Flightwatch going…going…gone!

Now, with few exceptions, that on-request FIS is to be effectively decommissioned.

The release of AIP SUP H62/07 of September 27 notes that a two stage change will see the Flightwatch VHF frequencies (refer ERSA GEN-FIS-4) transferred, used elsewhere and/or decommissioned. This first stage commenced from September 27. The second stage, to take effect from October 25, will see further consolidation of the discrete Flightwatch VHF frequencies. In the AIP SUP Airservices advises that the ATC FIA VHF frequencies and HF will become the frequencies to use for all inflight on-request FIS information.

The provision of FIS information by ATC remains dependent on ATC workload and is secondary to the provision of separation and traffic information services (as described in AIP GEN 3. 3-10 section 2. 11).

Even before the AIP SUP H62/07 commenced Area NOTAMs were advising that on-request FIS, Sartime and emergency alerting services, normally provided by Flightwatch, were only available on ATC FIA frequencies or HF from Monday to Friday, 8am to 11am EST.

In summary, what is happening is that Airservices is dispensing with the Flightwatch FIS as VFR and non-airline pilots know it and as they have been told to use for the last few years.

Airservices believes transferring the FIS to the ATC environment has several benefits, including: (1) Enabling pilots operating in Class E and Class G airspace access to a flight information and alerting service on the same ATC frequency they would use to monitor other aircraft activity in their vicinity.

(2) The provision of enhanced collision hazard information to aircraft by air traffic control and improved situational awareness through the lower ATC sectors, particularly when ADS-B is deployed across the continent. There are no surveillance displays in the Flightwatch positions in the Airservices Brisbane office.

(3) The realisation of savings to industry of up to $500,000 through a reduction in staff costs and the maintenance of 29 dedicated Flightwatch VHF positions.

The last comment probably says it all.

The provision of the FIS is a requirement of ICAO member nations, which of course includes Australia.

Moving the FIS responsibility from Flightwatch to ATC will mean that Australia still meets its obligations, but not in the same way it has in the past.

Airline and IFR traffic generate revenue but VFR general aviation OCTA traffic does not. Indeed they cost Airservices if one looks at only the cost of follow ups that take place when Sartimes expire uncancelled.

Do not be surprised if future changes to the system include changes to Sarwatches and Sartimes.

While Airservices has said that the FIS requirements will be moved from Flightwatch to the ATC frequencies, it has also noted that this is dependent on ATC workload and is secondary to the provision of separation and traffic information. In practise what this might mean is that when a pilot calls up using the expression ‘Flightwatch’ on an ATC frequency for such things as the last light at location X, he should not be surprised if told “unable to assist, busy”.

When the Flightwatch FIS was introduced this instructor taught students that they should know the appropriate Flightwatch frequency for the area being flown in, but to then fly listening to the appropriate ATC or Centre frequency.

By doing this it meant that the student and later licensed pilot was already doing what is noted in (1) above.

Discussion between Centre and airline or IFR traffic rarely discloses the location of that traffic.

On its website Airservices announces: “Airservices Australia, voted world’s best air traffic service provider.

And you’d be surprised what else we do!” Already some in the aviation industry are responding by saying “Not so” (in the case of the Flightwatch FIS change) and, “No, we won’t be surprised!” AEROPLANE FLIGHT REVIEWS CASA has flagged its intention to produce a Civil Aviation Advisory Publication (CAAP) to cover the Aeroplane Flight Review, or Biennial Flight Review as industry knows it. Indeed the new name for the review will be just that, the Flight Review (FR).

The intention is to have a stand-alone publication that will be usable by instructors conducting Flight Reviews, and also by pilots undergoing the review. At present the FR requirements are spread across a number of CASA regulations and orders, making it hard for all concerned to understand what is required.

When CASA calls for comment I’d urge all instructors conducting FRs to comment on the proposals. o Contact Dave via email at flyer02@optusnet. com. au