Is it possible to arrange a visit to Melbourne Centre?

[150Aerobat]

I'd like to arrange a visit if possible to Melbourne Centre for some of our PPL students. It would probably be 3 or 4 or us.

Also, or perhaps instead of, does anyone know of any publications or other information I could provide to students that gives a general overview of how the ATC system works from a VFR perspective, if possible, specifically in the Melbourne area?

I was trying to explain the ATC system to a student today, and came to the realisation that I don't exactly have a solid idea of what happens from plan submission through to taxying in at the controlled airport either.

Why for example does the same aircraft at the same location with the same request get told to contact different controllers? One day ML CEN might handle the clearance, next day ML Radar will do it. Another day I might get "contact approach with clearance request". Is it workload related?

Also, why do we pass all our details on initial contact (AC type, position, altitude etc) even though we have a plan in?

Why when I'm handed off to the next controller as I approach my destination, do I only pass my altitude maintaining on contact?

I can guess the answers to this stuff, but when it comes to explaining it to a student, I'd rather be passing on facts, not my own experienced-derived theories.

Cheers

[Roger Standby]

You may get some of the information you are looking for here

http://www.civilair.asn.au/

on the CivilAir website or try phoning Vicki Huggins at Melbourne Centre.

[maxgrad]

Used to take students there all the time years ago. Well looked after and very educational. Just can't remember who I contacted

[IORRA]

Why for example does the same aircraft at the same location with the same request get told to contact different controllers? One day ML CEN might handle the clearance, next day ML Radar will do it. Another day I might get "contact approach with clearance request". Is it workload related?

This is in most cases due to 'sector' consolidation/splitting according to workload. For example, in times of low traffic in Sydney, the airspace normally associated with Sydney Director is often 'combined' with Sydney Approach's airspace, and wholly controlled by the Sydney Approach Controller. When things are busier, Sydney Director has its own controller, and in peak periods, the Sydney Director position is split into Director East and Director West, and handled by different controllers.

Similarly in Melbourne (and at best guess) some Centre and Radar sectors there are obviously combined/split as controller workload/traffic volume dictates. Furthermore, if an aircraft 'clips' the corner of another controller's airspace, it might well be easier for that controller to leave the aircraft in the hands of the original controller than to take control of that aircraft for all of 30 seconds. At other times, it might not be. All of this is organised from controller to controller over the VSCS (intercom).

Also, why do we pass all our details on initial contact (AC type, position, altitude etc) even though we have a plan in?

Even though the aircraft has a plan in, and is no doubt identified by callsign and data tag on the controller's TAAATS display, giving your position and altitude on initial contact assists the controller in locating the aircraft in question on his screen (quite hard to do in a busy sector). As for the aircraft type, this serves as a confirmation that the correct plan is linked to the correct aircraft, as well as confirming the aircraft's wake turbulence category (the aircraft-to-aircraft separation requirements vary for each of the three wake turbulence categories).

Why when I'm handed off to the next controller as I approach my destination, do I only pass my altitude maintaining on contact?

This provides an initial confirmation that the 'last assigned altitude' shown on the controller's radar display/flight strip is the actual level being flown by the aircraft. It also assist's the controller's situational awareness, as aeroplane altitudes are not as obvious as their geographical position on first glance at the radar display.

I'm not an ATCer, but I hope this helps nontheless.

IORRA

[karrank]

Even though the aircraft has a plan in, and is no doubt identified by callsign and data tag on the controller's TAAATS display

You'd think so wouldn't you. If you were a VFR flight say from YBHI to YMEN and you call me for a clearance around YBDG I will no indications on my screen of your existance other than a code 1200 return that may (or may not) be you.

When your give me your location & altitude I can decide what priority to give you for the task of finding your flight plan in the big bucket we keep them in and get a label flying in your area. If you are near your planned track I can just get you to squawk and the label is attached. If not I really should have pushed another button first, and now have to get on the phone to the controller that works the YBHI area and get him to fix the FPL... Your report tells me which to do.

Positions do 'conk' (concentrate) and some that are normally run combined can 'de-conk' every so often. What level you are makes a difference also.

[Hempy]

We have pilot groups and trainees through quite regularly, but most of the time its after about 7pm. The PR person in ML is Vicki Huggins, email [email protected], she should at least let you know what is required (licence etc)

Also, the reason you may talk to approach one day and radar the next is because the airspace changes depending on the runway configuration, i.e the same control position manages slightly different airspace

[takeonme]

I think the number for the TAAATS centre is in the ERSA.

Well it was when I went looking....