AFAP, CASA and NASAG.
Hand in glove? It is no secret who ‘owns’ the AFAP nowadays – not at all. AusALPA provided a balanced, sensible submission related to ‘building’ tall stuff within internationally recognised boundaries – designed to keep the unsuspecting public safe, shopping at the airport DFO while the kids play about in the designated play area. I’m not sure how many AFAP casasexuals, CASA delinquents, Departmental Yes-men; or, even high rolling ‘developers have pulled the bodies of burned alive, dead children out of the wreckage of an aircraft smash – but perhaps the experience would sober them – just a bit - perhaps.
“Essendon Airport now wants to narrow the strip width back to 180 metres, and started consulting late last year with operators at the airport about how that could affect their operations.”
FFS - Maths; for idiots 101.
120 knots = 222 Kph.
140 knots= 259 Kph
160 knots= 296 Kph
An aircraft with a landing speed of 130 knots is doing 240 Kph on touchdown (ish); should a tyre blow out even at 100 knots (185 Kph) and directional control is lost – that aircraft will cover 180 meters in just under four seconds. How long - remind an old man - was the entire King Air flight - in seconds - before it rudely collided with a building?
180 K per hour = 3 Kph a minute – 3000 meters/ 60 = 50 meters per second – 3.6 seconds – BOOM.
Let’s look at a take off; rotate at a gentle 120 knots = 222 Kph – 3.7 K per minute. 61.6 meters PER SECOND. The aircraft is 2/3 the way down the runway at the point of engine failure. This equates to a whisker under three seconds to transit the 180 wide zone – FROM ONE SIDE TO THE OTHER. Half that when there is 90 meters either side. The King Air which hit the DFO normally is doing somewhere between 100 and 130 knots (240 K –ish) at about the same height as the DFO. How much time has a pilot got to regain control, sort out and shut down a failed engine – not bloody much is the right answer. The ‘codes’ and ‘standards’ adopted by the real world acknowledge the ‘abnormal’ event and have taken steps to mitigate the risk of carnage on a grand scale. But, Australia does seem to so enjoy a good, big BBQ -
“These sorts of developments are pretty standard around airports around the world,” said Canberra Airport's managing director Steven Byron. BOLLOCKS & PONY-POOH.
“That is within the 150 metre meter fly-over area - essentially a buffer zone - either side of the runway's centre line that would form a 300 metre "runway strip width" recommended by the United Nation's aviation safety body, the International Civil Aviation Organization.”
“Two large water tanks, light poles and fencing also sit within the 300 metre zone, which is intended to safeguard aircraft if they run off the tarmac during take-off or landing.”
“CASA later implemented the 300 metre standard in its own rules, and in 2015 granted an “instrument” that had the effect of retrospectively approving the DFO building, while ordering Essendon to still tell pilots it had a 300 metre strip width.”
“The AFAP said that when the DFO was approved in 2004, CASA's standards allowed the runway to have a strip width of less than 300 metres, but only if a detailed safety case was put forward and all relevant stakeholders were consulted.
Letters from CASA to the airport released under FOI say it did not have time to check the DFO plans. “Gathering the information required for the authority’s assessment of whether every item in a Draft Master Plan will be compliant with civil aviation safety requirements would be time-consuming and expensive,” one letter says.
P2 – “Hmm...sorry to burst your bubble "K" but why is the AFAP coming out swinging on it's own and not united with AIPA under the AusALPA banner?” Also, why is there no mention about, the recently signed by our dopey NFI miniscule, NASAG NASF Guideline...
Good questions P2 – good luck getting them answered. You’ll need it. Although it will be great fun to watch the ‘responsibility ball’ game of musical chairs again – that could be a hoot.
“Yes please” (No need to order for the BRB, the staff understand our needs very well). A simple smile, nod and payment usually satisfies. Priceless antique system – Service I believe they called it.
![[Image: Untitled%2B2.jpg]](https://1.bp.blogspot.com/-Cm_HajunJBQ/Vuc7mMGoOSI/AAAAAAAAISU/PLJPRoRPvKUtliZvp7KwgHIZKQm9J3TpQ/s1600/Untitled%2B2.jpg)
Hand in glove? It is no secret who ‘owns’ the AFAP nowadays – not at all. AusALPA provided a balanced, sensible submission related to ‘building’ tall stuff within internationally recognised boundaries – designed to keep the unsuspecting public safe, shopping at the airport DFO while the kids play about in the designated play area. I’m not sure how many AFAP casasexuals, CASA delinquents, Departmental Yes-men; or, even high rolling ‘developers have pulled the bodies of burned alive, dead children out of the wreckage of an aircraft smash – but perhaps the experience would sober them – just a bit - perhaps.
“Essendon Airport now wants to narrow the strip width back to 180 metres, and started consulting late last year with operators at the airport about how that could affect their operations.”
FFS - Maths; for idiots 101.
120 knots = 222 Kph.
140 knots= 259 Kph
160 knots= 296 Kph
An aircraft with a landing speed of 130 knots is doing 240 Kph on touchdown (ish); should a tyre blow out even at 100 knots (185 Kph) and directional control is lost – that aircraft will cover 180 meters in just under four seconds. How long - remind an old man - was the entire King Air flight - in seconds - before it rudely collided with a building?
180 K per hour = 3 Kph a minute – 3000 meters/ 60 = 50 meters per second – 3.6 seconds – BOOM.
Let’s look at a take off; rotate at a gentle 120 knots = 222 Kph – 3.7 K per minute. 61.6 meters PER SECOND. The aircraft is 2/3 the way down the runway at the point of engine failure. This equates to a whisker under three seconds to transit the 180 wide zone – FROM ONE SIDE TO THE OTHER. Half that when there is 90 meters either side. The King Air which hit the DFO normally is doing somewhere between 100 and 130 knots (240 K –ish) at about the same height as the DFO. How much time has a pilot got to regain control, sort out and shut down a failed engine – not bloody much is the right answer. The ‘codes’ and ‘standards’ adopted by the real world acknowledge the ‘abnormal’ event and have taken steps to mitigate the risk of carnage on a grand scale. But, Australia does seem to so enjoy a good, big BBQ -
“These sorts of developments are pretty standard around airports around the world,” said Canberra Airport's managing director Steven Byron. BOLLOCKS & PONY-POOH.
“That is within the 150 metre meter fly-over area - essentially a buffer zone - either side of the runway's centre line that would form a 300 metre "runway strip width" recommended by the United Nation's aviation safety body, the International Civil Aviation Organization.”
“Two large water tanks, light poles and fencing also sit within the 300 metre zone, which is intended to safeguard aircraft if they run off the tarmac during take-off or landing.”
“CASA later implemented the 300 metre standard in its own rules, and in 2015 granted an “instrument” that had the effect of retrospectively approving the DFO building, while ordering Essendon to still tell pilots it had a 300 metre strip width.”
“The AFAP said that when the DFO was approved in 2004, CASA's standards allowed the runway to have a strip width of less than 300 metres, but only if a detailed safety case was put forward and all relevant stakeholders were consulted.
Letters from CASA to the airport released under FOI say it did not have time to check the DFO plans. “Gathering the information required for the authority’s assessment of whether every item in a Draft Master Plan will be compliant with civil aviation safety requirements would be time-consuming and expensive,” one letter says.
P2 – “Hmm...sorry to burst your bubble "K" but why is the AFAP coming out swinging on it's own and not united with AIPA under the AusALPA banner?” Also, why is there no mention about, the recently signed by our dopey NFI miniscule, NASAG NASF Guideline...
Good questions P2 – good luck getting them answered. You’ll need it. Although it will be great fun to watch the ‘responsibility ball’ game of musical chairs again – that could be a hoot.
“Yes please” (No need to order for the BRB, the staff understand our needs very well). A simple smile, nod and payment usually satisfies. Priceless antique system – Service I believe they called it.