.

Don’t bother listening to the ATIS. Let’s blame everything on anyone but the negligence of the crew. Shades of every kid in the team gets a trophy win lose or draw culture

Let's face it, PIC isn't the only job in the world where the only time anyone will notice you is when you f**k up. Tech guys at a concert, kitchen hands in a top-class restaurant...

At the end of the day, nobody really cares *why* you f**ked up.. only that (a) they now have a convenient scapegoat and (b) hopefully you've learned enough not to do it again (whatever it was that you did or didn't do).

What I'd find incredibly bloody funny would be if, once the aircraft finally stopped and passengers safely disembarking, the cockpit was empty and the pilots nowhere to be found!! :E

Dont have to listen to it anymore. It can be printed off the ACARS or looked at on the IPad. The PIC will definitely get hung drawn and quartered so the system will be satisfied but the number of stupid and irrelevant NOTAMs will not diminish so important information will still be masked by airport butt covering. Have you ever seen the NOTAM package for NZ airports?

Given there are 5 ways of getting the ATIS in BNE are you sure that the information was on the one they read/heard?? ATIS's do screw up from time to time so it is not out of the realms of possibility that it wasn't there or in error or on a later ATIS that wasn't heard etc etc

https://cimg7.ibsrv.net/gimg/pprune....05fb116952.jpg


One of these at the holding point should do it.

Whilst I do not wish to cast aspersions on this crew, it’s important to know that the in-house flight dispatch department filter the Notams, which reduces the number of Notams significantly. On top of that, any ‘relevant’ Notams will have appended underneath it whether there is ‘no performance impact’ or to use certain codes in the OPT (such as WIP). On top of that, the ATIS is available on the iPad through FD Pro. Additionally, it is a requirement for both pilots to verify the received ATIS independently. So, whilst I agree with most about the ridiculous number of NOTAMS, a number of layers of safety have been missed by the crew(s).

Jefferson or Adams apparently said "Lighthouses are more useful than Churches" so just designate it a 'lighthouse' or 'beacon' of some sort and it will cease to be a problem LOL