2. RULES AND PROCEDURES Flashcards
How is UK airspace divided laterally and vertically?
a. UK airspace, including that over the surrounding waters, is divided into 2 FIRs. Above each of these FIRs is an UIR. These 4 regions are collectively termed the London and Scottish FIRs/UIRs. The airspace boundaries are detailed in RAF FLIPs.
b. The London and Scottish FlRs/UIRs are divided vertically into the following bands:
(1) UIR. Upper Airspace (UAS) from FL245 to unlimited.
(2) FIR. Lower Airspace (LAS) from surface level to below FL245.
What is Controlled Airspace?
Airspace of defined dimensions within which the ATC service is provided in accordance with the airspace classification.
a. What is the difference between a Control Area and a Control Zone?
b. What is a Terminal Control Area (TMA)?
a. A control zone extends upwards from the surface of the earth to a specified upper limit. A control area extends upwards from a specified limit above the earth.
b. A control area normally established at the confluence of ATS Routes in the vicinity of one or more major aerodromes.
What are the methods of crossing an airway available to military AS?
Military AS crossing Airways will do so either:
a. Under the control of an approved Air Traffic Control Radar Unit.
or
b. Under a positive Air Traffic Control Clearance.
In an emergency, where neither a radar nor a procedural crossing can be obtained, an Airway may be crossed at an intermediate 500 ft level. The intermediate 500 ft levels referred to are flight levels of whole thousands plus 500 ft. These procedures apply to military AS in all weather conditions.
What are the various classifications of airspace?
a. Controlled Airspace:
(1) Class A. In the UK, Class A airspace comprises all airways below FL195 (except where they pass through a Terminal Control Area (TMA or CTA) or CTR of a lower status), the London TMA, the Manchester TMA, and some CTAs including but not limited to the Daventry, Cotswold and Worthing and Clacton.
(2) Class B. Not allocated in the UK.
(3) Class C. Within the London and Scottish FIR/UIRs, Class C airspace extends from FL195 to FL660. The UIR contains, inter alia, the HUTA and a network of domestic and international routes for use by GAT. Military upper airspace routes, based on TACAN beacons, are available to OAT operating above FL245.
(4) Class D. Comprises CAS-T; CTAs and/or CTRs surrounding notified aerodromes, including some military aerodromes and the London CTR, together with part of the Scottish TMA.
(5) Class E. Parts of the Scottish TMA below 6000 ft AMSL, the Belfast TMA and some airways in Scotland.
b. Uncontrolled Airspace:
(1) Class F. Not currently allocated in the UK.
(2) Class G. The remainder of the UK airspace.
What are the ATC classifications for aerodromes?
ATC classifications are as follows:
a. Military Emergency Diversion Aerodromes (MEDAs). MEDAs should be operated on a continuous basis and provide facilities for the handling of all types of UK Military AS. They should be equipped with the appropriate radio and radar approach aids, provide VHF/UHF emergency frequencies, have appropriate Fire and Crash Rescue cover and medical support on immediate call out. Have a minimum runway length of 7000ft.
b. Extended Hours Aerodromes. Extended Hours Aerodromes, in addition to operating to a Command requirement, have extended operating hours to meet pre-booked diversion commitments when unit requirements have ceased. They should be equipped with VHF/UHF communications and radio/or radar approach aids to meet their operational role. Ground support including Fire and Rescue cover and medical support on immediate call out, should be maintained to meet the requirements of the pre-booked commitment.
c. Standard Aerodromes. Standard Aerodromes should be operated to a Command requirement. They should be equipped with VHF/UHF communications and radio and/or radar approach aids to meet their operational role.
d. Miscellaneous Aerodromes. Miscellaneous Aerodromes are those at which the flying role requires a lesser scale of VHF/UHF communications and approach aids than is specified for standard aerodromes e.g. relief landing grounds.
e. Tactical/Temporary Aerodromes. Tactical/Temporary Aerodromes should be those defined as a natural, semi-prepared or prefabricated strip with surface, slope, dimensions, load bearing capacity and clearance from obstruction sufficient to allow AS to operate safely in specified weather conditions.
Full criteria and operating requirements for each category of tactical/temporary Aerodrome are detailed in the 3000 Series.
What is the vertical extent of an Aerodrome Traffic Zone (ATZ) and, in general terms, its’ lateral dimensions?
Except for any part of the airspace within the ATZ of another aerodrome which is notified as being the controlling aerodrome of a Combined ATZ, the airspace extends from the surface to 2000ft above the aerodrome level and:
a. Where the length of the longest runway is notified as greater than 1850m, within the area bounded by a circle centred on the mid-point of the longest runway and having a radius of 2.5nm.
b. Where the length of the longest runway is 1850m or less, the radius is 2nm. Where this is notified as producing an ATZ extending less than 1.5nm beyond the end of any runway, this radius is increased to 2.5nm.
a. For what purpose is a Military Air Traffic Zone (MATZ) established?
b. What are the dimensions of a MATZ?
c. When 2 or more MATZ form a combined MATZ how is the upper limit of each zone in the group measured?
a. MATZs are established at some military aerodromes for the increased protection of traffic in the circuit, approach and climb-out.
b. A 5nm radius of the mid-point of the longest runway, from the surface to 3000ft above aerodrome level. A stub 5nm long, 4nm wide (2nm either side of the centreline) from 1000ft to 3000ft above aerodrome level. In some cases, the stub or stubs may be absent or reduced in size.
c. From the elevation of the higher or highest aerodrome in the group.
What are the operating hours for a MATZ or a CMATZ?
A MATZ is operative when the aerodrome concerned, or in the case of a CMATZ, any one of the aerodromes, is open. Normally, a Controlling Aerodrome ATC unit for the CMATZ should remain open while any one of the aerodromes in the CMATZ is open for flying. Alternatively, the Controlling Aerodrome should delegate overall responsibility to the aerodrome remaining open, including arrangements for operating the CMATZ frequency.
What status does a MATZ have to military and civilian pilots?
A MATZ acquires the status of the airspace classification within which it lies; however, additional mandatory ATC requirements are invariably specified for military pilots. In the airspace outside the ATZ, observation of MATZ procedures is not mandatory for civil pilots.
What flight levels should AS operating in level flight fly at?
a. Inside CAS:
At and above the transition level and during en-route flight AS should be flown at Flight Levels, conforming to the cruising levels below.
b. Outside CAS:
(1) IFR. When flying under IFR above the Transition Altitude, pilots must have 1013.25 hPa selected on the altimeter and conform to the cruising levels below. When flying under IFR at or below the Transition Altitude, pilots are not required to conform to the cruising levels below if flying in conformity with the conditions specified by the appropriate ATSU.
(2) VFR. When flying VFR, AS in level cruising flight and operated in accordance with the visual flight rules above 3000ft amsl are not required to conform with the cruising levels below, unless flying in conformity with the conditions specified by the appropriate air traffic control unit.
Magnetic track from 000° to 179°:
IFR Flights:
a. Above 3,000ft AMSL - Odd levels at intervals of 2,000ft up to FL400 (e.g. FL50, FL70, FL90)
b. Above FL410 - FL430 and then odd levels at intervals of 4,000ft (e.g. FL470, FL510, FL550)
VFR Flights:
Even thousands plus 500ft to 28,500ft (FL285)
Magnetic track from 180° to 359°:
IFR Flights:
a. Above 3,000ft - Even levels at intervals of 2,000ft (e.g. FL40, FL60, FL80)
b. Above FL410 - FL450 and then odd levels at intervals of 4,000ft (e.g. FL490, FL530, FL570)
VFR Flights:
Even thousands plus 500ft to 27,500ft (FL275)
What constitutes IFR outside CAS within the UK?
Above TA, pilots should select cruising levels as defined by the UK AIP, based on the standard altimeter setting 1013.25 hPa, unless they are flying in conformity with instructions from ATC, HM Ships or an ASACS Unit.
Note: Throughout any period of level flight above the transition altitude, other than at a Flight Level, the AS should be in receipt of a surveillance radar service or carrying out a holding procedure established in relation to an airfield.
What constitutes VFR within the UK?
Within the UK, VFR are as follows:
a. Avoidance of Collision. Pilots should maintain safe separation from other traffic.
b. Flight Conditions. The AS should remain in weather conditions which meet the VMC minima specified in RA2307.
What are the rules of the air regarding:
Converging?
When two AS are converging at approximately the same level, the AS that has the other on its right should give way, except as follows:
(1) Powered AS should give way to airships, sailplanes and balloons.
(2) Airships should give way to sailplanes and balloons.
(3) Sailplanes should give way to balloons.
(4) Powered AS should give way to AS towing other AS or other objects.
What are the rules of the air regarding:
ASs head on?
When 2 AS are approaching head-on, or approximately so, and there is a danger of collision, each should alter course to the right, unless to do so would force a crossing of flight paths.
