[Kharon]

Choc Frog Post:-

Krviator - “I don't disagree with your concern re The Next Big Thing - but there will be no one found at fault except the two poor buggers in Row 0.”

They were fatigued, or they didn't de-conflict with AirBumphuck flight 558 as required under TIBA Contingency procedure 5.52, chapter 69 paragraph 15 section 2 or they didn't understand the interrelationship of the ADAHRS with the stick shaker and that the 4th MEL'd system that day didn't supply the FADEC with airspeed data, or whatever other bullshit they come up with. There will always be a reason it is never the fault of anyone above the operating crew, it's the way "the system" is set up these days - to protect those whose snouts are in the trough.

In a true safety culture, they would identify such serious systemic issues but that kind of mindset is looooooong gone, sadly. All we can do to avoid starring in our very own ATSB report is use your common sense and experience to say "No". No to flying through TIBA, no to accepting a jet with multiple deferred defects, no to extending or using your discretion for the 8th time this fortnight and a hard no to coming in on OT to cover shift vacancies - no matter what side of the radio you're on.

Spot on - “NO”-  the most positive word in a world of waffle.

Toot – toot....

[Kharon]

Game on – ASA v ANAO..

The tote is definitely open on this bout -

Management of OneSky contract. 

"Potential (Performance Audit)  - “This audit would assess whether the contract to deliver the 'One Sky' Australia program is being managed effectively by Airservices Australia including any decisions taken to amend the milestones or scope demonstrably achieved value for money.” Etc.

There's more –patience.

Toot – toot...

[Peetwo]

Harfwit covers up an "Australian ATC Emergency"?? - 

First via the AFAP: https://www.afap.org.au/news1/ArtMID/160...deficient-

AUSTRALIA’S AIRSPACE MANAGEMENT CRITICALLY DEFICIENT
Posted: Tuesday, 4 July 2023 Category: General News, Lobbying

The AFAP has recently surveyed its pilot members, consulted with pilot representatives, the Air Traffic Control (ATC) union, the Australian Transport Safety Bureau (ATSB) and requested freedom of information (FOI) material from the regulator, the Civil Aviation Safety Authority (CASA). For the reasons outlined in the material below we have reached the following concerning conclusions:
 

1. Airservices Australia (ASA) is struggling with severe staffing shortages of air traffic controllers, leading to overreliance on contingency measures that introduce safety risks. These shortages were set up well before the pandemic and are not primarily caused by short notice sick leave.
   
2. The frequent and unplanned use of procedures like “Traffic Information Broadcast by Aircraft” ((TIBA), TIBA is a contingency measure used in controlled airspace when infrastructure or resourcing has failed) is unsustainable, less safe and indicates a lack of robust air traffic management systems and resources.
   
3. Incidents in Australia and internationally point to the critical importance of effective airspace management for aviation safety. These lessons were built into the ATC system and removal of staffing resilience opens the risk of catastrophic outcomes.
   
4. ASA faces challenges with procurement practices, budget overruns, and toxicity within the organization's culture.
   
5. There are questions about the adequacy of oversight, planning and funding by ASA's executive team and board to properly manage Australia's airspace.
   

Recommended actions:

1. The government should intervene to address dysfunction within ASA and bring the organisation back under proper public control.
   
2. An urgent recruitment drive and investment in training is needed to address staffing shortages of air traffic controllers and build resilience back into the organisation.
   
3. ASA must improve air traffic management systems and procedures to minimize reliance on unsafe contingency measures like TIBA.
   
4. Stronger oversight and governance should be implemented to hold ASA's executive team and board properly accountable for airspace management outcomes.
   
5. An independent review of ASA's staffing levels, culture, procurement practices and budgeting should be conducted to identify and implement necessary reforms.
   

 
The overarching goal should be to restore the safety and effectiveness of Australia's airspace management system. Funding and leadership must prioritise initiatives that enhance aviation safety and efficiency, with clear consequences for non-compliance. Action is needed to return ASA to a position where it can properly manage one of Australia's critical transport assets. The safety of Australia's skies depends on it.

And via Linkedin:

Australian ATC Emergency



Dean C.

July 4, 2023

“I have grave concerns as to the safety of Air Traffic Control operations" (in Australia) – said one person recently via the Australian Transport Safety Bureau Aviation Confidential Reporting Scheme.

Another said:

“This is the worst position the company has been in since I have started” and another, “It's overwhelming the way management is mitigating away safety standards and training requirements for staff”.

The funny thing is that at every aviation conference I seem to have attended recently, Airservices Australia leadership are out as the major sponsors, funding scholarships and presenting in large middle management numbers a story of how great they are doing.

But here is the Problem

There is an underreported aviation safety risk in Australia at the moment that is finally getting some attention. A shortage of Air Traffic Controllers is leaving large chunks of airspace uncontrolled, at short notice.

In an unusually lengthy REPCON response, the ATSB noted systemic shortages in the Sydney Terminal Control Unit. 



At one major Australian airline, I have seen several, Traffic Information Broadcast by Aircraft (TIBA), Chief Pilot approvals, for Darwin and Mackay – meaning the airline has approved operations, with out ATC, into those destinations. Just last week, airspace in Northern NSW was left uncontrolled for several hours, causing delays and forcing Sydne-Brisbane traffic to fly a longer alternative route, due to “short-term, unplanned-leave absences”. Cairns approach control has also reverted to uncontrolled airspace close to 30 times in a year, according to a local B787 pilot.


Large chunks of airspace were left uncontrolled, at the last minute, several times earlier this month


Earlier this year, the ATSB noted a separation event, late one night in Darwin, due to a lack of Air Traffic Control.

How did we end up here?

Civil Air said that in July 2021, Airservices offered a Retirement Incentive Scheme (RIS) to its air traffic services staff, with 138 employees taking up the offer, at least 124 of whom were operational ATCs. In a statement, the union estimated this removed 13.7 per cent of Australia’s ATCs from rosters. Civil Air, however, said that “unplanned leave” was not the problem and that Airservices was shifting blame away from its own “lack of workforce planning and resource allocation”.

Safety Risk

The ATC system provides vital risk mitigation. When large commercial jets are flying through large chunks of uncontrolled airspace, it increases the risk to the travelling public. When local ATC are reporting ‘grave safety concerns’ – we should all be paying more than the usual attention.

Have you had a similar experience flying in Australian airspace recently? Please share and comment.

 

MTF...P2 

PS: Passing strange coincidence but our (completely disconnected with all reality) miniscule put out this tweep on her visit this week at the YMML ATCO HQ...

Catherine King MP

I spent some time at the Airservices Australia operation in Melbourne. It was definitely a time to look and learn, rather than be hands-on!  I left the landings and takeoffs to the experts.

[Kharon]

Media MIA or just muzzled?

I'd bet my best socks that there is not one 'media' person who has not experienced  the pleasures and delights of a delayed flight, or a cancelled flight. Those long happy hours spent hanging around in the terminal, lost in the maze of retail outlets trying to find the loo; or, even just a quiet place to scream and beat the walls. Aye, when things are running 'normally' the accepted misery of travel by air is tolerable. But, once ensconced in the cabin and the push back tug moves the aircraft away from the bridge, the end is in sight. What the punters don't know is that from the first shunt of the tug during 'push back' to the aircraft pulling up at the destination air bridge is that every phase is covered by Air Traffic Control (ATC). Yup, even the start and push back is a coordinated effort between ground, air and ATC crew (ATCO).

The taxi out to the runway controlled; the sequence of take off and landing controlled, the height and heading after take off controlled; the cruise altitude controlled, the air route, descent, approach, landing, taxi into the bay – all controlled, All carefully managed to keep aircraft separated – lest they bang into each other. (No fender benders there).

Well, that's the theory anyway. The system, for the most part works well, efficiently and importantly – safely: provided the ATC boys and girls are at work and the system tools are working. The story our media folk seem to be ignoring is that it is not possible to field a full compliment of ATC crew and those who are available are stretched to the limit. In short, the almost gold plated guarantee of positive aircraft separation throughout all phases of flight is null and void. There is an excellent 'thread' on the Pprune forum – HERE – which clearly and succinctly defines the lack of comprehensive ATC coverage. This is outrageous enough, stand alone; but the truly ugly part is the ability, through law, to load all responsibility onto the operating aircrew. Despite millions spent to build, maintain and crew a first world system – ASA just shrug, abandon all responsibility for public safety and say its up to the flight crew to sort out separation from other traffic and terrain. Stellar....

Just like that – Airservices have run out of bodies to sit at the consoles; run out of money due to the great drain of the yet to be delivered 'One-Sky – Pie in the sky' and through a clever scheme to save wages by shaking off the experienced and training newer, less expensive bodies to man the battlements. Oh, and to keep the KPI bonus for the top dogs rolling in. A complete, clearly defined cock-up of mammoth proportions.

Now, while the reduction in 'services' may increase the 'collision risk' factor by a small percent, and the flight crew are competent and equipped with some pretty handy gizmo's to 'see and avoid' other aircraft; the increased workload and stress factor is fatiguing; add a 'run-of-the-mill' system failure, throw in some bad weather to duck around; and even a dark night instrument approach (all routine stuff) and consider how very easily a tiny triangle on a screen, an insignificant 'blip' could be missed and the seeds of disaster sown. Conversely, the blip is spotted and corrective action taken which leads directly into another conflict – BANG – all over and it will be the flight crew to blame. Not that it will trouble them; not any longer.......

But, put the threat of a mid air collision to one side and think about the bottom line the airlines will be looking at – increased operating hours – increased cost – increased maintenance – increased flight crew hours – increased fuel bills – passenger complaints increased – all of it costs serious money – guess where that comes from – increased ticket prices. But, with the country on the borders of recession – who can afford to travel for a holiday?

About time the media picked up this horror story and shamed the powers that be to tackle this problem – head on and get it sorted out. What ASA is doing may well be legally 'nice' but that won't matter much if, god's forbid, a body meets a body..

If a body meet a body,
Comin' thro the rye,
If a body kiss a body,
Need a body cry?

Toot – toot.

[Kharon]

'The' big question.

The big question? Well, it is one the general travelling public and the absent media must answer. Do you want to travel in an airspace where prolonged exposure to uncontrolled airspace is accepted as the new norm ; or, airspace managed by controllers separating your aircraft from other aircraft who are fatigued to the point of exhaustion?

 Read this:- 

“Sectors combined when they previously were not. Get slammed. Tricky winds meant that base is very hard to judge. Every sequence is tight. Few hours to go. Separating and sequencing traffic until the last minute of my shift which finishes at 2300. Despite getting home close to midnight I look forward to my by this point day and a half off.”

“Wake up to 2 missed calls and a text. Can I give them anything? No, sorry. I’m tired. Same again next morning. They’re desperate. Anything I can do will keep airspace open. Fine I will give you 4 hours. Get in and asked to extend? No Im back at 0530 tomorrow. Get slammed for 4 hours working sectors combined that we previously had staff to work split. Regret coming in. Read an email on my break from an executive essentially saying we are slacking and it is the fault of the operational ATC that the staffing and airspace crisis is the way it is.”

If you haven't read that post on the UP, find a moment. Becoming an ATC is much the same as becoming a pilot – you have to mean it and want to do it – as a career. These are not 'jobs' you stroll into and discard for 'other' types of work. A big part of the job is occasionally 'going the extra mile' for the company; there would not be too many pilots or ATCO who have not arrived home – flogged – and had 'the call' “Charlie is off  sick can you cover his shift tomorrow? Mostly, provided we are 'time legal' the answer is “Aw OK then”. Kid's day at the zoo cancelled, birthday parties missed, golf cancelled etc. But we turn out – an accepted occasional part of the gig. Provided it is 'occasional' and there is a trade off – “do today and take Sunday and Monday off” – not many, despite 'the grumbles' will refuse to 'help out'. Not until it becomes apparent that 'management' is taking serious liberties and creating serious risk levels. Then the answer to 'do another shift' must be NO. A serious, across the board NO.

There are compelling, supported, proven reasons for 'limitations' on duty hours being imposed – the effects of long term fatigue well known. Those limitations serve to alleviate one of the 'sinister' affects of prolonged exposure to 'difficulties' during a shift. One day from Hell is often followed by a couple of a 'stroll -in-the-park' days. But prolonged exposure, in a rapidly changing high risk environment has a cumulative effect. Stressed, fatigued people make errors, even in a simple environment like a building site; clear as day. Mistakes are made, people get hurt. It is counter productive, ultimately expensive and increases the risk equation to the point where even driving home after a long, hard shift the chances of accident are increased. Rant over.. 

“To lose one parent, Mr. Worthing, may be regarded as a misfortune; to lose both looks like carelessness.”

Toot – tick-tock – toot....

[Peetwo]

Pilot unions call out 'critically deficient' Airservices ATC staff shortages!! -   

Via the Oz:

Pilots blast airspace management as ‘critically deficient’ amid air traffic controller sickies

Pilots say airspace management in Australia has become critically deficient due to all-too-frequent staff shortages within air traffic control that have them flying blind.

A survey of 5500 members by the Australian Federation of Air Pilots found almost a third were experiencing delays several times a month because of airspace restrictions.

On Wednesday flight movements were again slowed down across the eastern states, due to unplanned leave among air traffic controllers in Brisbane and ­Sydney.

AFAP president Louise Pole said the survey showed air traffic delays were becoming more frequent, lengthy and severe and often went undocumented.

She said the increasing reliance on contingency measures such as “traffic information broadcast by aircraft” (TIBA) raised significant risks and concerns about Airservices Australia’s ability to provide adequate air traffic control.

“The AFAP calls on Airservices Australia to immediately put robust procedures in place to manage the airspace with the current staffing levels while it continues to increase air traffic controller numbers,” said Captain Pole.

“We also want to see notifications of foreseeable delays due to staffing issues published ahead of flights becoming airborne so that pilots can plan for extra holding or extra flight time.”



The Australian and International Pilots Association has the same concerns, with its members also reporting problems were becoming more frequent and harder to manage.

AIPA president Tony Lucas said closed airspace, or TIBA, increased the operational complexity of a pilot’s work environment.

In most instances pilots were forced to fly around uncontrolled airspace, which added significantly to fuel burn and fatigue.

“I think it’s an issue Airservices has been aware of for a considerable amount of time, and if anything it’s getting worse,” Captain Lucas said.

“We keep hearing from Airservices they have adequate numbers of air traffic controllers but that’s clearly not the case when they keep closing airspace.”

He said the use of TIBA, where pilots were left to self-separate by broadcasting their whereabouts in the absence of air traffic control, was once extremely rare.

“Historically TIBA never happened. I would expect that in a first-world country TIBA would only be utilised as a result of a major system outage or the evacuation of an air traffic control centre,” Captain Lucas said. “To use it as a regular tool is a very poor indictment on where Airservices finds itself at the moment.”

Airlines and airports are also frustrated by the air traffic control issues, with Qantas regularly informing customers that staff shortages in ATC is the reason for flight delays or cancellations.

A spokeswoman for Airservices said the federal government-owned organisation was continuing to invest in its workforce across the country including by recruiting and training new air traffic controllers nationwide.

“Safety is our No.1 remit,” said the spokeswoman.

“Importantly, Airservices never ‘closes’ airspace. We simply vary our service offerings if we experience short-term unplanned ATC leave, by using internationally standard and safe aviation procedures.”

She said these procedures, including TIBA, meant pilots were still provided with a flight information service, a search and rescue alerting service and safety alerting service. “An ATC will monitor the frequency the pilots are operating on and surveil the airspace,” said the spokeswoman.

More than 50 trainees were being recruited in the next three months, with a total of 80 additional air traffic controllers due in the next financial year, she added. “We are also continuing to work closely with our customer airlines and airports to minimise passenger and pilot disruption,” she said.

Plus from Oz Aviation: https://australianaviation.com.au/2023/0...ct-safety/ & https://australianaviation.com.au/2023/0...lot-union/

Australia’s biggest pilots’ union have claimed air traffic control staffing issues are making skies less safe for pilots and passengers.

The Australian Federation of Air Pilots (AFAP) said its members have encountered “chronic” and “systemic” staffing problems at Airservices dating back to before the COVID-19 pandemic.

This week, the team ask what’s going on and debate who, if anyone, is to blame.

Plus, Adam, Jake and Chris also discuss the latest on Rexit, including how the name was coined.

MTF...P2 

[Peetwo]

AFAP Pilot survey on ATC delays cont/-

Via Social media:

AFAP - Australian Federation of Air Pilots is feeling frustrated.
3 d

A survey of AFAP members has found almost one-third of pilots experienced delays multiple times per month, 72% reported an efficiency of flight issue due to contingency measures like TIBA, which most #pilots see as unsafe and inefficient, and 15% reported traffic proximity or separation issues within the last six months.

“We’ve had extensive responses from all our members around Australia that they are experiencing unforecast holding due to lack of available air traffic control staffing numbers. They’re experiencing TIBA airspace at short notice, and that’s possibly meaning flights can’t depart — and if they can depart, they’ve got quite large diversion routes required to go around that airspace,” said AFAP President Captain Louise Pole.

“The vast majority of pilots have now experienced #TIBA, where up until about nine months ago, most pilots didn’t even remember what the acronym meant, because it was so infrequently used.”

According to Captain Pole, the issue is getting “worse and worse” despite Airservices Australia’s insistence that it has enough #ATC staff to cover requirements.

Australian Aviation
4 d

Qantas has said staff shortages at air traffic control provider Airservices had a “significant impact” on its reliability last month, after almost 30 per cent of its flights were delayed.

The intervention comes amid a row over whether or not Airservices has enough employees following hundreds of occasions over the last year where it has effectively shut down a significant portion of airspace.

MTF...P2 

[Peetwo]

Harfwit admits he is incompetent?? - 

Via ASA:

Airservices Australia Unveils Inaugural Australian Aviation Network Overview



Airservices Australia has today released its first deep-dive report on trends in the Australian aviation sector, covering the 2023 financial year.

Designed to inform discussion among industry stakeholders, the Australian Aviation Network Overview: Financial year 2023 offers a snapshot of key social and economic trends in the sector, our regional context and the performance of the Australian aviation network.

Inspired by similar international publications such as Eurocontrol’s European Aviation Overview, the Australian Aviation Network Overview will be updated monthly.

Airservices Australia Chief Executive Officer Jason Harfield said Airservices is working closely with customers and stakeholders to support the recovery and sustainable growth of aviation, and the release of the report underscores the importance of ongoing cross-industry efforts to increase transparency and collaboration to drive enhanced network performance.

Discussion of the report and further performance insights will be included in Airservices’ ongoing industry engagement, including the recently established quarterly Aviation Network Performance Roundtable meetings.

“Regrettably, Airservices has not consistently delivered the service standard we expect of ourselves and relied upon by our customers and stakeholders. While aviation safety performance has been maintained, the efficiency and consistency of the network, at times, has been impacted and constrained, hampering the recovery,” he said.

“The entire Airservices team is dedicated to returning the consistency of our service performance to the world-class standard that is expected and for which we are renowned.

“We are focused on ensuring the speed and effectiveness of executing our improvement activities and other change programs that improve your service outcomes.

“I welcome industry feedback on the insights of these new reports.” 

Our next report for July-August 2023 is expected to be published in September.

---

About Airservices

Airservices Australia is responsible for the safe and efficient management of 11 per cent of the world’s airspace and the provision of aviation rescue fire fighting services at Australia’s busiest airports. We connect people with their world safely – linking family and friends, generating economic activity, creating jobs and facilitating trade and tourism.

Posted on: August 4, 2023 Posted in Air traffic management, Corporate, Feature Story, Media Release

 
Plus from Oz Aviation, via FB:

Australian Aviation
14 h  ·

The CEO of air traffic control provider Airservices has admitted his organisation is not delivering the standard of service expected following a row over closed airspace.

However, Jason Harfield insisted “aviation safety performance has been maintained” and pledged to ensure “transparency and accountability for our ongoing performance”.

The statement, released to coincide with its new industry report, was released on a Friday afternoon and significantly didn’t include an apology.



Ref: https://australianaviation.com.au/2023/0...dmits-ceo/

I also note that AusALPA recently submitted at the regional meetings of the IFALPA 77th conference their concerns with the ASA ATC deficiencies:

Topics covered in the regional meetings included briefings from each member association of issues
affecting countries in their areas. Through AusALPA, the AFAP was involved in putting forward a safety request to our regional chair in order to alert international pilots to our growing concern with ATC deficiencies in Australia.

Ref: https://www.afap.org.au/Portals/0/Anna%2...7156818866 & https://www.ausalpa.org.au/Portals/5/Doc...111311-593

Finally back to the AFAP survey and it's conclusions: Ref - https://www.afap.org.au/news1/ArtMID/160...-deficient-

The AFAP has recently surveyed its pilot members, consulted with pilot representatives, the Air Traffic Control (ATC) union, the Australian Transport Safety Bureau (ATSB) and requested freedom of information (FOI) material from the regulator, the Civil Aviation Safety Authority (CASA). For the reasons outlined in the material below we have reached the following concerning conclusions:

1. Airservices Australia (ASA) is struggling with severe staffing shortages of air traffic controllers, leading to overreliance on contingency measures that introduce safety risks. These shortages were set up well before the pandemic and are not primarily caused by short notice sick leave.
   
2. The frequent and unplanned use of procedures like “Traffic Information Broadcast by Aircraft” ((TIBA), TIBA is a contingency measure used in controlled airspace when infrastructure or resourcing has failed) is unsustainable, less safe and indicates a lack of robust air traffic management systems and resources.
   
3. Incidents in Australia and internationally point to the critical importance of effective airspace management for aviation safety. These lessons were built into the ATC system and removal of staffing resilience opens the risk of catastrophic outcomes.
   
4. ASA faces challenges with procurement practices, budget overruns, and toxicity within the organization's culture.
   
5. There are questions about the adequacy of oversight, planning and funding by ASA's executive team and board to properly manage Australia's airspace.
   

Recommended actions:

1. The government should intervene to address dysfunction within ASA and bring the organisation back under proper public control.
   
2. An urgent recruitment drive and investment in training is needed to address staffing shortages of air traffic controllers and build resilience back into the organisation.
   
3. ASA must improve air traffic management systems and procedures to minimize reliance on unsafe contingency measures like TIBA.
   
4. Stronger oversight and governance should be implemented to hold ASA's executive team and board properly accountable for airspace management outcomes.
   
5. An independent review of ASA's staffing levels, culture, procurement practices and budgeting should be conducted to identify and implement necessary reforms.
   

And for the latest on closed airspace etc refer to this UP thread: https://www.pprune.org/australia-new-zea...st11479207

MTF...P2 

[Mr.Approach]

It beggars belief that Mr. Harfield (who has been in the job far too long) is able to publish the kind of nonsense quoted above:

"The CEO of air traffic control provider Airservices has admitted his organisation is not delivering the standard of service expected following a row over closed airspace.
However, Jason Harfield insisted “aviation safety performance has been maintained” and pledged to ensure “transparency and accountability for our ongoing performance”.

The regulation under which CASA authorises Airservices to operate (renewed every three years) states the following:
10.1.2 Air Traffic Services Commensurate with Airspace Classification
10.1.2.1 Unless otherwise authorised by CASA, air traffic services must be provided commensurate with the airspace classifications as notified in the AIP.

Note, there is no mention of "aviation safety performance". So what is that and did Airservices maintain it? This also begs the question, "is Mr. Harfield in possession of a document from Ms. Spence that allows him not to provide commensurate services"? In a way he is because CASA also has approved Airservices contingency procedures, but prolonged lack of staff is not the reason ICAO allows for such procedures to exist.

To return to the question, clearly, if Airservices was not providing an air traffic service in otherwise controlled airspace (Classes A, C, D and E in Australia) then they were also not maintaining "aviation safety performance" in that airspace. The latter, which presumably means nobody died, was, in fact, being maintained by the pilots in the now uncontrolled airspace.

As for "transparency and accountability", these are qualities that every public servant claims for their work. It seems that the only way the public ever sees this accountability is when the politicians see the need to appoint a Royal Commission. If there ever is one into the debacle that Department of Infrastructure, Transport, Regional Development, Communications and the Arts, it's seven ministers, CASA and Airservices has become then Robodebt will look like an amateur production.

[Kharon]

The rooted cause:

and the continuing effects of the quick cure being worse (in the long term) than the disease.

There are thousands upon thousands of words written related to 'Root Cause Analysis'; Circular argument; Cause and effect; and, many, many other biproducts of these worthy treatise. Well, there are.

Now then, Air Services Australia (ASA) have many (aka. Lots of) very serious problems (Aye, challenges - if you must). There exists a multitude of sound, obvious reasons why 'they' should address these, with some haste. But how? That is the big, serious question; ain't it?

Put aside the eternal need to keep the incumbent minister and the DoIT out of the morass, ignore the many academic and scientific methods available and the expensive folks who 'can do' the research and draft the 'paper'. Let's get down to 'brass tacks'.

That the entire ATC system is a world class cluster of ducks is a given. Ironically, those who created the mess and should no longer be there to create even more mess; are the ones anointed to 'fix it'. Think about it – can you imagine the upheaval should the government admitted to an expensive, flawed, toxic, second world air traffic system, being run on the fumes left behind after the executive level had finished ensuring their well being; or that financial brain farts had ensured the inevitable (forecast) result we see today. Can you contemplate the ramifications if the public ever discovered that there was much more concern with fine line 'legal' abrogation than to ensuring an efficient, first world system to prevent the unthinkable possibility of two loaded aircraft colliding?

That however is not the resident evil, scratch off the glossy top cover and study where the real liability resides; the parts that elegantly and eloquently remove minister, department and management from any and all responsibility. Oh, its there. No long bow drawn. The blame will be sheeted home to the ATCO and flight crew. No expense will be spared to prove, beyond reasonable doubt (and insurance pay-out) that the government, ASA management and the system was in no way at fault.

It is about time the pettifogging stopped running the show; very real problems exist; the risk involved in persisting with the current 'normalised deviance' exponentially increases every day. Expecting the people who deliberately created the current unacceptably low safety standards cannot and must not be allowed further free reign and top cover to plaster over the dangerous (potentially lethal) cracks in the foundations. What say you minister and DoIT head about the situation? What will you say should these chickens ever come home to roost...Tick tock...

Toot – toot.

[Peetwo]

Fairless on Oz 1950s ATC system and how to fix?? - 

Via the UP, Geoff Fairless in reply to 'Traffic Is Err Was': https://www.pprune.org/pacific-general-a...st11501413

Hi TIEW - as you would remember from your FSO days, under CASRs you are not allowed to operate when sick, therefore unlimited sick leave must be a prerequisite of any organisation that operates under CASRs. To limit sick leave would be a contravention of the CASRs. Do you not agree?

But that is not the problem.......

Airservices is a Government organisation that is required to recover its cost from the industry. This is, was, and always will be, complete nonsense for a public service that has monopoly control of a national asset; that is the airspace available for flying.
Other comparable countries do not do this. Their airspace control agencies are either military, a joint civil-military agency or a not-for-profit civil agency. That is a different thread, so let's return to Airservices.

Qantas claims, is it 60% of air traffic in Australia? Hence, they pay the majority of the money "earned" by Airservices. Almost all of that revenue is "earned" in the upper airspace and particularly in the approaches to Australia gifted to us by ICAO, the Oceanic airspace. That is why they concentrate their "One-Skys" on this area. A fundamental requirement of One Sky is the feed that goes into the Airservices revenue branch, ATC is what creates and sustains that monetary feed.
So, if you were running a business, and 60% of your income came from one customer, and another 20% from overseas customers in your upper and oceanic airspace, where would your Boss (currently Catherine King) want you to concentrate your efforts?

As a CASA ATC inspector, I saw control towers falling apart, and control cabs no longer fit for purpose. I saw airport plans to build new control towers continuously knee-capped by Airservices, their reluctance to open new control towers at airports trying to get a foothold in the industry, and all efforts directed into making sure the primary customer (Qantas, and on their coat-tails, other airlines) was satisfied.

This, I believe, is not the job of a government agency. It should be operating a service for all Australians that combines defence of the airspace, with, in peacetime, an airspace system that protects fare paying passengers while expediting the nation's commerce and allowing recreational airspace users to also participate. In short, the airspace should be defended by the RAAF while Airservices expedites commerce and protects everyone paying a fare to travel. (Another new thread should anyone wish to pursue it)

The Australian Government should:
1. Change the Airservices model to not-for-profit. (if it makes too much in a given time period, the money is returned to industry, not to the federal government)
2. Insist that the RAAF defends Australian airspace, by establishing radar systems capable of detecting aircraft that are not declaring their presence in Australian airspace. (Currently, Airservices is decommissioning radar in favour of ADS-B, the RAAF, to the best of my knowledge only has one air defence radar, JORN)
3. Do this by having Airservices and the RAAF jointly monitor radar defence systems, instead of complacently assuming the Indonesians might tell us about "incoming" before they hit Darwin.
4. Change the airspace regulation process to accommodate the above (the current top-down approach) to allow ambitious airports to apply for local airspace categorisations and employ their own air traffic controllers to administer that airspace. (This is a bottom-up approach)
5. This will require minor changes to CASR Parts 172 and 171 (if radars are to be used) and to the airspace act and regulations. (PS. None of this is new, it takes some of the characteristics of the US and UK airspace models and plants them into an Australian context)

A few other things would need to be modified, but if we do not start with some fundamental changes, the 1950s system we have now will never change.

For those interested - HERE - is GF's LinkedIn CV that clearly highlights his credentials to speak as a ATM SME. 

MTF...P2 

[Peetwo]

Bilateral Air Services Inquiry - Civil Air: 22/09/23

Via Youtube:

MTF...P2 

[Peetwo]

AFAP push back on YBBN airport tailwind increase proposal -

Courtesy of the AFAP, via Linkedin:

Australian Federation of Air Pilots (AFAP)

Australia’s biggest pilots’ union has alleged that an arrangement by Brisbane Airport Corporation for three major international airlines to change takeoff and landing procedures to reduce noise pollution is “potentially unsafe” and “highly unusual”.

The Australian Federation of Air Pilots (AFAP) alleges that the airport’s move to encourage Singapore Airlines, Emirates and Cathay Pacific planes to consider taking off or landing with tailwinds of two knots above the limit imposed by the Civil Aviation Safety Authority “falls well outside international standards and conventions”.
https://lnkd.in/gPZ7Hfxu

Via the Turnbull Times:

Pilots union criticises Brisbane airport for ‘potentially unsafe’ noise reduction strategy

Airport’s direct talks with carriers such as Emirates and Singapore Airlines to reduce flights over the city described as ‘highly unusual’


Aircraft noise has become a hot button topic in Brisbane, particularly at night, with the federal Greens pushing for a curfew and flight cap. Photograph: itanistock/Alamy

Australia’s biggest pilots’ union has alleged that an arrangement by Brisbane airport for three major international airlines to change takeoff and landing procedures to reduce noise pollution is “potentially unsafe” and “highly unusual”.

The Australian Federation of Airline Pilots (AFAP) alleges that the airport’s move to encourage Singapore Airlines, Emirates and Cathay Pacific planes to consider taking off or landing with tailwinds of two knots above the limit imposed by the Civil Aviation Safety Authority (Casa) “falls well outside international standards and conventions”.

Aircraft noise has become a hot button topic in Brisbane, with the federal Greens pushing for a curfew and flight cap.

Last week the Brisbane Airport Corporation CEO, Gert-Jan de Graaff, wrote to MPs seeking to “update you on the actions taken by BAC to help improve amenity for impacted residents”.

In the letter, seen by Guardian Australia, he detailed how the airline had approached three international airlines, who often fly in and out at night, “to explore ways to minimise noise”.

Casa’s maximum tailwind allowance prevents air traffic controllers from allocating runways to planes when there are tailwinds of more than five knots. Under the rules, however, pilots maintain discretion to operate with a higher tailwind.

Graaff’s letter said after discussions with the airport, the three airlines had asked crews to consider taking off and landing over the water and, if the pilot considers it safe, to request the change from air traffic control.

“This will mean there is a higher probability of achieving more departures and arrivals over the water, weather permitting,” Graaff wrote.

“These airlines believe they can modify their operations in certain circumstances that will enable fewer flights over the populated areas of the city without any reduction in safety.”

However the pilots union says it strongly opposes the arrangement.

“Brisbane Airport Corporation … do not have the authority to go outside Casa guidelines and to strike agreements with individual airlines that abrogate safety to commercial concerns,” an AFAP spokesperson said.

“Our pilots – who are the end users – consider this move to increase the tailwind limits from five to seven knots as potentially unsafe.”

While headwinds assist a plane in achieving takeoff and in braking upon touchdown, tailwinds make both harder and increase the length of runway required.

The airport says that it operated safely for 30 years with a maximum tailwind speed of 10 knots, until in 2016 Casa halved that to five knots to align with the international standard.

Casa knocked back a proposal by Airservices Australia, the commonwealth-owned organisation responsible for the management of the country’s skies, to re-establish the 10-knot tailwind allowance the following year.

De Graaff said Airservices was “currently considering another application to achieve a seven-knot tailwind allowance” in a new safety case to Casa.

In response to the concerns raised by pilots, the airport stressed there was no written agreement in place and said safety “has and always will be paramount”.

“Three of the world’s largest and safest airlines have agreed to give their pilots the discretion to accept up to a seven-knot tailwind,” the airport’s head of corporate affairs, Stephen Beckett, said. “But that decision rests with the pilot.”

This change in approach has been in effect for several weeks and Beckett said the airport was “currently working with a number of other airlines” on “a range of measures that are aimed at minimising the impact of aircraft noise on the community”.

A spokesperson for Casa said “rules for air traffic controllers nominating a runway for all arriving and departing flights have not changed and the tail wind limit is five knots in accordance with international requirements”.

“Safety rules allow a pilot-in-command to make an operational decision about the conditions that they can safely accommodate for their individual flight, in line with their approved company procedures and aircraft manufacturer guidelines,” the spokesperson said.

But if the measure was designed to win community support, it failed to appease the Brisbane Flight Path Community Alliance chair, Marcus Foth, who dismissed the arrangement as a “red herring”.


“First of all this is presented as a breakthrough, when we don’t believe it is a breakthrough whatsoever,” Foth said.

Foth, who is also a professor of Urban Informatics at the Queensland University of Technology, said he welcomed pilots being enabled to use their judgment to fly more frequently over the bay.

“But what is actually eating up any these marginal little fiddly things that they are trying to do at the fringes is the growth aspirations of the airport,” he said.

However Matt Shepherd, a To70 senior aviation consultant and former air traffic controller, said the changes could make a measurable impact on noise.

“If Brisbane airport have had a conversation with some of the major airlines that operate overnight that are creating this additional noise footprint, and those aircraft agree to operate using up to seven knots downwind and over the bay operations, then that is a big step forward in reducing the noise footprint over the city at night.”

Airservices Australia and the three airlines have been approached for comment.

MTF...P2

[Peetwo]

Senator McKenzie reads Harfwit & CO the riot act - 

Hansard out, see - HERE - or PDF Version - HERE:

Senator McKENZIE: Can Airservices Australia supply the committee with all SODPROPS data, including both daytime and night-time operations?

Mr Harfield : Yes.

Senator McKENZIE: For Brisbane Airport?

Mr Harfield : Yes.

Senator McKENZIE: Since the opening of the new runway on 12 July 2020, and the data should include dates, the number of SODPROPS flights and hours of operation—yes?

Mr Harfield : Yes.

Senator McKENZIE: In a timely fashion—that would be fantastic. Members of the Brisbane community have raised queries regarding use of full-length take-off for non-jet air traffic departing to the south. Does full-length take-off enable earlier manoeuvrability for turboprop aircraft to avoid built-up areas?

Mr Harfield : Without having the instrument departure plate in front of it, in using the full length they'll gain height quicker and, depending on where the turning point is—if it's based around being at a particular height, the answer would be yes.

Senator McKENZIE: Sorry?

Mr Harfield : The answer would be yes if it's based around a turning point at a certain height.

Senator McKENZIE: Does full-length take-off enable turboprop aircraft to climb to a safe turning height within the airfield boundaries?

Mr Harfield : It would depend on where the turn is and what height it would be as to whether it would be within the airport boundary.

Senator McKENZIE: I'm asking if it's possible. Because it relies on all those different metrics and caveats—with full-length take-off, are they able to climb to what's determined to be a safe turning height, not any turning height, within the airfield boundaries?

Mr Harfield : Most likely, yes.

Senator McKENZIE: Would the use of full-length take-off on runway 19R enable aircraft to fly over fewer suburbs at a low height?

Mr Harfield : I'll ask Mr Curran to answer that question.

Mr Curran : We've been undertaking a trial for the past near 18 months in Brisbane using the full-length departure from runway 19R—

Senator Mc KENZIE: Ah, thank you—1-9-R not 19R.

Mr Curran : We've been gathering data on their performance, using our noise-monitoring stations located throughout Brisbane. We've been publishing that data on a quarterly basis for the Brisbane community and engaging with the AAB, the airport advisory board, which was established earlier this year by the government, and providing that information. We're soon to make a decision as to the continuation of that trial and also another trial for the extension of SODPROPS—simultaneous opposite direction parallel runway operations. Both of those trials have been running for approximately 18 months, and they were instigated by a former noise body called BABAF, the Brisbane Airport advisory forum, which was established by the then government. We've been gathering that data and publishing it, and we'll be making a decision as to whether both of those trials will be ongoing.

Senator McKENZIE: Mr Curran, we have very limited time today. I know it seems rude, but, if we could just ask and answer the questions, it would be really helpful. So does it allow you to fly over fewer suburbs at a low height, or are you just doing pilots and you don't know yet? Is the answer that you don't know yet?

Mr Curran : The data we have shows that there is no discernible noise difference over the communities that we have noise monitors for. The answer is—

Senator McKENZIE: That actually wasn't my question.

Mr Curran : I think answer is no, to your question. It doesn't allow you to fly over fewer suburbs, and for the suburbs you do overfly there is no discernible difference in noise.

Senator McKENZIE: What areas of Brisbane would be less impacted—none?

Mr Curran : On the data we have: none. And in two locations, Saint Lucia and a nearby suburb, there was a one decibel worse outcome for residents there.

Senator McKENZIE: Has Airservices Australia recommended pilots use the full length of the runway at Brisbane?

Mr Curran : That's correct. That is the trial that we have in place for runway 19R.

Senator McKENZIE: Does the use of the full runway for take-off impact on the amount of thrust needed to achieve height markers in the flight paths?

Mr Curran : I'd have to provide that answer on notice. There are some quite significant technical complexities with that.

Senator McKENZIE: Does use of the full runway for take-off enable pilots to use full thrust to climb higher more quickly, reducing the impact of aircraft noise on residents and businesses underneath the flight path?

Mr Curran : The answer from the data we've gathered over the trial has been no.

Senator McKENZIE: Okay. I have a range of questions on Sydney airport that I will have to put on notice, and I look forward to receiving your answers. Sorry—I've just missed something. In the answer to QON261, between June 2022 and May 2023 there were 31 formal reports of inappropriate behaviour, including bullying and harassment, at Airservices Australia. Given the concerns raised at last estimates, what action has Airservices Australia had to these concerns?

Mr Harfield : Those were formal complaints to give you a view to date. Since that time there have been another 14 complaints.

Senator M cKENZIE: Oh, right.

Mr Harfield : Out of those reports of suspected misconduct, including bullying and harassment, five were unsubstantiated during their assessment; 11 went to formal investigation; 33 were resolved through what we would call non-investigative resolutions, such as mediation or if there's been a misunderstanding et cetera; and five are still being assessed as to whether they'll go to full investigation.

Senator McKENZIE: Have you completed that review of culture at Airservices Australia?

Mr Harfield : We previously did that in 2020. We've had a progress review done by Elizabeth Broderick & Co, and that was published on 28 September. It is on our website, and I have our response plan here that I'm willing to table. It's also available on our website, but I've got our response plan here.

Senator McKENZIE: Thank you, Mr Harfield. We'll take that. Has Minister King raised any specific concerns with Airservices Australia regarding the number of complaints received?

Mr Harfield : Not specifically—other than ongoing concern, for which we will report quarterly on our whole culture journey, and that includes statistics et cetera, quarterly, through our normal formal reporting.

Senator McKENZIE: Senators around this table have been on this committee for a very, very long time and are quite tired of hearing Airservices Australia walk in every single estimates with appalling lists of bullying and harassment. Reviews are announced, reviews are completed and action plans are drafted, and everyone just marches on. Tell me something is going to be different, Mr Harfield.

Mr Harfield : As you'll see from the progress report, some things have changed since the 2020 review conducted by Elizabeth Broderick. There are some areas where action has been taken, and, due to a range of things, there are some areas that have not gone as well as we expected. That's the reason why we actually do progress reviews: to ensure we're on track and improving. Our response plan, which we've tabled, has some immediate action on some of the concerns with our review, and—

Senator McKENZIE: Yep. Alright. Mr Harfield, I feel like I've just got the record on 'repeat'. Has Minister King called you into her office and asked you to explain these appalling bullying and harassment figures?

Mr Harfield : No, she has not.

Senator McKENZIE: If she did, would you attend?

Mr Harfield : Yes.

Senator McKENZIE: And explain why this keeps happening?

Mr Harfield : I would explain the journey we're on and all the actions we have taken to reduce—

Senator McKENZIE: Snail's pace, this journey. Question 339 advised that 73 claims had been referred to Comcare by Airservices Australia staff in the 2022-23 financial year to date. Has the minister requested advice on the high level of Comcare claims within Airservices Australia?

Mr Harfield : No.

Senator McKENZIE: What action is being taken to address these high levels of Comcare claims?

Mr Harfield : There are a range of actions, depending on what the case is. As we have a high level of some of our activities, such as our aviation, rescue and firefighting services, and the physical activity associated with them, a lot of our Comcare claims are around soft-tissue injuries and those types of injuries—return to work and work-through arrange. We will have to give you on notice all the work that's being done across all those claims.

Senator McKENZIE: But the minister or her office has not reached out to Airservices Australia to ask what is wrong in the state of Denmark?

Mr Harfield : The minister has not reached out to have a briefing on Comcare.

Senator McKENZIE: Can you please provide an update on the noise action plan for Brisbane?

Mr Harfield : Yes, we can.

Senator McKENZIE: Assistant Minister, you've seen it for yourself? Will you undertake to contact Minister King and ask her to have a meeting with these guys? You've sat around this table long enough as well—that these workers and these unacceptably high bullying and harassment claims and Comcare claims, for an organisation this size, actually need to be dealt with at a ministerial level.

Senator Chisholm: Sure. Minister King, as we all do, expects the highest standards possible and that these are dealt with appropriately at all times.

Senator McKENZIE: So, you think the minister has dealt with this appropriately?

Senator Chisholm: I think she expects that the—

Senator McKENZIE: I know that; I know that.

Senator Chisholm: authorities would deal with them appropriately.

Senator McKENZIE: I'm asking whether you, having heard the evidence here—and it's not your first rodeo—will undertake to let her or her office know that this is something that needs to be dealt with, that she needs to sit these guys down and show them that she is serious about this.

Senator Chisholm: I'm sure that the minister will take appropriate action.

Senator McKENZIE: We'll see about that. How many noise complaints have been received in the Brisbane region in the past 12 months?

Mr Curran : In Brisbane, since the start of this calendar year—would that be acceptable?

Senator McKENZIE: Yes, sure.

Mr Curran : To September, year-to-date, we've had 23,328 contacts or complaints, made by 5,159 individual complainants—no, sorry: that's the total since the opening of the Brisbane parallel runway; the correct answer is 8,336 contacts or complaints, made by 1,425 individual complainants.

Senator McKENZIE: And that's from January to September?

Mr Curran : Correct.

Senator McKENZIE: With the 5,000 being since it opened—got it. What's the trajectory of airport noise complaints since the opening of the Brisbane Airport parallel runway in July 2022?

Mr Curran : The number of complainants has been relatively stable since 2022 and since 2021. However, during the course of this year we've seen an increase in the number of complaints made per complainant.

Senator McKENZIE: In the interests of time, I have to stop questioning. I hope things change before we see each other again.

MTF...P2 

[Peetwo]

The 930k Harfwit bollocks on ATCO numbers?? -

Via Oz Aviation:

NO ‘MAGIC NUMBER’ FOR ATC STAFFING, SAYS AIRSERVICES BOSS

written by Jake Nelson
November 21, 2023


Air traffic control staff at work in Melbourne Airport’s tower. (Image: Jake Nelson)

Airservices Australia CEO Jason Harfield says there is no “magic number” for how many air traffic control staff are needed to cover Australia, and that ATC staffing issues have less to do with raw numbers than where those numbers fall.

Speaking to reporters in Melbourne, Harfield said that while in a perfect world Airservices would need 800 qualified air traffic controllers, the fact that it currently has around 900 does not necessarily mean the entire system is covered.

“We sometimes fall into thinking if we have a magic number that everything’s OK, but it’s like anything to do with staffing and humans, it never stays static,” he said.

“That difference looks good on paper, but in the real world, you know, some people are on long service leave, some people are on maternity leave, people lose their medical qualification … but also, that big number doesn’t break down to these five [people] that are qualified for [one] position, ten qualified for [another] position. And if somebody [in one position] isn’t available, that has a bigger impact.

“So we sort of tried to stop focusing on the number, but also, what’s the service outcome? Are we providing the right level of service? What’s the resourcing required and the flexibility required, for instance? That’s not a numbers game.”

Harfield said that the controversial retirement incentive scheme that saw 138 employees leave Airservices, at least 124 of whom were operational ATCs, had contributed to staffing issues, but stressed that Airservices had “been very careful” with the scheme and limited it to people who were due to retire within the next few years regardless.

According to Harfield, the decision was made in 2021 to keep trainees flowing through what was an aging ATC workforce; however, traffic came back more quickly than expected.

“They had to be 56 or over on the first of July 2021. So they would have been 59 this year, and our historic retirement age has usually been about 58, so they would have all retired this year,” he said.

“We were careful that they were people that were due to retire, [so we wouldn’t] dump them and then try and get them back, like the rest of the industry is trying to do.”

Airservices has said it is continuing to invest in enhancing its service resilience by recruiting trainees, with 80 new air traffic controllers due in the 2024 financial year. The organisation has also partnered with Airways International to send trainees to Christchurch for TotalControl simulator instruction

LinkedIn comment in reply:

Noah E.
• 2nd
A320 First Officer
7h

The denial of Airservices is embarrassing.
Everyone makes mistakes… but almost two years on and their mistake hasn’t been repaired.
Just take a look at the NOTAMs at major airports.

Or you can refer to sunnySA's ongoing UP thread: AsA TIBA/TRA/OPR Restrictions

sunnySA

No ‘magic number’ for ATC staffing

Speaking to reporters in Melbourne, Harfield said that while in a perfect world Airservices would need 800 qualified air traffic controllers, the fact that it currently has around 900 does not necessarily mean the entire system is covered.

Seriously, I'm unsure whether to file this under "fiction" or "horror".

MTF...P2

[Peetwo]

Harfwit QON; & OnePie White Elephant Concern Summit?? - 

Via Estimates thread:

Airservices 32 QON:

55. https://www.aph.gov.au/api/qon/downloade...onNumber55

56. https://www.aph.gov.au/api/qon/downloade...onNumber56

57. https://www.aph.gov.au/api/qon/downloade...onNumber57

58. https://www.aph.gov.au/api/qon/downloade...onNumber58

102. https://www.aph.gov.au/api/qon/downloade...nNumber102

103. https://www.aph.gov.au/api/qon/downloade...nNumber103

104. https://www.aph.gov.au/api/qon/downloade...nNumber104

105. https://www.aph.gov.au/api/qon/downloade...nNumber105

106. https://www.aph.gov.au/api/qon/downloade...nNumber106

107. https://www.aph.gov.au/api/qon/downloade...nNumber107

108. https://www.aph.gov.au/api/qon/downloade...nNumber108

267. https://www.aph.gov.au/api/qon/downloade...nNumber267

268. https://www.aph.gov.au/api/qon/downloade...nNumber268

269. https://www.aph.gov.au/api/qon/downloade...nNumber269

270. https://www.aph.gov.au/api/qon/downloade...nNumber270

271. https://www.aph.gov.au/api/qon/downloade...nNumber271

272. https://www.aph.gov.au/api/qon/downloade...nNumber272

273. https://www.aph.gov.au/api/qon/downloade...nNumber273

274. https://www.aph.gov.au/api/qon/downloade...nNumber274

275. https://www.aph.gov.au/api/qon/downloade...nNumber275

276. https://www.aph.gov.au/api/qon/downloade...nNumber276

277. https://www.aph.gov.au/api/qon/downloade...nNumber277

278. https://www.aph.gov.au/api/qon/downloade...nNumber278

279. https://www.aph.gov.au/api/qon/downloade...nNumber279

280. https://www.aph.gov.au/api/qon/downloade...nNumber280

Question
1. Overtime hours from Air Traffic Controllers from the numbers in 2019 to 2023, with Sydney's average overtime hours per Air Traffic Controller increasing by 46% per fortnight, Brisbane by 173%, and Melbourne by 30% between those years. Is the reason for this the relative decrease in the amount of Air Traffic Controllers between those two periods to deal with flight volume?
2. What is Air Services doing to ensure that overtime hours from Air Traffic Controllers don't become excessive?
3. Is there a risk from Air Traffic Controllers working too much overtime, and what is Air Services doing to mitigate this risk where possible?

281. https://www.aph.gov.au/api/qon/downloade...nNumber281

282. https://www.aph.gov.au/api/qon/downloade...nNumber282

283. https://www.aph.gov.au/api/qon/downloade...nNumber283

Question
1. Most of the cancellations and delays were in regional areas. Could you please explain why there were 546 impacted flights in Ballina? 370 flights impacted in Alice Spring?
2. And what is the explanation for Airservices Australia's gold record for flights impacted at Albury Airport with 783 flights impacted?
3. Adelaide and Hobart had just one flight impacted by Airservices Australia and Albury 783?

284. https://www.aph.gov.au/api/qon/downloade...nNumber284

Question
1. In terms of air traffic controllers taking sick leave, what is the latest data you have on this?
2. What does ASA do to manage the high level of sick day leave? My understanding is that management suggests air traffic controllers actively discourage sick days being taken. What about those people who aren't taking sick leave at all? What is the psychological-social pressures on those that never take sick leave?

285. https://www.aph.gov.au/api/qon/downloade...nNumber285

286. https://www.aph.gov.au/api/qon/downloade...nNumber286

Question
1. ATCs who are on long service leave?
2. ATCs who are on long-term leave for ill-health?
3. Middle managers who are doing administrative/supervisory duties rather than being ''at the controls''?
4. What about ATCs who are working through long-term health issues? Are they counted?
5. What about a person who was getting treatment for leukemia? Would they be still counted?
6. How is the shortage of ATCs impacting on general aviation, such as parachuting and ballooning?

287. https://www.aph.gov.au/api/qon/downloade...nNumber287

Question
1. The RIS (the Retirement Incentive Scheme 2021) was clearly a disaster because there was no follow up plan, what is ASA doing to get qualified, ready-for-work ATCs to close the staff shortages that are creating havoc with flights particularly in regional Australia?
2. What actions are you considering to re-deploy recently RISed Air Traffic Controllers who could with a short retraining period, be re-engaged?
3. Surely this would be a quicker way of getting more people with a Yellow Book rather than waiting to train up new recruits which takes 16-24 months at a minimum?

Next another attribution from Dicky King...

Concern Summit discusses Civil Military Air Traffic Projects

A Projects of Concern summit was held today on the Civil Military Air Traffic Management System (OneSKY-CMATS) project.

The summit agreed to finalise a contract change proposal and an integrated master schedule for the project by early 2024.

The Albanese Government is committed to convening regular summits in order to remediate challenging Defence projects.

The summit was attended by the Minister for Defence Industry, the Hon Pat Conroy MP, the Minister for Infrastructure, Transport, Regional Development and Local Government, the Hon Catherine King MP, defence industry representatives, and officials from Airservices Australia and the Department of Defence.

Quotes attributable to the Minister for Defence Industry, the Hon Pat Conroy MP:

“I am pleased there has been significant progress on delivering the remediation plan for the OneSKY-CMATS air traffic management project.

“Ministerial engagement through Projects of Concern summits is proving to be an effective way of motivating stakeholders to resolve complex issues.

“This is the fourth Projects of Concern summit held by the Albanese Government, demonstrating our commitment to working with industry to get defence projects back on track.”

Quotes attributable to the Minister for Infrastructure, Transport, Regional Development and Local Government, the Hon Catherine King MP:

“I thank officials from Airservices and Defence and all other representatives for their work today in discussing the Civil Military Air Traffic Management System project. Top-level focus is essential to ensure we can remediate areas of deficiency.

“There have been considerable efforts over the past 12 months to develop a robust remediation plan to get this project back on track. The Government is confident this project will deliver a key capability system to Defence.”

What about the current deficiencies with the civil aviation air traffic control system??

Senator Bridget McKenzie: asked the Airservices Australia on 2 November 2023—

(1.Overtime hours from Air Traffic Controllers from the numbers in 2019 to 2023,
with Sydney's average overtime hours per Air Traffic Controller increasing by 46%
per fortnight, Brisbane by 173%, and Melbourne by 30% between those years. Is the
reason for this the relative decrease in the amount of Air Traffic Controllers between
those two periods to deal with flight volume?

2.What is Air Services doing to ensure that overtime hours from Air Traffic
Controllers don't become excessive?

3.Is there a risk from Air Traffic Controllers working too much overtime, and what is
Air Services doing to mitigate this risk where possible?

MTF...P2 

[Peetwo]

Chalk & Cheese: FAA address Safety Issues while Harfwit absconds serious safety issues?? - 

Via LinkedIn:

The FAA’s director of Air Traffic Safety Oversight independently assesses the safety of air navigation and will now report directly to FAA Administrator Michael Whitaker, in addition to the agency’s safety organization. Learn more at https://bit.ly/4ag0dHM.

Via LinkedIn:

The FAA’s director of Air Traffic Safety Oversight independently assesses the safety of air navigation and will now report directly to FAA Administrator Michael Whitaker, in addition to the agency’s safety organization. Learn more at https://bit.ly/4ag0dHM.

Via the FAA link:

FAA Administrator Strengthens Safety Oversight Authority

Wednesday, December 13, 2023

WASHINGTON — Federal Aviation Administration (FAA) Administrator Mike Whitaker has directed the executive director of Air Traffic Safety Oversight (AOV) to directly report both to him, as well as to the Associate Administrator of Aviation Safety (AVS).

The move was recommended by the independent Safety Review Team to strengthen the connection between the Air Traffic Organization (ATO) and AVS to address aviation safety risks.

"Direct, candid feedback is crucial to constant improvement in aviation safety," said FAA Administrator Mike Whitaker. "And that is why I have provided a direct line from the person who independently assesses the safety of air navigation to me, the head of the agency."

Nick Fuller is the new AOV executive director. He is responsible for directing the independent, risk-based, data-driven safety oversight of air navigation services. Fuller is the former deputy vice president of ATO Safety and Technical Training and has managed air traffic operations at multiple levels. He began his career as an air traffic control specialist for the United States Navy.

The FAA commissioned the Safety Review Team following the agency’s Safety Summit in March. In addition to providing a direct line from the AOV executive director to Administrator Whitaker, the agency has also taken several actions to increase its air traffic controller workforce.

Spot the difference?? - In the land Down-unda where bureaucratic obfuscation and arse protection rules:

Ref: Harfwit QON; & OnePie White Elephant Concern Summit??

MTF...P2 

[Peetwo]

Harfwit bollocks continues on ATCO shortages -

Via Oz Aviation...

AIR TRAFFIC CONTROL INTERRUPTED 26 TIMES DURING CHRISTMAS PERIOD

written by Adam Thorn | January 3, 2024

There were 26 periods during the last fortnight when air traffic services across the country were interrupted amid an ongoing row over staffing at provider Airservices Australia.

The Australian Financial Review reports the most recent stoppages on Tuesday morning, spanning an hour, were to “accommodate staff breaks”, while there was a total of 334 shutdowns over the past year.

Critics have claimed the breaks in service lead to delays, cancellations, and put safety at risk – a claim Airservices has consistently denied.

Last year, Airservices Australia argued it had 100 more air traffic controllers than it required to operate Australia’s network. It said the shutdowns were a result of a “short-term” and “unplanned” leave of controllers.

However, both air traffic control union Civil Air and the Australian Federation of Air Pilots (AFAP) insisted there is a lack of staff.

In a new statement, Airservices said rosters were tight in some areas, with staff “currently unavailable for operational duties”.

Airservices added it had measures in place “to ensure our safe, secure, efficient and environmentally responsible services to the aviation industry” during the busy Christmas holiday period and into 2024.

“Safety is our highest priority as we continue to efficiently service airlines, airports and the travelling public amid peak air traffic periods to keep Australia moving,” it said.

“Airservices is enhancing its service resilience by recruiting and training more than 100 new air traffic controllers (ATCs) nationwide since 2020.

“More than 70 new ATCs are due in FY2024, and a further 80 ATCs are projected to join us each year moving forward to add further depth to our ATC rosters.

“We notified airlines and relevant air traffic management authorities of the variation as soon as possible to allow them to make any necessary operational adjustments.”

The airspace closures usually force aircraft to self-separate from each other and rely on radio broadcasts from other pilots, rather than centralised information from air traffic controllers.

Switching to TIBA — traffic information broadcasts by aircraft — leads to delays and cancellations, with Virgin’s policy not to operate in TIBA airspace when possible.

Airservices, however, had long insisted its TIBA workaround procedure is both safe and “internationally recognised”.

Airservices chief executive officer Jason Harfield told Australian Aviation in November there was no “magic number” for how many air traffic control staff are needed to cover Australia and that ATC staffing issues have less to do with raw numbers than where those numbers fall.

He said while in a perfect world, Airservices would need 800 qualified air traffic controllers, the fact that it currently has around 900 does not necessarily mean the entire system is covered.

“We sometimes fall into thinking if we have a magic number that everything’s OK, but it’s like anything to do with staffing and humans, it never stays static,” he said.

“That difference looks good on paper, but in the real world, you know, some people are on long service leave, some people are on maternity leave, people lose their medical qualification … but also, that big number doesn’t break down to these five [people] that are qualified for [one] position, 10 qualified for [another] position. And if somebody [in one position] isn’t available, that has a bigger impact.

“So we sort of tried to stop focusing on the number, but also, what’s the service outcome? Are we providing the right level of service? What’s the resourcing required and the flexibility required, for instance? That’s not a numbers game.”

Harfield said the controversial retirement incentive scheme that saw 138 employees leave Airservices, at least 124 of whom were operational ATCs, had contributed to staffing issues, but stressed that Airservices had “been very careful” with the scheme and limited it to people who were due to retire within the next few years regardless.

Referral to SSP to review?? - Yeah RIGHT!

MTF...P2

[Peetwo]

Million dollar Harfwit presiding over a 'Shit Show'?? -

Over a 11 years ago, in the course of the PelAir inquiry, Senator Heffernan called it on his judgement of the performance  of (the now CEO of ASA) Jason Harfield (refer from 05:25)...

Well yesterday a similar assessment was made by Senator McKenzie - refer from about 41:30:

Still waiting on Hansard to check but the words were close to this: "Your taking the rope and running as hard and fast as you can, with your million dollar salary, whilst your presiding over an absolute shit show.." 

For a nanosecond, the follow up to this segment was all over the media - example, courtesy the Oz:

Qantas says air traffic control in Australia like Afghanistan



Extensive flight delays and flight cancellations on Monday have been blamed on the absence of two air traffic controllers from the Sydney Airport tower, highlighting the ongoing problem of staff shortages at Airservices Australia.

As flight movements were slowed to 26 an hour from 50 because of the unplanned leave, Airservices chief executive Jason Harfield faced a Senate committee examining aircraft noise.

Nationals senator Bridget McKenzie, who had sought for the inquiry to include an examination of Airservices’ performance, grilled Mr Harfield on the situation at Sydney Airport.

Senator McKenzie said Qantas was experiencing an average flight delay of 72 minutes out of Sydney and Virgin Australia 95 minutes because of the understaffing.

“When Sydney experiences disruption, the whole country suffers and international travellers are also missing connections as a result of this.

“I want to understand your response to this,” Senator McKenzie put to Mr Harfield.

“What is happening in the Sydney tower because the weather is fine, so there’s only one other reason for the excessive delays going out of Sydney.”

Mr Harfield said two air traffic controllers had called in sick, which had resulted in the slowdown in flight movements in and out of Sydney.

Despite having “948 operational air traffic controllers”, Mr Harfield said they had not been able to replace the two who were sick on Monday.

“It’s pretty incredible that two people don’t show up for work and the whole country is shut down,” Senator McKenzie responded.



The long-serving Airservices chief was also taken to task over the reliance on “TIBA” or traffic information broadcasts by aircraft, when sufficient numbers of air traffic controllers were not available.

Although major airlines refused to operate through such airspace because of a reduction in safety, Mr Harfield insisted TIBA added “an extra layer” of safety.

“Where we don’t have a qualified air traffic controller to provide the service, we set up a temporary restricted area, and have a person to monitor that airspace,” he said.

“At the same time they provide a flight information service, and we add an additional protocol, which is the aircraft need to broadcast their position.”

Senator McKenzie said if it was safer, airlines would not object to operating through that airspace. “You’ve set up a system our airlines refuse to fly under,” she said.

“It’s the operational decision of the airlines – some airlines do fly through, it’s their choice,” Mr Harfield replied.

He conceded flight delays directly attributable to Airservices had worsened since the Covid pandemic, when about 140 experienced air traffic controllers were given the option of early retirement in return for a handsome package.

Mr Harfield said it was not a shortage of staff or experience that was the issue but how the system had evolved over time.

He also faced questions about a workplace survey undertaken by Elizabeth Broderick, which showed bullying and harassment remained a concern throughout the government agency, and employee morale was generally low.

Senator McKenzie challenged Mr Harfield to rate his own performance, given the problems facing Airservices and his “million-dollar salary”.

He suggested a “B” and then revealed that his position was up for renewal later this year.

As the industry regulator, the Civil Aviation Safety Authority has oversight of Airservices Australia and a spokeswoman on Monday said staffing levels were being closely watched.

For those interested in the rest of the Harfwit Shit Show at Estimates, fill your boots...

MTF...P2 

[Peetwo]

The Harfwit Shit Show rolls on in non-compliance with international aviation safety standards?? -   

Via Senate Estimates:

Senator McKENZIE: Qantas, in their submission to the government's white paper, said:

Airservices … has not provided consistent services and was responsible for close to 20 per cent of delays at the country's four biggest airports in financial year 2023.
…  …  …
The inconsistency of service is demonstrated by the concerning increase in … events.
…  …  …
Generally, it is used in countries with significant challenges providing air traffic control (for example, Afghanistan …).

This is our largest airline saying that the way you run your business, on behalf of us, is akin to how air traffic control is worked in a country like Afghanistan. What is your response to Qantas?

Mr Harfield: My response to Qantas is that is completely inaccurate and actually misleading.

Senator McKENZIE: Please explain.

Mr Harfield: Maybe 20 years ago, in the way that we may have handled a service variation, there would have been the same protocols that may have been used in Afghanistan at that particular time, but that is not what occurs today. Fortunately, Qantas operations do understand, but maybe other parts of Qantas don't. The situation that occurs when—

Senator McKENZIE: It's pretty serious to put in a white paper document—

Mr Harfield: That's Qantas's opinion, but it's not backed up by fact.

CHAIR: Can I clarify something, please. When did the quote from Qantas come out and do you have a copy of that for the rest of the committee?

Senator McKENZIE: It is in the Qantas submission to the white paper. I think it is public. Everyone is nodding. My staff can send me the page number.

CHAIR: I am not running a protection racket for Qantas. I fault Qantas more than anyone in this building, apart from Senator Sheldon.

Senator McKENZIE: Oh, don't you do that.

CHAIR: If anything came under Mr Joyce's fingers it would be very questionable anyway. Let's just find out.

Senator McKENZIE: You still all vote against bringing Alan Joyce before the Senate to answer questions.

CHAIR: Not me. I don't get a vote. I don't even like the man.

Senator McKENZIE: We're on a unity ticket there. Has any other department, agency or authority ever expressed concerns regarding safety in relation to the serious lack of air traffic controllers and increasing the number of traffic information broadcast by aircraft events?

Mr Harfield: Before I answer, I want to correct that last bit that you said. The traffic information broadcast by aircraft is an additional protocol that we put into place when we have a service variation in order to ensure safety is always maintained, because we actually set up what we call a temporary restricted area around the area to help protect. I want to make that clear. Going back to your original question, places like CASA always make sure, with the oversight, about any concerns they have; therefore we need to ensure that we provide the relevant information to show—

Senator McKENZIE: I know you have a lot of technical language, but the reality—what we're talking about, these types of events—is where pilots of the aircraft are no longer talking to the air traffic control tower; they're just talking to each other.

Mr Harfield: That is not correct, Senator.

Senator McKENZIE: Are you sure?

Mr Harfield: Absolutely.

Senator McKENZIE: Why don't you explain what you are talking about?

Mr Harfield: When we have a service variation in en-route airspace—it is not necessarily the tower—where we don't have the qualified air traffic controller to provide the service, we set up what is called a temporary restricted area. We have a person to sit there, an operational person, who monitors the airspace and decides whether somebody can enter the airspace or not, and manage. At the same time they provide a flight information service, which is no different. We add an additional protocol, which is the traffic information broadcast by aircraft. That means that the aircraft need to broadcast their position, no different to when they are flying into class G or some regional ports. It means there is an extra layer of safety because instead of the air traffic controller, the person, being the only person who knows what's going on, it's making sure that everyone—

Senator McKENZIE: Mr Harfield, let's be honest: the aircraft is saying, 'Cooee, I'm in this space.' Other aircraft are going, 'Oh, better not fly over there; there's another plane'—

Mr Harfield: But they're not allowed to.

Senator McKENZIE: They refuse to fly under those conditions; isn't that correct? You've set up a system that our airlines refuse to fly under.

Mr Harfield: In some cases they make the decision, and it's the operational decision of the airline where they do. Some airlines, and aircraft, do fly through. It's their choice.

---

Senator McKENZIE: Mr Harfield, I have one final section of questions. I know other senators are keen to get on with it. We have traversed today's failure, which has effectively shut the country down, as no-one can get in or out of Sydney airport because two people didn't rock up for work today. We have the ongoing issue over multiple reports of the culture of bullying and harassment in your organisation. You trot in here and give us the same lines year in, year out. We have the training debacles. For how long have you been CEO?

Mr Harfield: About eight years.

Senator McKENZIE: Eight years. What is your remuneration?

Mr Harfield: I refer you to our annual report because it is reported in there. It is in the order of $950,000 total remuneration.

Senator McKENZIE: I think you will find it is over a million dollars.

Mr Harfield: No, it is not what is reported.

Senator McKENZIE: It might not be what is reported but—

Mr Harfield: No, it's not.

Senator McKENZIE: Are you going to quibble with the committee the difference between getting paid a little over a million dollars and a little under a million dollars? That is incredible because, Mr Harfield, you are overseeing an absolute—

CHAIR: Shambles.

Senator McKENZIE: An absolute shambles of a show, and you are being paid in excess of a million bucks. That is double what Prime Minister Albanese is being paid. It is akin to what Mr Moriarty is paid, the head of the Department of Defence. My point is: this guy cannot get one KPI right. The Australian public is forking out just over a million bucks a year for the privilege of this disaster. Given the performance of your organisation over recent years, how would you rate your own performance?

Mr Harfield: Looking at the overall performance of the organisation, I would give it a 'B'—considering that we are continuing to change the system to adapt to a different environment. It is about continuing to work through those issues.

Senator McKENZIE: Are any bonuses attached to that salary?

Mr Harfield: No, there are not.

Senator McKENZIE: What about clauses that reduce your package should you or your organisation not meet the KPIs and benchmarks that are frequently set?

Mr Harfield: No, there are not.

Senator McKENZIE: The minister cannot reduce your salary if you fail to live up to her statement of expectations?

Mr Harfield: No, because that would be a matter for the board. The board could make that decision. However, we removed any sort of incentive payments or bonuses as a result of changes to our remuneration structure a few years ago.

Senator McKENZIE: When is your job up for renewal?

Mr Harfield: Next month.

Senator McKENZIE: Have you had any conversations with the minister about reappointment?

Mr Harfield: No, because the board makes a determination and a recommendation to government in the cabinet process.

Senator McKENZIE: Has your chair, or your board, sent that recommendation to the minister?

Mr Harfield: That is my understanding, yes.

Senator McKENZIE: What is their recommendation to Minister King about your reappointment?

Mr Harfield: That is a matter for cabinet.

Senator McKENZIE: Well, it is not before cabinet. I am asking about a decision of the ASA board. What was the decision of the ASA board—

Mr Harfield: They made a recommendation to reappoint me.

Senator McKENZIE: Wow! Next time we will have to have the board here because you are taking the rope and running as hard and fast as you can with your million-dollar salary while you are presiding over an absolute shit show—let's be frank. And your board is reappointing you, despite the fact that, on every metric of what would be a successful chief executive officer's behaviour, you are failing. So that has gone up to Minister King?

Mr Harfield: My understanding is that it is in the cabinet process.

Plus from CASA:

Senator McKENZIE: We had some evidence from Airservices Australia this afternoon about chronic anxiety about safety. I think there's chronic anxiety about the performance of Airservices Australia, frankly. Have you or your organisation ever expressed concerns regarding the safety or the management of airspace, particularly in the last few years?

Ms Spence : It's certainly an issue that we're monitoring very closely, as the CEO of Airservices Australia indicated. From our perspective, the safety issue is addressed by the impact on the efficiency of the airspace. You can limit the number of aircraft that are operating in airspace and that therefore means you don't have a safety issue. But you certainly have an efficiency issue.

Senator McKENZIE: So you have an expressed concern about the way the airspace is managed?

Ms Spence : We've expressed concerns about the way in which Airservices is relying on contingency arrangements to manage airspace, but I wouldn't say that's a safety issue; it's the impact on the system that's concerning.

Senator McKENZIE: You're the regulator for air traffic controllers. How many air traffic controllers do you license currently?

Ms Spence : I'd have to take the exact number on notice, sorry.

Senator McKENZIE: What role do you play in the ongoing monitoring of safety regarding air traffic control?

Ms Spence : We undertake surveillance activities on Airservices; we issue safety findings—

Senator McKENZIE: How regularly? We're really pushed for time.

Ms Spence : I have to—

Senator McKENZIE: We've got a lot of agencies and I have a series of questions, so I just need the answer.

Ms Spence : Every month we look at a different unit.

Senator McKENZIE: Great, and you randomly pick units or is there a program?

Ms Spence : It's a mix of the two.

Senator McKENZIE: Given the latest cultural report on ASA, are you confident that air traffic controllers are reporting either mental or physical illness?

Ms Spence : I couldn't comment on that, I'm afraid. I don't have a view on that.

Senator McKENZIE: You license them and you monitor them, but you don't have a view on—

Ms Spence : Their mental health—their capacity.

Senator McKENZIE: Have you seen the reports?

Ms Spence : Yes, I have.

Senator McKENZIE: Right. What's CASA's view of the appalling reports?

Ms Spence : Obviously, we are concerned about the ability for Airservices to address the issues that we see around unscheduled absences and the challenges they've got around having staff in place. Not having staff there means that they haven't been able to deliver services to the regulatory standards. But in terms of—

Senator McKENZIE: What do you do then, Ms Spence? Everything you're saying is true. Today we shut down half the country because two people didn't come into work at Sydney. There are contingency arrangements that ASA has in place that our own airlines won't use, which means it's null and void to actually deal with the issue. You've got aircraft communicating into airspace rather than through air traffic controllers, and they're not prepared to do that. What does CASA do, other than express concern?

Ms Spence : Whenever Airservices need to put a TIBA in place we restrict the airspace so that anyone who wants to enter the airspace—

Senator McKENZIE: How do we change it, Ms Spence?

Ms Spence : We're monitoring and working with Airservices on their 'get well' plan, which will ensure they get the right number of staff in to be able to meet the services.

Senator McKENZIE: In the interest of time, do you have any control over or influence on Airservices Australia?

Ms Spence : Yes, we do.

Senator McKENZIE: How are you using that, given the appalling reports of their service delivery? What have you done in the last three years?

Ms Spence : As I said, we've done surveillance, we've identified issues that they need to address and we work with them as they address those findings.

Senator McKENZIE: On notice, I would like to know the number of issues you've formally addressed with Airservices Australia, what the actual issue was and what the outcome is. There are a lot of vagaries, but I want some practical examples. Thank you so much. That's it for CASA.

CHAIR: Ms Spence, thank you very much. We'll let you get away and just keep going.

Quote from PG 92 of the Qantas Group Submission to Aviation Green Paper 2023:

Airservices

Airservices is funded by airspace users through air navigation charges. These charges cover the cost of services provided by Airservices including air traffic controllers and maintaining infrastructure.

There is an ACCC process currently underway to review Airservices’ proposal for increased fees, including a six per cent increase over the next three years. The proposal is not accompanied by a clear outline of the benefits it is proposed to deliver.

The Qantas Group is concerned by the proposed increase in fees in circumstances where Airservices has not delivered the OneSky program, has not provided consistent services and was responsible for close to 20 per cent of delays at the country’s four biggest airports in financial year 2023.1 There should be a requirement for Airservices to track and report on performance against clear targets to ensure benefits are delivered for the increased cost.

The inconsistency of service is demonstrated by the concerning increase in Traffic Information Broadcast by Aircraft (TIBA) events. A TIBA event occurs when usual air traffic control services are unavailable, and pilots are responsible for self-separating their aircraft from other aircraft in airspace by broadcasting their whereabouts. This was once an extremely rare event (almost unheard of in Australian airspace) and typically only in a crisis or other short-term outages (for example, fire alarms in control centres) or occasionally longer outages associated with protected industrial action (most recently in 2008).

Generally, it is used in countries with significant challenges providing air traffic control (for example, Afghanistan or in remote areas).

Between October 2022 and September 2023, there were 236 TIBA events affecting 1,392 Qantas Group flights, as detailed in Figure 1 below.



For safety reasons, the Qantas Group will only operate in TIBA airspace when there are no other options or with appropriate additional procedures to manage the operation. Accordingly, TIBA events significantly impact operations, causing delays, cancellations, re-routes and procedures by flight crew to manage the temporary outages. Further, where pilots are forced to fly around uncontrolled airspace, this significantly increases fuel burn and emissions. The Qantas Group experienced more than 100 delays and 10 flight cancellations in one day in June 2023 after airspace near Brisbane was closed due to an insufficient number of controllers.

This issue extends beyond the Qantas Group to the broader industry. A survey of 5,500 members by the Australian Federation of Air Pilots found almost a third were experiencing delays several times a month because of airspace restrictions.2

Airservices has embarked on a rectification program called PACE — Performance and Customer Experience. The Qantas Group appreciates this focus on rectifying the significant amount of service variations that have occurred since 2021.

To date, set targets have not been met in full, particularly regarding the volume of TIBA events and rectification timelines in the Byron and Coral air traffic control groups.

It is critical that PACE delivers: 

—A return to service levels with no TIBA events; 
—Air traffic control tower hours as outlined in ERSA (Enroute Supplement Australia) and GDP (Ground Delay Program); and 
—Airport acceptance rates unencumbered by staffing constraints.

ICAO Annex 11 deals with a State's obligations in providing ATC services: https://ffac.ch/wp-content/uploads/2020/...rvices.pdf

Attachment B outlines the State's responsibilities when TIBA procedures are in place. Skybrary reference which sums up those obligations: 

Traffic Information Broadcasts by Aircraft (TIBA)

Definition
ICAO Annex 11 states that Traffic Information Broadcasts by Aircraft "are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information of pilots of other aircraft in the vicinity" in the absence of air traffic service. It notes that TIBAs "should be made only when necessary and only as a temporary measure.
Designation of TIBA Areas

ICAO envisages that TIBA procedures should only apply in designated airspace where either it is necessary "to supplement collision hazard information provided by air traffic services outside controlled airspace" or "there is a temporary disruption of normal air traffic services". In the former case, if more than one Member State is involved in a designation, it is expected that it will be promulgated in ICAO Doc 7030. Airspace and frequency designation for TIBA is considered to be the responsibility of the Member State and should be promulgated by means of a NOTAM which details the message formats and procedures to be used. ICAO also expects that TIBA designations will be reviewed at intervals "not exceeding 12 months". It is accepted that if a TIBA procedure is being introduced because of a temporary disruption to the provision of ATS in controlled airspace, then one or more frequencies normally used for that purpose in the designated airspace may be used for TIBA.

 

MTF...P2