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which is the airspace with
the lower level of service

for the airspace classification
aspect and that

generates around class
the airports immediately where

both IFR and aircraft they're
very cramped admitted

and neither require an APC
clearance so it's basically

look out keep a sharp lookout
broadcast your intent

your position et cetera et
cetera et cetera to enable

other pilots to know where you
are or what you're doing.

>> So let's get back into okay.

>> We got the slide back up there.

Yeah.

OK.

All right.

>> So let's get a little bit more
detail on what we discovered there.

But let's have a look at what
services are provided in

regional towns apart from
the main drapery Flight Information

Service and alerting service
what services provided by ATC

for aircraft using airspace
associated excuse me with

a regional tower and I've chosen
Coffs Harbour as an example

not because I worked there
for five years but it's a

very good case and it does
have a reasonable number of

medium type RPG operations
with respect to say 7 3 A3 20.

So first of all let's have a look at
the airspace around Coffs Harbour.

>> Now this is a little difficult to share

so let me let's just try it and we'll

see how we go not let's not let me stay

in my yes up to speed on the theory.

>> All right so let's head
live to Coffs Harbour.

Oh try and zoom in on that a
minute that is the Coffs

Harbour what we call
terminal chop VTC now that

displays all terrain
and but the important thing from

a high level and we'll zoom
closer in in a minute.

>> So you're able to see it
but you see these wedge shapes.

Coffs Harbour is in the centre here.

You can see these Webb web shapes
both extending north and south.

That is the boundaries the lateral
boundary of controlled airspace from

the south into Coffs Harbour
and from the north into Coffs Harbour.

And so designed because those
routes or the highest capacity

routes are from the north
and from Sydney from the south west.

So the lateral limits of that airspace

is defined to keep the higher medium

or some of the high capacity aircraft
with inside controlled airspace.

So we zoom into that a little bit more.

We can see the actual vertical
limits of control of airspace that

we've got at the center of Coffs
Harbour won't look too much.

>> Okay.

So now we have all that.

>> Let's look at the south southern portion

of airspace of Coffs Harbour this Coffs

Harbour in the middle again to the north

we should say we look at these numbers

here we can see Coffs Harbour D airspace

up to 1004 lowest level of 1000 feet

and then we've got
the lowest level of sea

air space Overlying that down to four

and a half thousand feet
and then the Coffs

Harbour control zone underneath that

is not the 1000 feet but as we step out

here we can see sea air space still

at 45000 feet D lowest level two

and a half and then it
starts to step up still

for a half thousand feet here at eight

but then we get a space overlying it.

So it's a graduated increase
in airspace services

if you like as the aircraft get higher.

So we'll change it from D maybe 3 C

depending on the aircraft
type performance

but definitely the high
performance aircraft

would remain in D and then transit into

C then eventually I and the same applies

to the north so if we referred back to

those tables under ICAO is based

classifications you you'll
see that the level

of service increases with the airspace

classification as
the aircraft gets higher

because they then to stop and mix with

high capacity and high performance

aircraft Soviet aircraft so assess the 1

5 2 was going transiting down the coast

to general aviation aircraft transiting

down the coast side to tarry or something.

And there are two and a half thousand
feet well they will then leave

wanted to control the airspace
either D its base as they cross a

seven mile arc here and trains it
into D or he airspace below that

you can see is below here up to
eight and a half thousand feet.

So as the aircraft leaves it then
transitions into a different service

level depending on the airspace
classification if it flies into.

So it becomes quite complex
and it needs pilots to be fully

aware of what classification
of airspace they are in

and that then determines not only
their separation requirements

but also the level of services
I see that they receive.

So it's quite complex and it needs to be

very standard for a general aviation

pilot to fly through controlled
airspace where they're not used to it.

They really do need to
look at the books chapter

and study ensure they are
completely familiar with

the procedures that they
will have to adhere to

as well as understand
the airspace requirements.

So that's pretty typical
that airspace set up as is

typical of all regional
airports across Australia.

>> The pilots need to be
aware of what airspace

they are flying you you clear enough.

>> Yes that's good thanks.

>> Okay.

>> Okay.

So that movie is based on
technology and from original town.

What if you have worked
in a regional town.

>> Although that was back in
the mid mid to late 80s.

The air traffic control
role was quite complex

even though you didn't
have as many aircraft.

And it became complex because
regional towns back then did

not have in fact the radar
coverage over Coffs Harbour.

It came down to about 6000 feet.

There was nothing on the lead that
said The tower had no radar.

And now as I've said there tradition

traditionally ATC in regional towns

have separate aircraft through basically
forming if you like a mental

picture of aircraft in their airspace
airspace which they obtained

through the pilots reporting their
position there over to the air speed.

So working in a situation where you have

no visible display of the aircraft

that you're actually controlling
increases communication time immensely.

It's just continuous
talk and Coffs Harbour

can get busy especially when you've

got all those days three to four

aircraft from the local training school

doing circuits and then you throw
an F 28 or or whatever in those days

or a high performing aircraft into

the midst of that it can
become quite complex.

And then you've got
the overflying aircraft.

Somebody in there one or two or something

strange in the airspace at 3000

feet and again unable to see them then
it became quite complex at times.

However fortunately they had been
of satellite based technology

aviation has not only improved aircraft
navigation accuracy it's also

provided ATC with a significant
increase in surveillance capabilities

with the advent of ADP providing
the largest benefits chain of you.

Have you discussed ADP.

>> No we haven't.

I briefly mentioned ADF people
about not any great detail.

There's a global surveillance.

Yeah.

>> Okay so I'll have a look
at that in a minute.

Just a touch an old IP
which is still good.

It's about four years old
but it's still it provides

a good level overview of
ideas be pretty technical.

Well we're not going to go
and we'll just have a quick bit that

have to give everybody an understanding
what ideas B actually is.

Before we look into that though.

But subsequent to ideas be being provided

the regional towns are now fitted with.

A bit of equipment Courtis
added to a town situational

awareness display of the kind of
bear which actually displays

the position of the ADF to be
aircraft and consequently

the safety margins have been
enhanced significantly.

I as I've said there it's it's far easier

to provide separation between aircraft

using a visual display versus a mental

picture for obvious
reasons if you can see

an aircraft without having to think where

it is and ask where it is and not just

cuts down communications
and the controllers

and the pilots taking time as well.

So let's have a brief look at what ideas

it's all about it's a good bit of kit

and it's a blessing
that's that's it if you

like aviation rule for a long long time.

Okay.

Can you see that.

Yes.

So let's start.

We won't go through all of this
because as I said it's it's a

long and in-depth package but I'd
pick the pages out which are.

Most relevant to provide us with

an overview of what
ideas we actually have.

>> So if we just okay Danny's
idea has been worked

well essentially we'll
call it a black box

which is in the aircraft
and in that black

box determines its
position using the G.P.S.

the global navigation system G.P.S.

and we got a lot more.

So we go into a lot more detail on this

in the 80s and course again as to

how G and SS the global navigation
satellite system works with respect

to ideas be in support of the navigation
requirements but for purposes

that we're talking about here we
just need to be aware that ideas.

>> Works through the aircraft initially

establishing its position
through the black

box we'll call that that
within the aircraft

by receiving information from G.P.S.

Satellites so then we go down
to Okay what happens next.

Okay.

So the aircraft has found its position

but that's all well
and good but what happens next.

So what happens next is as you can
see that black box in the aircraft

also is reducing a bit area that
blocks that black box which

the same aircraft also transmits
that information and the positional

information to an 80 is the station
or direct to an air traffic control

network if you like and that position
information is at one second

intervals and very rapid to give
you your understanding of what

that compares with radar depending
on the type of radar in use

but right do generally gives you a
hit between three and five seconds.

So IDB is giving hits on air positional

information as well as other information.

Every one second.

So it's very accurate
and these nations as it

says here relayed
the position information

to air traffic control for for precise

tracking of the aircraft
but very accurate.

>> Look Skipper.

Yeah.

>> As I've said there it is limited to line

of sight but I'll show you a diagram

in a minute which shows you the number
of IBS these stations or beacons

if you like located around Australia will

will show you exactly how much of a

better surveillance system that idea

speeds who are going to avionics sets.

Okay.

So the idea is be processing is
being integrated into Tatts which

is the current Australian air
traffic control system and it

then displays it we won't spend
too much time on that but there

is just a picture of a typical
radar screen over here we've got

the normal radar paint which comes
up with a circle the ideas v

drive position comes up with a cross
if you like and then there's

also a computer predicted position
based on Parliament for my reports

they have a greater separation
standard than the other two so.

>> Keep it rolling along okay.

>> So that looks like a chooks will fly.

>> But if you take away the green circles
if you can imagine that and go

to try and concentrate on the red
ones or the red outlined area that

red outlined area is the radar coverage
that exists in Australia today

and has been there for gosh 30
40 years it hasn't changed much.

So you can see the east coast
of Australia which was

always and still is the highest
volume of air traffic.

And then you've got a radar coverage
around Perth around Darwin.

Another radar hit up
there and also Adelaide

Norman except also to see
if you can imagine you

take away those green
circles where aircraft

380 b out here in the middle of Australia.

Again air traffic control could not
see them and it meant greater

separation standards and I'll show
you an example of that very shortly.

But what these green circles are
they encompass the ADF the beacons

that are located around Australia
there's more than that.

Now as I said this doctor is
now three to four years old

but there are more radio space
stations out there now.

But you can see that the coverage
that is provided is almost

it's almost complete depending
what level you are flying at.

But if a light aircraft is in
it is close to one of this ADF

base stations then coverage
just down the ground level.

So it's very and as I said
before it's very accurate.

So from a G.A.

point of view and an air traffic control

point of view there are immense

benefits of safety aspects air traffic
control can see you if you're

radius be equipped they can provide
traffic information if you're IFR

and other aircraft assuming
the other aircraft radius be equipped

and the alerting functionality that's
also available through ideas be

out here if an aircraft had problems
and normally they may be on HCF

high frequency communications rather
VHF they could be in trouble

and ATC may never know about it
but with ideas B they will immediately.

So there are lots of benefits
and again we go into more detail within

the HCM component of the eye of
the aviation management course.

I'll just show you one last diagram
on this which is a very good

example of the one of the benefits
of ADP OK what's lost it.

>> We lost it.

>> Okay.

>> So if we look at those
two diagrams separation

service obviously really important to ATC.

>> It's one of the prime
requirements from objectives.

So yes be like radar has a 5
nautical mile minimum separation

status which may be applied
between ADF B aircraft.

So that's the example
where both the aircraft

the ADF be equipped the air traffic

control and see them so they can apply
a five nautical mile separation.

Now whilst these aircraft
here are heavy type

aircraft a couple of Cessna
one eye 2s or wider

type aircraft the same
applies if you're in

the airspace or in
sideways by same applies.

But if you don't have ADF B then we air

traffic controllers are required.

This one is showing ideas but that's
fine we can see this aircraft

that we can't see this one here
because it is not ADF be equipped.

We go back to what we call
procedural Separation standards.

Now they are immense.

We go back to the diagram that I just
showed you of Australia with all

the the airspace coverage
when I was doing

on Route Control I went to how long

ago it was those 30 odd years ago there

was no visible display for air traffic

controllers and the procedural
separation started between two aircraft.

Let's assume this one hasn't
got ideas as well was 10

minutes 10 minutes time
separation now for four jet

type aircraft that sorry
for aircraft at the same

level obviously travelling
in the same direction.

That was a 10 minute separation standard.

>> Now let's let's use an average
speed of seven mile a

minute so the minimum distance
you roughly have between

two egg like type aircraft
at the same level heading

the same direction was
around about 70 to 80 mile

and that's that's significant
that we now put that into

an ADF B scenario and divided
5 into Sydney sorry 5

nautical miles into that 70
mile procedural standard

that I would have applied
when I was doing control

>> You've now got trouble
on aircraft that you

could fit in that same bit of airspace.

So it just shows you the benefits
of ideas B normal operations and.

I know my wife regional
but the same the same

philosophy applies to
regional aircraft where

the procedural Separation
standards are required

they are immensely greater
than those required.

We can see there between
two and a radius B

aircraft as I said we go into a lot more

detail the benefits of it when we go into

when we reach out during a time component.

>> So let's go back to okay.

>> So that's just an example
that there's other

technology out there
that has also assisted

ATC and Regional Services or air traffic

control services in regional airspace.

But that is the most
significant one intercept.

Far easier to separate aircraft
when you can see them

versus trying to hold a
mental picture in your head.

I've spoken to one of the Coffs Harbour

tower controllers a couple of days ago

and he said he's worked
up there for a number

of years pre the implementation of the.

He said the awareness display
on post and the number of

occasions where to said has
save his bacon so to speak.

Aircraft reporting and incorrect
positions I signed it 30 miles

south of Coffs Harbour when
they're actually 30 miles north.

That sort of scenario which is
obviously pretty dangerous if you

assume that the aircraft if you
couldn't see him is correct.

Stating that the 30 miles
south of there actually

30 miles north that's
pretty dangerous stuff.

So yeah best things as I said
before but since sliced bread

from a regional services ATC point
of view we'll discuss that.

I won't spend any more time on that.

>> With respect to how tools
are applicable in other

airspace not just
regional tower air space

>> Okay where there is no tower and as you

stated before that many regional airports

in class GSM base that are used by our

PTA airlines that we just mentioned

the battle others magic Dubbo that
is there's a heap of them as stated

there where there is no ATC tower they're

contained within class airspace

>> There are non ATC are
there no ATC services.

>> So the Australian regulator cancer
prescribes some of those services.

>> If we just take ATC out of
the equation for the moment and look at

what other services are out there
for regional airline and general

aviation operators in a space that is

not subject to ATC positive control

by Class G space we go back to it
looks it's not the one I want.

Sorry.

>> Okay.

>> So let's go have a look at it from
the right lighting stand Valente