How high is the highest class G in Aus?
Thread Starter
How high is the highest class G in Aus?
Noddy question, I know, but I don't have any charts handy that give me a clue.
Does someone know off the top of their head?
Ta muchly
Does someone know off the top of their head?
Ta muchly
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FL180 perhaps. Can't seem to find higher than that right now without looking too hard.
Tindal and Uluru have FL180 Class E surrounding them.
Tindal and Uluru have FL180 Class E surrounding them.
Last edited by VH-XXX; 7th May 2013 at 13:30.
Agree XXX,
South of Perth, once clear of the MIL R airspace, FL180 is LL of E.
This is the closest to Jandakot if ya want to go 'up'.
E = LL FL180 seems to be the standard for the remainder of the country...I would think....
(Don't have all the charts either...)
Perth VNC, ERC Low, refer.
Cheers
South of Perth, once clear of the MIL R airspace, FL180 is LL of E.
This is the closest to Jandakot if ya want to go 'up'.
E = LL FL180 seems to be the standard for the remainder of the country...I would think....
(Don't have all the charts either...)
Perth VNC, ERC Low, refer.
Cheers
FL180 as mentioned if I recall with a few area's up to 8500', I think more around class C Airspace & class D Aerodromes for that lower limit.
G has class E above it too again if I recall.
I always wondered why we had to learn the Alphabet!:-)
Wmk2
Ok just saw ya post 'Las'.............Abv FL600 is Class S, Space here we come!
G has class E above it too again if I recall.
I always wondered why we had to learn the Alphabet!:-)
Wmk2
Ok just saw ya post 'Las'.............Abv FL600 is Class S, Space here we come!
Last edited by Wally Mk2; 7th May 2013 at 15:55. Reason: poor speeling:-):-)
If you look to the north west of Darwin on the ENR chart, class G goes up to FL245 between the oceanic boundary and the Brisbane FIR boundary underneath the Oceanic class A.
Absolutely 'Lurved' it in the good ole days, when CTA went only up to
FL400....
And then along came ......Concorde!!!
As he left FL400 on the climb, he was OCTA, and OURS!!
Much to the chagrin of ATC at the time.
Good Ole FS had the pleasure of providing the comms, SAR, and of course, the (Ahem) ALL important 'TRAFFIC' watch as he cruise climbed to above FL600....Where he would still be OCTA today!!
He actually gave me a 'Part 3' AIREP as he crossed the Bight - well to the South of - to avoid disturbing the 'Waggle' - I cannot remember what the wind and temps were, but the MET guys had a smile.
As a Supervisor at the time, I put 'Mal' (How did ya know it was me..) on, and, as the aircraft tracked around the coast via Cape Leeuwin, then N to PH, the CTA recommenced then at 28DME to the SW of PH.
ATC wanted the acft on their freqs 'early' for whatever reason, he was on RADAR of course, so Dear Mals said someting like, 'HE's not yours till 28 DME - I'll give him to you at 30....'
He actually handed the acft over at 40DME - just to be 'nice'....
They actually had no traffic which was going to affect Concorde's approach..... (Super's ascertain these things to keep 'things cool'...)
For another story...ask the RAAFies of the time 'Wot 'appened' when they thought they might try an 'interception exercise' using the Mirages ex Willie, as he was on the way 'in', and again on the way 'out'....???
A, B, C, Spaghetti airspace....
You WAS either 'IN' or you was "OUT".....and got the services accordingly!!
Cheers....Rant over...cuppa....
FL400....
And then along came ......Concorde!!!
As he left FL400 on the climb, he was OCTA, and OURS!!
Much to the chagrin of ATC at the time.
Good Ole FS had the pleasure of providing the comms, SAR, and of course, the (Ahem) ALL important 'TRAFFIC' watch as he cruise climbed to above FL600....Where he would still be OCTA today!!
He actually gave me a 'Part 3' AIREP as he crossed the Bight - well to the South of - to avoid disturbing the 'Waggle' - I cannot remember what the wind and temps were, but the MET guys had a smile.
As a Supervisor at the time, I put 'Mal' (How did ya know it was me..) on, and, as the aircraft tracked around the coast via Cape Leeuwin, then N to PH, the CTA recommenced then at 28DME to the SW of PH.
ATC wanted the acft on their freqs 'early' for whatever reason, he was on RADAR of course, so Dear Mals said someting like, 'HE's not yours till 28 DME - I'll give him to you at 30....'
He actually handed the acft over at 40DME - just to be 'nice'....
They actually had no traffic which was going to affect Concorde's approach..... (Super's ascertain these things to keep 'things cool'...)
For another story...ask the RAAFies of the time 'Wot 'appened' when they thought they might try an 'interception exercise' using the Mirages ex Willie, as he was on the way 'in', and again on the way 'out'....???
A, B, C, Spaghetti airspace....
You WAS either 'IN' or you was "OUT".....and got the services accordingly!!
Cheers....Rant over...cuppa....
Last edited by Ex FSO GRIFFO; 8th May 2013 at 01:26.
Excellent to work to those astute map readers
'Griffo' I bet you could write a book on what was heard, said & believed to be true of ATC over the years, the ATC fun police are all over it like a rash these days.
Wmk2
'Griffo' I bet you could write a book on what was heard, said & believed to be true of ATC over the years, the ATC fun police are all over it like a rash these days.
Wmk2
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I was wondering how soon either the sexy white pointy thing or the sexy black pointy thing would appear on this thread.
For VFR E is almost the same as G so there are lots of places outside the curve formerly known as J you can go to F245 without needing a clearance (if that was the idea behind the question).
I seem to remember at one stage all our A was B, which is probably why B is still in the books.
Griffo - its not that complicated. You can be in, out or sort of in, while others you are in with are out, or in, or kind out but in someways in, while close to others in a different in (or out), that may be less out (or in) than you but may be in proximity (or out).
For VFR E is almost the same as G so there are lots of places outside the curve formerly known as J you can go to F245 without needing a clearance (if that was the idea behind the question).
I seem to remember at one stage all our A was B, which is probably why B is still in the books.
Griffo - its not that complicated. You can be in, out or sort of in, while others you are in with are out, or in, or kind out but in someways in, while close to others in a different in (or out), that may be less out (or in) than you but may be in proximity (or out).
Sprucegoose
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A, B, C, Spaghetti airspace....
You WAS either 'IN' or you was "OUT".....and got the services accordingly!!
You WAS either 'IN' or you was "OUT".....and got the services accordingly!!
I know it's an oldie but remember the story of the SR71 requesting the upper limit of class G - Evidently the controller didn't know the service ceiling of this aircraft.
Pilot: "Radar, Good Day, Airforce Blackbird, request FL 600(!)"
Controller (amused): "Sir, if you can reach, you are cleared FL 600"
Pilot: "US Air Force Blackbird, leaving FL 800, decending Level 600..."
Pilot: "Radar, Good Day, Airforce Blackbird, request FL 600(!)"
Controller (amused): "Sir, if you can reach, you are cleared FL 600"
Pilot: "US Air Force Blackbird, leaving FL 800, decending Level 600..."
Bodybag,
As mentioned above Class B is not used in Aust alphabet soup.
In the USA most of the largest busiest RPT airports are in Class B control zones and smaller busy RPT airports are in Class C.
Eg LAX , SFO and Washington Dulles and Baltimore, NY, Chicago, Dallas etc are in class B whilst smaller but busy airports like Sacramento, Reno, etc are in Class C control zones and areas.
Here in Aust we put the capital city airports in class C.
Busy US GA airfields like Australia's JT and Parafield etc are in Class D.
As mentioned above Class B is not used in Aust alphabet soup.
In the USA most of the largest busiest RPT airports are in Class B control zones and smaller busy RPT airports are in Class C.
Eg LAX , SFO and Washington Dulles and Baltimore, NY, Chicago, Dallas etc are in class B whilst smaller but busy airports like Sacramento, Reno, etc are in Class C control zones and areas.
Here in Aust we put the capital city airports in class C.
Busy US GA airfields like Australia's JT and Parafield etc are in Class D.
Yes, I'm aware it's not used.
I'm curious as to why the AIP makes reference to it as though it is used?
I doubt they forgot to delete it during a cut and paste exercise. There must be a reason for it?
I'm curious as to why the AIP makes reference to it as though it is used?
I doubt they forgot to delete it during a cut and paste exercise. There must be a reason for it?