David Z - 1027224
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Posts posted by David Z - 1027224
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As the person who drafted that... it is purely a guide. Actual capacity depends on a variety of factors, as is your choice of runways.
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I would just note that the standard headings off 25 at Sydney are not new. They have been there since before I got my tower rating.
Auto Release is nothing special, just a pre-arranged form of coordination. As such you should be fully aware of the conditions associated with it, just as much as you should be aware of what standard assignable the next sector expects to receive aircraft.
Would it be fair to say that what is in our training notes simplified and not entirely accurate in the general case?
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Radar SID doesn't mean that Autos can't be used. There are standard headings to be used which are covered in the LIs.
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Sean, thanks for your contribution and you are not the only ex-Board member to think that way. While I don't think it is productive to debate this in great detail as it is ultimately a decision between the RD and DD, I will leave a point to consider.
There is a desire to promote from within. I think that it is wise for us to have leaders who have a strong understanding of our organisation and its people. There is a natural progression from a volunteer staffer, possibly to a team leader/intermediate decision maker to portfolio director and to division director. It would be silly for us to not consider general members (i.e. other than staff) as they can bring fresh ideas and thinking. But as an organisation we should hopefully be growing our future leaders from those at the front lines of serving our community. These are generally people who arrive on scene with no greater desire than to make our organisation better. And as they grow, we should empower them to achieve even more within the organisation. Personally, I hope that into the new year, we will be led by people just as I have described.
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AsA are not in the habit of putting "not below" on STARs and "not above" on SIDs (as usual Sydney is an exception). These can cause confusion... what is the phraseology for "descend to 4000" while observing the restriction and "descend to 4000" bypassing the restriction? As a result, we have ICAO phraseology changes coming in November... e.g. "descend via STAR to 4000" (see this AIP SUP for details).
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It is remarkable that our regional staff, who have direct access to the VATPAC Board, instead communicate to us via public forums.
Nonetheless, we are more than happy to share our reasons with the membership.
On the face of it, it would seem appropriate that a new division director appoint his/her staff. However, the Board provided advice to Tracy that it would be desirable to fill the other positions prior to his for two reasons.
First, as we have all been reminded in recent times, it is the convention for an appointee to be selected by an appointment committee of which the division director is not a member and therefore it is largely irrelevant to the appointment process as to who is the division director.
Second, it is important that the Board continues to substantially operate in its present form. The Board-style of governance has served our organisation well for many many years in ensuring that major decisions go through a rigorous process. While we would expect the new portfolio directors to be able to lead their teams from day 1, we consider that Tracy should be around to mentor them in their secondary role as Board members. It is considered vital for new Board members to learn the Board's processes and approach to dealing with issues.
I urge the regional team to engage with the Board. We are one of the many parties interested in VATPAC's successful future. I encourage the regional team to ensure that all relevant stakeholders are consulted on the issues so that we can do the job we signed up for in a way that will ultimately benefit our members.
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I haven't measured how long it would take for my Cessna 152 to get to 9000, but it might take a while... and then once passing the conflict area, I would still need to get down to 1500 in time to enter the PF CTR!
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I'm sure most S3+ controllers are aware of the rule-of-thumb that you don't descend Sydney arrivals below 6000 until on downwind... and hopefully most of us realise that that is achieve separation assurance with respect to Auto Release departures that would be assigned A050. Generally, though, we don't have problems like this at other TMAs with the arrangements of SID and STAR tracks.
That being said, often when we have random GA aircraft operating in the CTR, this is when separation assurance issues are triggered.
Consider a light GA aircraft at Port Noarlunga (south of the CTR) that wishes to track coastal to return to Parafield at 1500. Runway 23 is in use at Adelaide. You are considering issuing the clearance "cleared to Outer Habour via the coast, maintain 1500".
1. What effect does this have on separation assurance with Auto Release departures?
2. If Auto Release is cancelled, is there another type of traffic which has separation assurance issues with this GA aircraft.
3. What alternative solution can you use to resolve the separation assurance issue? (I can think of 3, assuming it is a good VMC day)
4. How do the answers to the above change if Runway 05 was in use at Adelaide?
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Lateral separation is not easily explained without diagrams and lots of head scratching!
The application is much simpler:
1. Check if T8b (15 minutes) exists - if so, the aircraft are separated by time; if not, continue
2. Determine the angular difference between the tracks
3. Read off the distance from the applicable table (let's call this "D")
4. Plot the fixes that are distance D from the common point on each track--these are called the lateral conflict entry/exit points (the first fix encountered by the aircraft is the entry point; the later fix is the exit point)
5. Join the 4 fixes in the previous step with lines to create a rectangular box--this is called the area of conflict
6. Loss of lateral separation occurs once *both* aircraft are touching or inside the area of conflict in step 5. If only one aircraft enters the area of conflict at a time, you do not need to take any action as lateral separation is achieved. Otherwise, you will need to take action to provide another form of separation (usually vertical) before the second aircraft enters the area of conflict.
Under the heading "tolerances for area navigation", 7 CEP etc are only authorised for use in CTA. In OCA, we should be using either the "Lateral separation table for approved SCNS – dependent" for RNP4/RNP10 aircraft or "Lateral separation table for 50 NM independent tolerances" in all other cases.
ADS-B is prevalent now, but remember that 100% coverage only exists continentally at FL360. Below FL360 (think turboprops and regional jets) and across the Bight, these concepts can still be applied to avoid changing aircraft's levels when 10 minute longitudinal or 15 minute crossing standards are not met. Nonetheless, this is not an essential skill for controllers as these conflicts are uncommon for our operations and when they occur, it is only a minor inconvenience for pilots to change their level, even if lateral separation would have avoided this.
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Dan has not only recently been appointed as Deputy Director ATC Training but now takes on the additional duties of being an Instructor having recently completed his "checkride".
Please join me in congratulating and thanking Dan for taking up this added responsibility!
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Please join us in congratulating Richard Quigley, Jacob Holmes and Joshua Micallef on their appointments as Mentors! I am sure these fine gentlemen will do a great job in training our next generation of controllers.
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Dean, re your "jobs for the boys" comment...
Regardless of Tracy's intentions when appointing me (for which I have no reason to believe were anything more or less than in the interests of the division), my acceptance was with reluctance and in accepting, I expect to be held fully accountable in this role by the membership.
I also anticipate that I would be replaced in less than 12 months and such replacement would be by the appointment process that has been established by convention as you described.
I expect that the others feel the same.
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I think we are all dying to hear about these plans. Surely we've learnt lessons from recent events about genuine consultation? In a true team, ideas don't belong to any individual, they are added to the team's pool of ideas and the best combination is adopted. Why not share the initial concepts with everyone here so that the wealth of organisational experience can inform the plan? After all, we are all interested in the success of the organisation and it shouldn't matter who came up with the idea.
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Maestro doesn't use the length of the STAR track. There is a distance in the config for each FF/Rwy pair (otherwise non-STAR aircraft wouldn't work).
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Given that the quiz options make the differentiation, in which circumstance do you provide an aerodrome QNH rather than area QNH (assuming that AQNH is available to the controller)?
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Sounds like you did a lot better than most of us on our first flights!
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The Controller Positions and Ratings Policy provides that the upper sectors own between FL245 and FL600, which excludes airspace below FL245 including Class G. Therefore the upper sectors should not provide a traffic service to IFR aircraft.
The exception to this is provided by para 3.3.4.4, where an upper sector shall extend downwards to cover aircraft inbound to a TMA that is controlled by an approach service. Para 3.3.4.5 provides that an upper sector shall not extend its airspace in any other way.
As an aside, whoever renumbered the policy document should think about fixing the references to paragraph numbers that no longer exist!
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Bankstown Online
Wednesday 31 May from 6pm AEDT (0800 UTC)
Saturday 3 June from 2pm AEDT (0400 UTC)
ATC
Moorabbin Tower
Essendon Tower (optional)
Avalon Tower (optional)
Melbourne Approach (optional)
Route Options
Moorabbin/Essendon (via Albert Park Lake or Doncaster Shoppingtown)
Moorabbin/Avalon (via coastal route)
Resources
Moorabbin, Essendon and Avalon scenery for FSX/P3D are available commercially, freeware AFCADs available
CASA OnTrack, which details various VFR procedures in a visual format
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Our final round of GA flying in the Sydney Basin before we head off to our next destination.
Any takers for ATC this afternoon?
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Kurt D'Amico will be on BK Tower on Wednesday evening, with Saturday afternoon open to anyone who wants to give it a go! Controllers, please post your availability below, especially for Richmond Tower!
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Bankstown Online
Wednesday 24 May from 6pm AEDT (0800 UTC)
Saturday 27 May from 2pm AEDT (0400 UTC)
This week we return to Bankstown again to hone our Class D skills at an aerodrome that hopefully we will be quite familiar with by the end of the week.
As a bonus, we will also be bringing in Richmond Tower so that we can play with the VFR route that exists through Richmond airspace.
ATC Required
Bankstown Tower
Richmond Tower
For Richmond Tower controllers, note that you can use Grose River and Kurmond as clearance limits on the VFR route to procedurally separate VFR route traffic from IFR aircraft on the final approach track for runway 10 or upwind track for runway 28.
Route Options
Victor 1 - Clockwise (see radio tutorial below)
Victor 1 - Anticlockwise (consult OnTrack and ERSA)
Richmond VFR Route Northbound (see radio tutorial below)
Richmond VFR Route Southbound (consult OnTrack and ERSA)
Resources
Bankstown Scenery (FSX/P3D) by Robert Fluke
Richmond Scenery (FSX/P3D) by Rob Graham
Victor 1 clockwise radio tutorial and VTC extract
Richmond VFR route northbound radio tutorial and VTC extract
CASA OnTrack, which details various VFR procedures in a visual format
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Kurt D'Amico and I will be staffing up Bankstown on Saturday afternoon and evening, starting from around 2pm AEDT (0400 UTC).
Come do some GA flying, whether it be circuits, a trip along Victor 1 or an IFR flight. We also welcome controllers on SY APP and to fill in gaps (we may have one between 7pm-8pm).
If you're a bit unsure on Class D procedures, we are happy to help out! Also, if you're a controller interested in learning more about Class D, I will be on Teamspeak while I'm controlling and I'm happy to explain what is going on.
Route Options
Victor 1 - Clockwise (see radio tutorial below)
Victor 1 - Anticlockwise (consult OnTrack and ERSA)
To Bathurst/Dubbo: DCT BK W339 KADOM W386 BTH (W540 DU DCT)
From Bathurst/Dubbo: (DCT DU W540) BTH W386 KADOM W339 BK DCT
To Tamworth: DCT BK DCT RIC W365 SCO W183 TW DCT
From Tamworth: DCT TW W183 SCO W365 RIC V11 BK DCT
Resources
Bankstown Scenery (FSX/P3D) by Robert Fluke
Tamworth and Bathurst scenery for FSX and P3D are available commercially
Victor 1 clockwise radio tutorial and VTC extract
CASA OnTrack, which details Bankstown procedures and Victor 1 procedures in a visual format
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The relevant clauses are 2.10.2 (Parallel Approaches in IMC), 2.10.3 (Independent Parallel Visual Approaches), 2.11.4 (Independent Parallel Departures).
When using Independent Parallel Departures at Sydney, it is important to note the require that "the departure paths diverge by at least 15° immediately after take-off". This is of particular relevance for aircraft on a radar SID or go-around. It is recommended that you approximate the initial track from the procedural SIDs and missed approach procedures (e.g. 34L straight ahead, 34R right turn to 070°) as this will ensure that the diverging track requirement is met with reference to departures from the other runway that might be using a procedural SID or missed approach procedure.
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Great work to everyone to controlled!
Alternative CMATS view for EuroScope
in Ideas Discussion Forum
Posted
Welcome back!