[P7_TOM]

We ancient Pelicans have one luxury – we may grumble, groan and bang on about the 'modern' world and no one pays us much attention. I remember, quite clearly working alongside my Grandpa and his son; both bemoaning and damning the 'new stuff' and attitudes. I can even remember some fairly 'lively' (perhaps robust even) discussions with my old man; and to this day, I occasionally collide head on with my own brood. Two points of view – both worthy of consideration; sensible discussion and of value to both. Occasionally, without resort to fisticuffs, two strongly held opinions merge into resolutions – those which pass the pub test.

For example; Christmas day, late in the afternoon, I ventured into the stable; an Ale was put on the bar and (eventually) the grass roots question was raised. “why did Dick do away with flight service?” Good one I thought; we both have operated when the FSU existed along with 'full reporting'; two minutes was the tolerance or an amendment. Away from 'city traffic' you would know, with absolute certainty, that the F27 was due at Jam Tin @07;36, FL 150 estimating 'Toast' @ 18:03 for an instrument approach. You, in turn advised your estimate and cruise level – everyone on the unit frequency knew what was going on; and those were 'busy' times. The Baron at 8000' was due at Jam Tin 0759; the C310 coming from the North was holding an ETA of 08:12 – the flight school PA28 was in the circuit and would hold 10 South of circuit until the F27 was settled in.

Now, unless you are operating IFR – and even then only sometimes do you get this level of information. I have dragged out some of the old style, handwritten 'approved' flight plans and, on the neatly folded 'flip' side I can see this sort of data clearly noted, a history if you will of aircraft operating in the same piece of the atmosphere as I was. Reasonably neat (not many serviceable auto pilots in those days) but, unless anyone did anything silly, outside of controlled airspace, we all seemed to manage quite well. I would dearly love a beer in the bank for every time I extended a downwind leg, or, held overhead, or, really shortened an approach to accommodate and avoid 'conflict' and been offered the same professional courtesy in return.

The thing which 'bothered' us both was my very true tale. Once upon a time, many (so many) moons ago I was to go to a port in central Qld, pick up a King Air 100 and deliver it to a new base; easy as – the owner rang; “I've a mate flying up to (port) tomorrow, and he'll give you a lift “ - “OK” says I, never gave it another thought, This was in the days when Garmin 100 was a mystery to most of us and the regulations were in flux (again). Anyway, off we toddled from a Secondary airport; the calls made were standard – until – it was announced that we were a 'local' area flight. Once clear of the zone; and for three and half long hours; was the radio not used – not once. A frequency change was made at some point, but, until we were within 10 miles of the circuit was any form of broadcast made. Not a soul in this world knew where we were; what height we held; what track and what time we'd be approaching an airfield or even that we existed. Tired, concerned and cramped I decided that it would be a waste to say anything – to anyone; it was probably quite legal anyway – and it still is to this day , far as I can tell for no plan VFR.  (N.B. - one heading - direct to - non quadrantal omitted from notes -'K').

The advent of GPS has been a boon to operations; no doubt about it; great tool. As one who has conducted (into the thousands) ADF and VOR approaches, the benefits are brilliant. But, IMO there is a downside; particularly to VFR cross country operations; 'Loss of situational awareness' is an 'inaccurate' definition; but it is now all to easy to click on the Auto pilot, select Nav and sit back and do the crossword, with a timer set, to remind you to change tanks. “Loss of contact' may be a better way to express it; modern gear has taken the 'labour' out of navigating, the careful attention to 'track' and the information provided to the pilot from 'outside' the aircraft. Big jets on long haul have long ago dispensed of this labour, but if anyone thinks for a minute, that those crews are not 'paying attention' and simply monitoring the 'automatics' – they are dreaming.

I have now wandered far from my intended track – it was to Gympie in Qld I was headed. I know the 'gliders' are punctilious in their notifications of operations; it is reasonable to assume these were in NOTAMS and available pre flight; we know that the airfield is clearly marked as having gliding operations, we also know that a quick phone call or radio call would have provided advice of glider traffic operations, where the best thermals were and how many craft they had airborne now and in the near future. What we don't know is how much information, warning and alerting the power aircraft pilot not only had, but gave. We also don't know if there was a brain fart; was this a spur of the moment thing, to try and find a glider and watch it work, take pictures?. The ATSB have grudgingly deigned to review the GPS data – WTF for? It will only show that the two aircraft tracked toward each other and collided. What we need to know is WHY and what part of the system failed; then we need that failure eradicated. That is the basic function of the ATSB – define the how and the why and the best course of preventing a repeat.

Sorry folks, 'K's' good Ale tends to aide and abet rambling. Best wishes to all for the new year...(They don't let me out very often)....