Old 17th Mar 2020, 01:12
  #529 (permalink)  
Mr Approach
 
Join Date: Jan 2016
Location: Planet Earth
Posts: 145
Hoosten - in every comment you make you expose the ridiculousness of our current system.
When I watch the videos of the US system, I recommended, I do not see pilots doing "rapid frequency transfers from Terminal to Centre, to receive traffic, then to CTAF to arrange segregation with aircraft then to Unicom".
First there is no mandatory traffic information in Class G airspace in the US, if IFR you would be separated from other IFR down to 1200 or 700 feet AGL; that is the Centre (I am not sure what Terminal is in your email) The CTAF is the other frequency you guard and if there is a UNICOM the operator would be on the same frequency, as per our legislation.

So two frequencies, on one you are being vectored to an instrument approach, and if you say you are visual you will be assigned a visual approach. (If you do not want a visual approach do not report visual). The CTAF is where you will hear the VFR traffic, but if the Centre controller can see any VFR traffic he/she thinks might affect your flight, it will be passed. (In Australia this is also a duty of care issue for the ATC)
If it is not hard in the US why is it so hard in Australia? My answer is because of the Class G, IFR pilots are having to separate themselves with other IFR pilots, conducting practice instrument approaches. Centre is passing traffic, but pilot has to self-separate while also keeping eyes and ears open for VFR traffic. It's no wonder that "Arriving into MNG from the South is extremely high workload when MNG is busy"

Last comment "Jandakot is a Class D Metro, i.e no separation service to traffic unless you're IFR in IMC" Strictly correct however Class D airspace was identified and codified by ICAO by observing what control towers do with traffic in the air traffic zone (ATZ), a term not used in Australia. Class D should be circuit area size (5NM if surrounded by Class E but once again Australia is different) Basically pilots either enter as approved by ATC (Non-Metro Class D) or in accordance with a published procedure (Metro Class D). Both are designed to allow pilots to self-separate while positioning for circuit entry watched over by Tower ATC, who also regulates runway movements in accordance with ICAO or National regulations. In the US these are commonly referred to as VFR Towers because IFR aircraft are separated from other IFR aircraft by Centre onto instrument approaches, sequence information is given to the VFR tower, and the Tower then segregates the VFR traffic using circuit area instructions,from the aircraft on the instrument approach who call the Tower around ten miles. In other parts of the world this is ATC 101, but for some reason Australia went a different way.

We are far too heavily biased towards "revenue generating" airspace such as above FL180, the Oceanic areas and major terminal maneuvering areas (TMAs). Low level airspace around our smaller airports where statistically the accidents happen get no interest unless there is something that might embarrass the MInister, such as Jetstar complaining about Ballina.
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