ADS-B is no silver bullet to Australia being so damn big.
Chimbu with a flight from say Mout Isa to Perth in a GA aircraft, distance of 1430 nm, you will presently be in RADAR for approx 90nm at 10,000ft, ~60 at 5,000ft (coming into Perth).
With ADS-B, perhaps half of that trip you will be within ADS-B/tracked by TAAATS at 5,000ft, ~700nm.
ADS-B all the ways at 10,000ft !!!!!!.
Certainly this is a step forward ?.
The nett effect at the moment with the RAM alarm, is that when pilots are told that control services are terminated they tend to get the mindset that seeing they are no longer 'tied' to an airways clearance that they don't need to advise ATC if they are changing their tracking.
Hi Max,
ATC currently only provides a FIS in Class G, no clearance required;
So wouldn't turning the RAM alarm off for IFR flights OCTA reduce your work load, why does ATC even care about RAM OCTA ?.
EG, If an IFR aircraft is to fly from say Perth to Esperance, when descended through FL180, it enters Class G airspace, ATC being the consumate professionals they are, pass traffic.
Q. If the aircraft then deviates off track to line up for an approach at ESP and descend to Grid LSALT or 25nm MSA (presently off track, so can not use Route LSALT), your RAM alarm goes off and you question the PIC, What has the PIC done wrong ?, you know because he/she set an alarm off in Class G airspace ?.
Q. Should this alarm be disabled when in OCTA or is this the first step in the 3 dimensional management of IFR aircraft OCTA (RAM plus MSAW) ?.