Tassie gets Multilaterated!
I'm in one of those moods
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… fair questions
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juFj
… I have heard 18 (around the state) .. just yesterday from the guy who will over see installation!!
… you may well be right … but the reason would have to be VERY compelling as explained above …. You know the company charter …. Never unreasonably reduce safety levels etc etc!! 
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peuce
…. Depends on cloud base, types and visibility. In short:-
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- If an Aircraft on a straight in precision approach can be established outside 5nm from the ‘threshold’ (in our case 6DME) by the time the departure is airborne, and consideration of missed approach is made i.e. if the arrival is a jet and the departure is a C404 then a greater margin is required, as well as options assessment i.e. once visual, would/could the jet fly a visual circuit pior to landing or is an IMC missed approach procedure required??
- If an aircraft is on a DME arrival, again cloud base and other factors such as possible missed approach are all considered in the mix.
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there are other considerations, those are just some of them!
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… true .. although ‘separation’ services are way different to ‘traffic services’ … interesting isn’t it that a return of ‘F’ is being seriously looked at!!!
… indeed! .... as should you guys 'the customers', cause it won't be my hip pocket that pays for the possible delays .... less for more ... sound familiar 
.. who cares … I was referring to real footy 
…. The red and white ….. Go you good things …! 
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juFj
Erm, I understand there will be 8 groundstations, an aircraft has to be within range of 3 to provide a return. The three have to be close together for ground monitoring, far apart for enroot.
Once commisioned I don't think they'll need the present radar, and it may go before then anyhow.
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peuce
... what happens now when there's one inbound on the ILS in cloud and one wants to depart?
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- If an Aircraft on a straight in precision approach can be established outside 5nm from the ‘threshold’ (in our case 6DME) by the time the departure is airborne, and consideration of missed approach is made i.e. if the arrival is a jet and the departure is a C404 then a greater margin is required, as well as options assessment i.e. once visual, would/could the jet fly a visual circuit pior to landing or is an IMC missed approach procedure required??
- If an aircraft is on a DME arrival, again cloud base and other factors such as possible missed approach are all considered in the mix.
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there are other considerations, those are just some of them!
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Sounds very familiar ... closing on-site Flight Service Units (Broken Hill, Dubbo etc) and remoting them back to the Centres ... despite all the shortcomings you mentioned above, it went ahead ...
If and when they seriously start talking about this stuff, you better have a good "money" argument on hand .. that's what talks these days!
P.S. The Broncos won!
…. The red and white ….. Go you good things …!
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Guess it is official then! This will mean a radar-like service down to ground level at Launceston & Hobart with only mode C transponders in the aircraft!
Surveillance to the ground at Hobart plus ADSB coverage 250Nm around Tassie.
So when's the radar being relocated?
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Just following up from the above comment RE this not being displayed in the TSAD.
Heard on the airwaves this morning, Hobart Tower talking to some VFR planes, that they could seem them on their "new system", so presumably the feed IS going into HB and LT TSAD's
Heard on the airwaves this morning, Hobart Tower talking to some VFR planes, that they could seem them on their "new system", so presumably the feed IS going into HB and LT TSAD's
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Sounds good...... but I want the ILS, even if its 8/8ths and VMC
In fact if it is, I reckon the Dog might get some Retard Time! Last time I flew with him the bastard was disgustingly good! 
In fact if it is, I reckon the Dog might get some Retard Time!
Last time I flew with him the bastard was disgustingly good!
What's happened? It's commissioned is what. Maybe you need to check out the vision correction thread
As Chapi mentioned on the 12th:
As Chapi mentioned on the 12th:
Wide area multilateration went live today in Melbourne Centre
Why so long? It's new technology so needs all manner of approvals, supporting evidence to prove it's up to the task & can be integrated into the current system? Just little things like that.
The accuracy is apparently considerably better than SSR radar.
The accuracy is apparently considerably better than SSR radar.
PLTOFF4LIFE
How did you work that one out --- theoretically at least, all you need is two to fix a position. However , I do accept that the more the merrier, or more particularly, the more you have, the smaller the CEP.
Tootle pip!!
How did you work that one out --- theoretically at least, all you need is two to fix a position. However , I do accept that the more the merrier, or more particularly, the more you have, the smaller the CEP.
Tootle pip!!
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The separation standard in TAS is 5 nm and the MLAT also receives any ADS-B that might be around. It is used in ML for separation and displayed on TSAD, but TSAD is a situational awareness tool not a separation tool. Upgrades and ASA decision required to use for approach control. LT and HB radar towers, I don't think so!
SY is now being multilaterated to replace the PRM. Even more accurate multilat than Tassie. 3 nm separation in TMA and PRM separation on final approaches to 16/34 parallels. I'm told no procedure changes so you pilots will not notice the difference. PRM controllers however will, display will look more like Eurocat.
SY is now being multilaterated to replace the PRM. Even more accurate multilat than Tassie. 3 nm separation in TMA and PRM separation on final approaches to 16/34 parallels. I'm told no procedure changes so you pilots will not notice the difference. PRM controllers however will, display will look more like Eurocat.
