Australian Class E article – the full text
What was that all about?
). Often during "the wet" that would assist with the "Bullman Track" approach coming into play for the VFRies. (Follow the road to the mine, then hard left onto final 
).While it seemed that the youngest FSU's were deliberately built so as not to provide views of the airport as it was not deemed necessary when the goverment provided the service, it seems ironic that now a third party is required to provide it (a CAGRO), visibility of the circuit area is one of the requirements.
Hi Dick, As Mr 'Traffic' has said. And....
In those days 'the FS bosses' were mostly ex communications officers from the Services - RAAF and Navy mostly - as they had the 'communications' skills, including 'machine telegraphy' and 'morse'.
Yes, in the early days, Morse was used for sending many weather reports etc.
These ways died 'hard'.
But THEIR (The then DCA hierarchy) bosses were ex ATC / ex RAAF 'officers' and no 'Ye Shall Not Do What We Do And Look Out The Window As We Do And Supply Useful Eyeball Information Lest Ye Be Tempted To Become Like Us'.... True Story.
Looking out the window to pass some 'useful information' was 'verboten'- crikey - we were even accused of 'putting ourselves in the cockpit' at times, and a FSO did NOT do THAT!
(Nails and a cross come to mind)
In two words - 'Legal Liability' would say it all.....
Fortunately, over time, some 'common sense' prevailed and FS units, like those at Kalgoorlie, which was adjacent to the movement area / runways, actually had the windows enlarged to the 'scenic' style, so that we could see the runway and surrounding areas.
However, the bit about not looking out still applied.....But of course at times it was very handy that we did.
e.g. When a Jetranger at Kal. actually crashed approaching the refuelling point, I was able to 'hit the button' immediately and a visiting RAAF Firecrew were on the scene pronto.
At Derby, Dubbo, and a few other places, the building was two story with big windows overlooking the field and with huge windows.
'Tis a pity that the consoles all had large map displays above them which blotted this out.
However, one could work around that, and it became 'invaluable' in 'the wet' to be able to describe the approaching Cb as 'sitting on the threshold of Rwy 29.....' So, the FK28 of the day would go off and hold for usually 20 mins or so was enough. We were able to tell him when 'The Coast Was Clear', so to speak.
We were the accredited MET observers at Derby.
Also we could advise that the blanket of thick fog, which was forecast and had been 'there' all morning, was only 'over the marsh' and the actual runway was 'clear' so, 'other aircraft were getting in OK by using the Rwy 11 direction....'
These pilots appreciated this part of the service.
Ditto for a particular 'runway incursion' by an inexperienced pilot right in front of the approaching RFDS 'Queen Air' of the time.....a timely warning to the RFDS pilot who was doing an instrument approach, and quick 'advice' to the other pilot - note we were NOT allowed to give 'INSTRUCTION' (THAT would be 'controlling'...) - ONLY "ADVICE" - on how and WHY he should VACATE IMMEDIATELY.....
And, Mr 'Traffic's last para sorta says it all....
We did also provide the 'identical' AFIZ service for Broome, remotely from Derby, relying on the Broome MET office to supply us with 30 minute Met reports, and 'specials' as required.
A full traffic information service was also provided - 'procedurely' if you like, for 'conflicting' traffic, according to the criteria of the time.
Later, this was all provided from Perth FSC via satellite dishes on the ground at the remote locations.
This is getting a bit 'lengthy' but you did ask......
I think that you now 'have the idea'.....
Cheers
In those days 'the FS bosses' were mostly ex communications officers from the Services - RAAF and Navy mostly - as they had the 'communications' skills, including 'machine telegraphy' and 'morse'.
Yes, in the early days, Morse was used for sending many weather reports etc.
These ways died 'hard'.
But THEIR (The then DCA hierarchy) bosses were ex ATC / ex RAAF 'officers' and no 'Ye Shall Not Do What We Do And Look Out The Window As We Do And Supply Useful Eyeball Information Lest Ye Be Tempted To Become Like Us'.... True Story.
Looking out the window to pass some 'useful information' was 'verboten'- crikey - we were even accused of 'putting ourselves in the cockpit' at times, and a FSO did NOT do THAT!
(Nails and a cross come to mind)
In two words - 'Legal Liability' would say it all.....
Fortunately, over time, some 'common sense' prevailed and FS units, like those at Kalgoorlie, which was adjacent to the movement area / runways, actually had the windows enlarged to the 'scenic' style, so that we could see the runway and surrounding areas.
However, the bit about not looking out still applied.....But of course at times it was very handy that we did.
e.g. When a Jetranger at Kal. actually crashed approaching the refuelling point, I was able to 'hit the button' immediately and a visiting RAAF Firecrew were on the scene pronto.
At Derby, Dubbo, and a few other places, the building was two story with big windows overlooking the field and with huge windows.
'Tis a pity that the consoles all had large map displays above them which blotted this out.
However, one could work around that, and it became 'invaluable' in 'the wet' to be able to describe the approaching Cb as 'sitting on the threshold of Rwy 29.....' So, the FK28 of the day would go off and hold for usually 20 mins or so was enough. We were able to tell him when 'The Coast Was Clear', so to speak.
We were the accredited MET observers at Derby.
Also we could advise that the blanket of thick fog, which was forecast and had been 'there' all morning, was only 'over the marsh' and the actual runway was 'clear' so, 'other aircraft were getting in OK by using the Rwy 11 direction....'
These pilots appreciated this part of the service.
Ditto for a particular 'runway incursion' by an inexperienced pilot right in front of the approaching RFDS 'Queen Air' of the time.....a timely warning to the RFDS pilot who was doing an instrument approach, and quick 'advice' to the other pilot - note we were NOT allowed to give 'INSTRUCTION' (THAT would be 'controlling'...) - ONLY "ADVICE" - on how and WHY he should VACATE IMMEDIATELY.....
And, Mr 'Traffic's last para sorta says it all....
We did also provide the 'identical' AFIZ service for Broome, remotely from Derby, relying on the Broome MET office to supply us with 30 minute Met reports, and 'specials' as required.
A full traffic information service was also provided - 'procedurely' if you like, for 'conflicting' traffic, according to the criteria of the time.
Later, this was all provided from Perth FSC via satellite dishes on the ground at the remote locations.
This is getting a bit 'lengthy' but you did ask......
I think that you now 'have the idea'.....
Cheers
Last edited by Ex FSO GRIFFO; 8th Apr 2016 at 05:06.
). Thanks!
AsA Airspace Modernisation Project “Tranche 3” released over Easter/Anzac Day holidays, stakeholder consultation ends May 24th 2019. It’s on the Airservices website under “projects” tab & AIrspace Modernistation sub-tab. Can’t put link up as not enough posts.
Class E (vice C) over D at regionals from 2020. D to A045 by TWR & E above A045 by Centre.
Ending of SAFRA.
Locations are Albury, Alice Springs, Coffs Harbour, Hamilton Island, Hobart, Launceston, Mackay, Rockhampton and Tamworth.
Class E (vice C) over D at regionals from 2020. D to A045 by TWR & E above A045 by Centre.
Ending of SAFRA.
Locations are Albury, Alice Springs, Coffs Harbour, Hamilton Island, Hobart, Launceston, Mackay, Rockhampton and Tamworth.
The links were put up in posts #1 and #19 of this thread:
http://www.pprune.org/pacific-genera...l#post10299422
Let's not have two separate threads going, one resurrected after 3 years -
http://www.pprune.org/pacific-genera...l#post10299422
Let's not have two separate threads going, one resurrected after 3 years -
Newly released “Tranche 3” specifically relates to many posts on this thread which discuss the merits or not of the downgrading of Class C to Class E, which failed when attempted previously in 2004 as part of the NAS 2b changes, so it is appropriate that this thread be resurrected.
