Of tempests - in tea cups.
Or; is there a real problem at the heart of what is an essential service to the aviation industry and the travelling public. Sen. McKenzie at Estimates has certainly got a hold on the tiger; but, on which end of the beast is the puzzle which intrigues my simple (oft confounded) mind: and:-
"There is no more dangerous error than confounding consequence with cause:"
Aye, there's the rub. - The resounding 'consequences' of the Halfwit tenure in running our air traffic services (ATC) are clearly visible. The 'airborne safety' of the travelling public may be classed as easy 'click bait' for the light minded, but, in reality it sits well down the top ten of 'at risk' ratings. Aircraft operators, pilots, ATCo's etc are very 'risk aware'; but so are the ASA management. The current 'solution' to the ASA created problem is restrictions, delays and (fcol) TIBA, and other methods used to reduce volume and throwing the 'responsibility' back on the operators. Not to mention the pathetic attempts at the 'noise' problem. Result - delays and increased costs. These costs will not be absorbed by the operating companies. Why? Well they are of significant proportion, that's why.
Thumbnail back in the tar explanation: TIME - aviation is a very time conscious industry, for everything depends on it. Flights arriving and departing 'on-time' is an essential goal, but 'service to the public' is a long way down the priority list. Scheduling aircraft and crew is a complex matter. For example aircrew may only operate within certain time constraints; an annual duty time allocation; a monthly allocation; a daily allocation - rules set in stone. A delay period of more than a couple of hours in a scheduled day impacting on 'Flight and Duty' limitations means the crew must be knocked off, a new crew brought in, the anticipation of additional costs loaded onto the 'cost' of running the service (ticket price). Aircraft are even more sensitive to 'time' - once again, these time limits are (essentially) set in stone. An aircraft running close to a maintenance requirement (time in service) limit simply cannot continue to operate (add costs). Adherence to these strict limitations is the responsibility of the operating company, the penalties for non compliance severe. All of these things may be managed by the operator - but there is a fiscal cost. Result, prices increase, this is simply passed on to the traveller. Any increase imposed is reflected in ticket price. So, Joe Public, his Missus and kiddies having dutifully paid their taxes now get slugged on a three way profit drive. Some to the airline, some to the airport and some back to ASA through fees for the service provided. Everybody, except Joe gets to clip the ticket.
"Most people spend more time and energy going around problems than in trying to solve them"
So said Henry Ford, and Houston, we do have a problem. A two headed beast; once the high price of an air ticket is established, the probability of that being reduced is thin to the point of it being anorexic. Yet the 'low cost' operators seem to manage to turn a healthy profit and the public can. will and often does does vote with their cheque book - fair enough - open market - competition and etc. But there are no such constraints imposed on 'government agencies'; indeed its quite the reverse. A classic example is the Australian Air Services empire. To begin at the beginning; this is not a 'private' corporation, despite its delusions of grandeur. For a starter, there is no alternative service available, so that option is well out of court. An essential service to the nations economy becomes government backed monopoly. Will the government take responsibility for the monumental hole dug deep into the pockets of Australian travellers? No? thought not. Just ask the minister to explain the new raft of massive cost increases imposed. I can't see a quarrel with the notion of a 'break even' system; the 'fee' for service to reflect the real costs of providing an efficient Air Traffic management system; in fact it would be of benefit to all. Properly managed and budgeted on a break even case, first world ATC would be be of great benefit to the economy IMO. However, to achieve this lofty goal the 'system' needs a grounded management, composed of folk who actually understand the needs of the industry they serve and the nation which depends on the safe, efficient, cost effective management of air traffic. Sen. Mackenzie exposed the greed inherent in the present out of control system rather well I thought. That, however is history now and a good riddance to all. No matter.
"Whereof what's past is prologue; what to come, In yours and my discharge."
So, what's to be done? Solution and action required, today would be great. In primus (IMO) the selection of 'new' governor and a board clean out would be a great start point. If we 'must have' a quasi CEO then let us have someone with 'real world' qualification and a track record worthy of the salary on offer. The endemic, inherent, enforced without consultation bugger's muddle existing must be sorted out. It is a screaming mess: gross error, incompetence, egocentric artifice, piled on cover up, piled on top of gross error, greed driven all leading to the catastrophic failure of an essential system. Accident and mid air collision are not the main reason for concern; but the 'cost' of doing business under the current system is a serious drain to the economy. When you add that to the parlous state of those manning the consuls there is no way Australia can hold its head up and claim first nation status; in fact this current imbroglio shames not only this nation, but those who purport to manage its well being. Please turn the lights out when you leave.....
Aye well, ramble over, my two bob's worth (discounted). Blame the wet weather - can't get out to play in this; and, as they say, the devil finds work for idle hands.
Toot - toot....
Or; is there a real problem at the heart of what is an essential service to the aviation industry and the travelling public. Sen. McKenzie at Estimates has certainly got a hold on the tiger; but, on which end of the beast is the puzzle which intrigues my simple (oft confounded) mind: and:-
"There is no more dangerous error than confounding consequence with cause:"
Aye, there's the rub. - The resounding 'consequences' of the Halfwit tenure in running our air traffic services (ATC) are clearly visible. The 'airborne safety' of the travelling public may be classed as easy 'click bait' for the light minded, but, in reality it sits well down the top ten of 'at risk' ratings. Aircraft operators, pilots, ATCo's etc are very 'risk aware'; but so are the ASA management. The current 'solution' to the ASA created problem is restrictions, delays and (fcol) TIBA, and other methods used to reduce volume and throwing the 'responsibility' back on the operators. Not to mention the pathetic attempts at the 'noise' problem. Result - delays and increased costs. These costs will not be absorbed by the operating companies. Why? Well they are of significant proportion, that's why.
Thumbnail back in the tar explanation: TIME - aviation is a very time conscious industry, for everything depends on it. Flights arriving and departing 'on-time' is an essential goal, but 'service to the public' is a long way down the priority list. Scheduling aircraft and crew is a complex matter. For example aircrew may only operate within certain time constraints; an annual duty time allocation; a monthly allocation; a daily allocation - rules set in stone. A delay period of more than a couple of hours in a scheduled day impacting on 'Flight and Duty' limitations means the crew must be knocked off, a new crew brought in, the anticipation of additional costs loaded onto the 'cost' of running the service (ticket price). Aircraft are even more sensitive to 'time' - once again, these time limits are (essentially) set in stone. An aircraft running close to a maintenance requirement (time in service) limit simply cannot continue to operate (add costs). Adherence to these strict limitations is the responsibility of the operating company, the penalties for non compliance severe. All of these things may be managed by the operator - but there is a fiscal cost. Result, prices increase, this is simply passed on to the traveller. Any increase imposed is reflected in ticket price. So, Joe Public, his Missus and kiddies having dutifully paid their taxes now get slugged on a three way profit drive. Some to the airline, some to the airport and some back to ASA through fees for the service provided. Everybody, except Joe gets to clip the ticket.
"Most people spend more time and energy going around problems than in trying to solve them"
So said Henry Ford, and Houston, we do have a problem. A two headed beast; once the high price of an air ticket is established, the probability of that being reduced is thin to the point of it being anorexic. Yet the 'low cost' operators seem to manage to turn a healthy profit and the public can. will and often does does vote with their cheque book - fair enough - open market - competition and etc. But there are no such constraints imposed on 'government agencies'; indeed its quite the reverse. A classic example is the Australian Air Services empire. To begin at the beginning; this is not a 'private' corporation, despite its delusions of grandeur. For a starter, there is no alternative service available, so that option is well out of court. An essential service to the nations economy becomes government backed monopoly. Will the government take responsibility for the monumental hole dug deep into the pockets of Australian travellers? No? thought not. Just ask the minister to explain the new raft of massive cost increases imposed. I can't see a quarrel with the notion of a 'break even' system; the 'fee' for service to reflect the real costs of providing an efficient Air Traffic management system; in fact it would be of benefit to all. Properly managed and budgeted on a break even case, first world ATC would be be of great benefit to the economy IMO. However, to achieve this lofty goal the 'system' needs a grounded management, composed of folk who actually understand the needs of the industry they serve and the nation which depends on the safe, efficient, cost effective management of air traffic. Sen. Mackenzie exposed the greed inherent in the present out of control system rather well I thought. That, however is history now and a good riddance to all. No matter.
"Whereof what's past is prologue; what to come, In yours and my discharge."
So, what's to be done? Solution and action required, today would be great. In primus (IMO) the selection of 'new' governor and a board clean out would be a great start point. If we 'must have' a quasi CEO then let us have someone with 'real world' qualification and a track record worthy of the salary on offer. The endemic, inherent, enforced without consultation bugger's muddle existing must be sorted out. It is a screaming mess: gross error, incompetence, egocentric artifice, piled on cover up, piled on top of gross error, greed driven all leading to the catastrophic failure of an essential system. Accident and mid air collision are not the main reason for concern; but the 'cost' of doing business under the current system is a serious drain to the economy. When you add that to the parlous state of those manning the consuls there is no way Australia can hold its head up and claim first nation status; in fact this current imbroglio shames not only this nation, but those who purport to manage its well being. Please turn the lights out when you leave.....
Aye well, ramble over, my two bob's worth (discounted). Blame the wet weather - can't get out to play in this; and, as they say, the devil finds work for idle hands.
Toot - toot....