Dick,
I remember being involved in reducing that rediculous airspace size - up to 21nm radius at ground level and 200nm at twenty or so thousand feet. All with one controller! A huge waste of money!
Geez, I didn't realise airspace wasted money when there was only one controller controlling it.
The present system at Broome is a "do it yourself" separation system- even on to the runway.
The new system will have a qualified ATC responsible for planes not hitting each other in the circuit area and on the runway.
And you don't think that is an improvement?
Not particularly if the zone is only 8nm. And you have obviously forgot about the Flight Service Station at Broome (Bloggs you naughty boy, that's what they are called in the US: it's a CAGRO here). Not much chance of hitting anybody on the runway with Tim watching over us.
As usual, you have little grasp of what really goes on. Pilots collide in the circuit because nobody's been controlling them/giving them traffic so they can all set up the arrival in an orderly fashion. That is exactly what your E airspace does. Allows VFR to arrive unannounced until very late. That is why the current broadcast area/CAGRO works. The traffic levels have now exceeded that system's capacity: the most illogical thing to do would be to take VFR out of the system until they popped up just before the 8nm (smaller if you had your way!) CTR boundary.
Gobbo,
Same as going from centre to approach to tower to ground in pretty busy components of flight. Or ground to tower then being asked to contact approach and being given vectors when you're not at acceleration altitude, you have not finished your cockpit procedures and standard calls etc etc.
Not too sure whether you're serious or not here. First, Ground to Tower is a doddle: you do it when
you're ready. Second, Centre>App>Tower: you know what app you're flying, all it is is a freq change. Contrast that with going into Broome with a 8nm/2500ft CTR. Been into Alice in a jet? It's not quite the same as arriving down a STAR. You have no idea what approach you'll get until you're quite close to the airfield. As for getting a radar vector from approach whilst still cleaning up, that's not hard, surely? How would you cope if you slotted one and had to do your escape procedure in the opposite direction to your planned departure? Cockpit procedures/standard calls? Pulling the flaps up?