Merged: Fog proof Tullamarine?
nitpicker330
I am not able to advise how many LVP movements per hour at MEL nor the average holding time. You really need to speak to someone who is more recent with ops at MEL.
Perhaps AIP needs to be wordsmithed to include something like:
Notwithstanding sub para 9.3, at Melbourne, when Low Visibility Procedures are in progress, the following order of priorities will apply:
a. scheduled commercial air transport operations into Melbourne with CAT111 capability
b. with equal status:-
i. scheduled commercial air transport operations;
ii. non-scheduled commercial air transport operations;
iii. military aircraft (other than training flights);
iv. aircraft engaged in the personal transport of
- State Governors or he Administrator of the Northern Territory,
- State Premiers of Chief Ministers of erritories;
v. aircraft participating in Medical (MED 2) operations;
c. with equal status:
i. general aviation aircraft proceeding to a primary aerodrome;
ii. Military and civil training flights; and
d. other operations
As I recall, CAT111 capability isn't in the FPL. It would then need to be advised to ATC, who would need to manually enter the information into the aircraft's label on the radar display (only when Low Visibility Procedures are on the MEL ATIS).
As it is unlikely that Maestro would be able to recognise information from the aircraft's label then MEL Flow would be required to manually sort the arrival sequence. Might need to have separate holding points for non-CAT111 aircraft.
tankengine,
Good question, unfortunately, CATIII is seen as a panacea for all things that can't be seen. There is a lot more to CATIII operations than just a lower minima. ATC procedures are just part of this, aircraft capability, aircrew & ATC familiarity, more rigorous flight testing procedures, aerodrome facilities, to name a few.
Missy:-- Are you able to tell us how many per hour landed during the LVP and what was the average holding time required.
Perhaps AIP needs to be wordsmithed to include something like:
Notwithstanding sub para 9.3, at Melbourne, when Low Visibility Procedures are in progress, the following order of priorities will apply:
a. scheduled commercial air transport operations into Melbourne with CAT111 capability
b. with equal status:-
i. scheduled commercial air transport operations;
ii. non-scheduled commercial air transport operations;
iii. military aircraft (other than training flights);
iv. aircraft engaged in the personal transport of
- State Governors or he Administrator of the Northern Territory,
- State Premiers of Chief Ministers of erritories;
v. aircraft participating in Medical (MED 2) operations;
c. with equal status:
i. general aviation aircraft proceeding to a primary aerodrome;
ii. Military and civil training flights; and
d. other operations
As I recall, CAT111 capability isn't in the FPL. It would then need to be advised to ATC, who would need to manually enter the information into the aircraft's label on the radar display (only when Low Visibility Procedures are on the MEL ATIS).
As it is unlikely that Maestro would be able to recognise information from the aircraft's label then MEL Flow would be required to manually sort the arrival sequence. Might need to have separate holding points for non-CAT111 aircraft.
tankengine,
why install the good gear with no plan
Joint AirservicesAustralia and Melbourne Airport Media Releases, 31/5/2010.
Major technology upgrade and new control tower for Melbourne Airport
Melbourne Airport has received a major technology boost with the commissioning of an Australian-first Category 3 Instrument Landing System (ILS) to improve reliability and safety in marginal weather conditions.
Airservices Australia, the national air navigation services provider, has also confirmed today Melbourne will receive a new $17m air traffic control tower and $21m technical services centre, with tower construction to start almost immediately.
The three major projects are part of a multi-million dollar upgrade to aviation infrastructure in Melbourne by Airservices and Melbourne Airport.
The new ILS is supported by other improvements including a laser-based runway visual range system to measure fog density, improved taxiway lighting for low visibility conditions and the introduction of runway ‘stop bars’ to control aircraft movement and enhance safety.
In addition, Airservices has recently introduced an Advanced Surface Movement Guidance and Control System (A-SMGCS) which will identify and track every aircraft and vehicle on the airport.
Airservices CEO Greg Russell said the upgrades were the result of significant planning and investment by Airservices, the airport and other key stakeholders in the aviation industry.
“The ILS project in particular involved a high degree of co-operation between personnel from Airservices, Melbourne Airport, the Civil Aviation Safety Authority and the Bureau of Meteorology,” Mr Russell said.
“It is a ground-breaking project and our technical and engineering teams have worked long and hard to deliver the new ILS in time for Melbourne’s fog season,” he said.
Melbourne Airport’s Executive General Manager Simon Gandy said “This is a great milestone for all those travelling in and out of Victoria. We are currently the only airport in the country to have this certification, which gives us a fantastic operational advantage that will serve to strengthen our curfew free, single terminal precinct.
“We invested over $10M in additional infrastructure. The entire project practically ensures a 100% arrival and departure capability in foggy conditions for all approved operators. This whole of industry initiative is fantastic for the state and testament to the partnership between Airservices Australia, airlines and airport operator” he said.
The airport’s new Category 3 ILS brings Melbourne into line with major international airports such as London Heathrow and Frankfurt.
It allows suitably equipped aircraft to land in marginal weather conditions where visibility is down to as low as 75 metres. Previously these aircraft would have had to divert to an alternative airport without at least 800m visibility to the runway threshold.
The new Category 3 system will provide a major boost for international flights in particular as most international aircraft such as the Airbus A380 and latest Boeing aircraft are equipped and certified for such landings.
Airservices new control tower, fitted with state-of-the-art technology, will support the recent equipment upgrades and see the replacement of the current tower, which dates back to the opening of the airport, by late 2012.
The new 78m high tower will be built adjacent to the current tower by contractor Hansen Yunken and will take into account long-term development plans for the airport outlined in its Master Plan.
Airservices new technical facility at the Melbourne Air Traffic Services Centre will house the engineers, technicians and equipment required to maintain the safety and integrity of Australia’s air navigation system.
It will replace a number of separate, ageing buildings predating the opening of Melbourne Airport. Work is expected to start later this year and be complete by late 2011.
The projects are part of an ongoing $800m upgrade of Airservices infrastructure, communications, navigation and surveillance capabilities.
Does anyone have the AIP SUPP that introduced Melbourne's CATIII ILS?
Major technology upgrade and new control tower for Melbourne Airport
Melbourne Airport has received a major technology boost with the commissioning of an Australian-first Category 3 Instrument Landing System (ILS) to improve reliability and safety in marginal weather conditions.
Airservices Australia, the national air navigation services provider, has also confirmed today Melbourne will receive a new $17m air traffic control tower and $21m technical services centre, with tower construction to start almost immediately.
The three major projects are part of a multi-million dollar upgrade to aviation infrastructure in Melbourne by Airservices and Melbourne Airport.
The new ILS is supported by other improvements including a laser-based runway visual range system to measure fog density, improved taxiway lighting for low visibility conditions and the introduction of runway ‘stop bars’ to control aircraft movement and enhance safety.
In addition, Airservices has recently introduced an Advanced Surface Movement Guidance and Control System (A-SMGCS) which will identify and track every aircraft and vehicle on the airport.
Airservices CEO Greg Russell said the upgrades were the result of significant planning and investment by Airservices, the airport and other key stakeholders in the aviation industry.
“The ILS project in particular involved a high degree of co-operation between personnel from Airservices, Melbourne Airport, the Civil Aviation Safety Authority and the Bureau of Meteorology,” Mr Russell said.
“It is a ground-breaking project and our technical and engineering teams have worked long and hard to deliver the new ILS in time for Melbourne’s fog season,” he said.
Melbourne Airport’s Executive General Manager Simon Gandy said “This is a great milestone for all those travelling in and out of Victoria. We are currently the only airport in the country to have this certification, which gives us a fantastic operational advantage that will serve to strengthen our curfew free, single terminal precinct.
“We invested over $10M in additional infrastructure. The entire project practically ensures a 100% arrival and departure capability in foggy conditions for all approved operators. This whole of industry initiative is fantastic for the state and testament to the partnership between Airservices Australia, airlines and airport operator” he said.
The airport’s new Category 3 ILS brings Melbourne into line with major international airports such as London Heathrow and Frankfurt.
It allows suitably equipped aircraft to land in marginal weather conditions where visibility is down to as low as 75 metres. Previously these aircraft would have had to divert to an alternative airport without at least 800m visibility to the runway threshold.
The new Category 3 system will provide a major boost for international flights in particular as most international aircraft such as the Airbus A380 and latest Boeing aircraft are equipped and certified for such landings.
Airservices new control tower, fitted with state-of-the-art technology, will support the recent equipment upgrades and see the replacement of the current tower, which dates back to the opening of the airport, by late 2012.
The new 78m high tower will be built adjacent to the current tower by contractor Hansen Yunken and will take into account long-term development plans for the airport outlined in its Master Plan.
Airservices new technical facility at the Melbourne Air Traffic Services Centre will house the engineers, technicians and equipment required to maintain the safety and integrity of Australia’s air navigation system.
It will replace a number of separate, ageing buildings predating the opening of Melbourne Airport. Work is expected to start later this year and be complete by late 2011.
The projects are part of an ongoing $800m upgrade of Airservices infrastructure, communications, navigation and surveillance capabilities.
Does anyone have the AIP SUPP that introduced Melbourne's CATIII ILS?
Missy said
Indeed, MEL Centre is required to enter CAT2 or CAT3 into the aircraft's label and the MEL Flow Director is required to use the info to construct the sequence.
Anyone have info of when AIP will be changed to institute "Approach bans" during LVO?
As I recall, CAT111 capability isn't in the FPL. It would then need to be advised to ATC, who would need to manually enter the information into the aircraft's label on the radar display (only when Low Visibility Procedures are on the MEL ATIS).
As it is unlikely that Maestro would be able to recognise information from the aircraft's label then MEL Flow would be required to manually sort the arrival sequence. Might need to have separate holding points for non-CAT111 aircraft.
As it is unlikely that Maestro would be able to recognise information from the aircraft's label then MEL Flow would be required to manually sort the arrival sequence. Might need to have separate holding points for non-CAT111 aircraft.
Anyone have info of when AIP will be changed to institute "Approach bans" during LVO?
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Approach Ban
Not strictly true to say there have never been approach bans. In the "good old days" when ATC had Operational Control and Tower's reports of conditions were gospel, the airport could be closed to landings and/or departures and the only aircraft who were legally entitled to make an approach when conditions were below minima were training aircraft conducting practice approaches with missed approach, or aircraft declaring an emergency. Of course, ATC would make liberal use of "conditions fluctuating about the minima" which permitted an approach except when visibility was in RVR (in those days, below 2000m).
Further to that, ATC could also stop VFR (Special VFR) aircraft from getting themselves into strife by withholding a clearance when conditions were below sensible levels. These days, they don't have that right and lighties can fly off into ridiculous weather if they wish. ATC is then expected to somehow magically produce a way for them to safely survive.
So, bring back the good old days.
Yes, I know, I'm getting too old for this sh1t.
Further to that, ATC could also stop VFR (Special VFR) aircraft from getting themselves into strife by withholding a clearance when conditions were below sensible levels. These days, they don't have that right and lighties can fly off into ridiculous weather if they wish. ATC is then expected to somehow magically produce a way for them to safely survive.
So, bring back the good old days.
Yes, I know, I'm getting too old for this sh1t.
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Approach Bans
Approach Bans are not an ATC function as many seem to think. They are included in the CASA approval for Low Vis Ops for each airline. If RVR is reported as below minimum at the start of the approach , the aircraft must not continue the approach. If RVR is reported as below minimum after the OM or 1000 ft, the aircraft may continue to the minima. The role of ATC is to provide RVR whilst the approach is completely at the discretion of the PIC.
