Situational Awareness is??
"The study found that the airspace classification remains appropriate however recommendations have been made to enhance the safety of operations within the area, through education, amending aeronautical information and opportunities to enhance situational awareness for all pilots," the report concludes."
I wonder just who is in need of 'situational awareness and education? The list could begin with the 'minuscule' working it's way down through the clowns in various offices of 'decision' makers. Seriously, if you can stomach it, read the minuscules meaningless dribble again; perhaps someone could explain that through simple attrition our aviation 'carbon footprint' is reducing at a rapid rate - a quick look at the decline in flight hours would tell the tale. There's more noxious gas let loose in Canberra everyday than there ever was from aircraft operating and producing the revenue to support our evermore costly, expanding over-size bureaucracy and their hefty salaries. Read the statement above and estimate the cost of it to achieve SDA: a paragraph of meaningless frog-pooh, used to address a 'situation' which is live, right now, dynamic, real and still at risk of a repeat despite ATC efforts. Classic pony-pooh from those remote from any notion of real 'situational awareness.
"The Australian Transport Safety Bureau has released the final report from its investigation into the mid-air collision between two training aircraft near Mangalore, Victoria, on 19 February 2020,"
The date today is July 17, 2022. Lets see,
Feb to Dec 2020 is 10 months; Jan 21 to Dec 21 is 12 months : Jan 22 to July 22 is 7 months = 29 months. Is there a solution on the table yet? Well, there is, ATSB sighted pilot error due to lack of TCAS; then it was ATCO error; then there was to be some form of control; then there is not - it begs the question WTD are they playing at in the world of 'safety oversight'? Why are we forking out all this money for delayed, non positive dribble? The situation is live, viable and remains potentially dangerous; lots of air frames buzzing about and its too hard to stop 'em banging in to one another?- BOLLOCKS.
Lets start back at basics 101:: it is difficult to 'see' another aircraft unless you know 'where' it is, even then almost impossible in some conditions, just in a normal flight i.e. A-B journey. At an approach aid, like Mangalore VOR there is a trade off - between instructor and student; or candidate and examiner - command prerogative. Who is responsible for what (safety case right there). To avoid a close encounter three essential elements are required - where are the other aircraft; and, what are they doing, and; who decides the avoidance strategy?? Without that information no one can make a decision and define separation during the IFR approach, overshoot and subsequent tracking. But getting to the hold under IMC simulation in that area is fraught with peril, even in perfect VMC when there is potentially lots of activity, aircraft need to be able to 'see and avoid' : without being forewarned this is almost mission impossible. With time, tracking and distance available self separation is easy, but it takes time: information in - form resolution - get information out through frequency congestion. To deal with three aircraft + you is do-able. Study the Hotham incident when Quartermain got it all wrong. The professional pilots stacked, sorted a sequence out and all landed without too much bother; half a dozen all at the same place BUT no through traffic. Mangalore is not like Hotham; TCAS does not provide conflict resolution; only awareness; open frequency (s) provides for radio congestion. Imagine a dozen disparate aircraft looking at TCAS and trying to sort out separation - meanwhile the starting up aircraft is unaware of the situation - radio mayhem; a sure fire recipe for disaster. But enough - the expensive wizards of twaddle have had 29 months to provide 'safe skies for all' and achieved sweet Fanny Adams. But, I'm so pleased the minister is driven toward a clean environment - aluminium and bodies won't pollute the planet - whichever Green Dream planet she's on.
"The draft [OAR report] has determined that a MBA is not required, however, we continue to provide an enhanced service with a dedicated controller monitoring the CTAF and providing safety alerts as necessary," an Airservices Australia spokesperson told Australian Flying.
"From 0800-1800 local time, Airservices is providing a dedicated, sector endorsed controller to monitor the Mangalore CTAF 121.1 MHz from a stand-alone console within the Melbourne ATSC.
Well done ASA! - thank you for a sensible solution; now if operators could agree on staggered 'slot times' perhaps the anxiety levels in cockpits could be reduced so that those training could get the benefit of focused instruction to become proficient at task rather than good at ducking and weaving. It is a real 'safety' game, just a bit more serious than placing 'wet-floor' signs on the bathroom floors for people to fall over. 29 months and no resolution - Strewth; 'Nuff said, mini rant over.
Exeunt stage left; scratching wooden head; mumbling obscenities..
Selah....
"The study found that the airspace classification remains appropriate however recommendations have been made to enhance the safety of operations within the area, through education, amending aeronautical information and opportunities to enhance situational awareness for all pilots," the report concludes."
I wonder just who is in need of 'situational awareness and education? The list could begin with the 'minuscule' working it's way down through the clowns in various offices of 'decision' makers. Seriously, if you can stomach it, read the minuscules meaningless dribble again; perhaps someone could explain that through simple attrition our aviation 'carbon footprint' is reducing at a rapid rate - a quick look at the decline in flight hours would tell the tale. There's more noxious gas let loose in Canberra everyday than there ever was from aircraft operating and producing the revenue to support our evermore costly, expanding over-size bureaucracy and their hefty salaries. Read the statement above and estimate the cost of it to achieve SDA: a paragraph of meaningless frog-pooh, used to address a 'situation' which is live, right now, dynamic, real and still at risk of a repeat despite ATC efforts. Classic pony-pooh from those remote from any notion of real 'situational awareness.
"The Australian Transport Safety Bureau has released the final report from its investigation into the mid-air collision between two training aircraft near Mangalore, Victoria, on 19 February 2020,"
The date today is July 17, 2022. Lets see,
Feb to Dec 2020 is 10 months; Jan 21 to Dec 21 is 12 months : Jan 22 to July 22 is 7 months = 29 months. Is there a solution on the table yet? Well, there is, ATSB sighted pilot error due to lack of TCAS; then it was ATCO error; then there was to be some form of control; then there is not - it begs the question WTD are they playing at in the world of 'safety oversight'? Why are we forking out all this money for delayed, non positive dribble? The situation is live, viable and remains potentially dangerous; lots of air frames buzzing about and its too hard to stop 'em banging in to one another?- BOLLOCKS.
Lets start back at basics 101:: it is difficult to 'see' another aircraft unless you know 'where' it is, even then almost impossible in some conditions, just in a normal flight i.e. A-B journey. At an approach aid, like Mangalore VOR there is a trade off - between instructor and student; or candidate and examiner - command prerogative. Who is responsible for what (safety case right there). To avoid a close encounter three essential elements are required - where are the other aircraft; and, what are they doing, and; who decides the avoidance strategy?? Without that information no one can make a decision and define separation during the IFR approach, overshoot and subsequent tracking. But getting to the hold under IMC simulation in that area is fraught with peril, even in perfect VMC when there is potentially lots of activity, aircraft need to be able to 'see and avoid' : without being forewarned this is almost mission impossible. With time, tracking and distance available self separation is easy, but it takes time: information in - form resolution - get information out through frequency congestion. To deal with three aircraft + you is do-able. Study the Hotham incident when Quartermain got it all wrong. The professional pilots stacked, sorted a sequence out and all landed without too much bother; half a dozen all at the same place BUT no through traffic. Mangalore is not like Hotham; TCAS does not provide conflict resolution; only awareness; open frequency (s) provides for radio congestion. Imagine a dozen disparate aircraft looking at TCAS and trying to sort out separation - meanwhile the starting up aircraft is unaware of the situation - radio mayhem; a sure fire recipe for disaster. But enough - the expensive wizards of twaddle have had 29 months to provide 'safe skies for all' and achieved sweet Fanny Adams. But, I'm so pleased the minister is driven toward a clean environment - aluminium and bodies won't pollute the planet - whichever Green Dream planet she's on.
"The draft [OAR report] has determined that a MBA is not required, however, we continue to provide an enhanced service with a dedicated controller monitoring the CTAF and providing safety alerts as necessary," an Airservices Australia spokesperson told Australian Flying.
"From 0800-1800 local time, Airservices is providing a dedicated, sector endorsed controller to monitor the Mangalore CTAF 121.1 MHz from a stand-alone console within the Melbourne ATSC.
Well done ASA! - thank you for a sensible solution; now if operators could agree on staggered 'slot times' perhaps the anxiety levels in cockpits could be reduced so that those training could get the benefit of focused instruction to become proficient at task rather than good at ducking and weaving. It is a real 'safety' game, just a bit more serious than placing 'wet-floor' signs on the bathroom floors for people to fall over. 29 months and no resolution - Strewth; 'Nuff said, mini rant over.
Exeunt stage left; scratching wooden head; mumbling obscenities..
Selah....