Melbourne Fog Vs RPT
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Melbourne Fog Vs RPT
Fog delays flights at Melbourne Airport
Is it starting to become obvious to some we need some Cat3 ILS in this country!
Is it starting to become obvious to some we need some Cat3 ILS in this country!
Cat 3B sort of
My information was that Melbourne airport has already installed a new ILS landing system supposedly to CAT 3B with a minimum of 50 feet and 350 meters visibility on Runway 16.
It was to be available by this winter?
There are no published Approach charts that I have seen and as each airline must be individually approved so I guess it is not happening any time soon.
350 meters visibility is very high and is about normal CAT 2 visibility but 50 feet is CAT 3B and there is a range of possible visibilities available, I forget the exact numbers.
It was to be available by this winter?
There are no published Approach charts that I have seen and as each airline must be individually approved so I guess it is not happening any time soon.
350 meters visibility is very high and is about normal CAT 2 visibility but 50 feet is CAT 3B and there is a range of possible visibilities available, I forget the exact numbers.
Peter,
Yes we really do need bankrunners in jet aircraft with several hundred pasengers down the back like:
The bloke who killed a PA31 load in Young or
The bloke who killed 3 at Mt Hotham or
The check and trainer at Tamair who killed one or two trainees doing V1 cuts at night in a Metro.
Do what you THINK you need to do to keep your current job but keep it to your self.
Yes we really do need bankrunners in jet aircraft with several hundred pasengers down the back like:
The bloke who killed a PA31 load in Young or
The bloke who killed 3 at Mt Hotham or
The check and trainer at Tamair who killed one or two trainees doing V1 cuts at night in a Metro.
Do what you THINK you need to do to keep your current job but keep it to your self.
Bob,
50' DA is normal Cat3a decision height, with Cat3b being no decision height, just minimum visibilty of around 150m-200m specified. Still, a 3a facility in MEL would be great! Just tell those EK A340 pilots to stay out of the antennas down there will ya!
50' DA is normal Cat3a decision height, with Cat3b being no decision height, just minimum visibilty of around 150m-200m specified. Still, a 3a facility in MEL would be great! Just tell those EK A340 pilots to stay out of the antennas down there will ya!
Vis this morning in ML was being reported as 100m so you'd be needing at least Cat3B capabilities to get in with those conditions.
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I believe as part of the replacement of 14 ILS facilities throughout Australia by Airservices over a period of 12 month to June 2008, Melbourne Runway 16 was upgraded to CAT 2/3B capability. To bring the entire airport up to CAT 3 capability requires the instalation of additional approach, runway exit and taxiway lighting. I believe that some, if not all of this, has been completed.
Australia, never having had LVO, then had to go through the process of issuing NPRM by CASA, with the associated discussion papers, before issuing NFRM which I am not sure has been completed. Overall this whole process has taken several years, and as someone flying for an overseas carrier who operates to LVO approved airports on a daily basis, and who has diverted to ADL more than once due to fog in MEL, I share your frustration.
It was hoped that CAT 3 ops would begin in MEL in early 2009, however it seems the whole process may have become caught up in the bureaucratic process that seems to dog aviation in this country.
Australia, never having had LVO, then had to go through the process of issuing NPRM by CASA, with the associated discussion papers, before issuing NFRM which I am not sure has been completed. Overall this whole process has taken several years, and as someone flying for an overseas carrier who operates to LVO approved airports on a daily basis, and who has diverted to ADL more than once due to fog in MEL, I share your frustration.
It was hoped that CAT 3 ops would begin in MEL in early 2009, however it seems the whole process may have become caught up in the bureaucratic process that seems to dog aviation in this country.
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When you begin to accept that Australia is a third world country, trying to look like it's first world, you can free yourself of those high expectations.
The airports, the roads, the ports, the public transport, the bureaucracy, the health system....etc
You get my drift..
We do a damned good meat pie though.
The airports, the roads, the ports, the public transport, the bureaucracy, the health system....etc
You get my drift..
We do a damned good meat pie though.
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Back in the 70's I travelled LAX - MEL on a BA VC10. I'm sure that after landing at MEL the Captain announced over the PA that this flight was the first to make an automatic hands off landing at Melbourne.
Was I dreaming? Maybe wishful thinking?
I'm not a pilot.
Was I dreaming? Maybe wishful thinking?
I'm not a pilot.
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The ML 34 ILS was most of the way through the process of validation for Cat IIIb when part of it got knocked down by a low flyer. Oops, put a hole in the data as well as the ILS.
34 ILS? i thought the 340 took out the 16 LOC antenna.
while it would be nice to have an ILS on 34, i think it would get more use on 16, especially anything cat3.
while it would be nice to have an ILS on 34, i think it would get more use on 16, especially anything cat3.
