5. AERODROME, AERODROME CONTROL AND CIVIL USE OF RAF AERODROMES Flashcards
What factors should be taken into account when selecting the most suitable Runways for take-off and landing other than the actual or forecast wind direction and speed?
a. Serviceability of aerodrome surfaces.
b. Length of runways.
c. Runway gradients.
d. Braking conditions.
e. Approach aids; instrument runway and approach direction.
f. Proximity of adjacent aerodrome patterns.
g. Position of sun or moon.
h. Serviceability of aerodrome facilities; lighting, barriers etc.
i. Local orders and instructions relating to local flying conditions and requirements.
What are the responsibilities of the controller providing an Aerodrome Service?
a. Alert and dispatch Aerodrome Rescue and Firefighting Services (ARFF) in accordance with RA3311, Controllers’ Emergency Actions.
b. Sequence Visual Flight Rules (VFR) traffic flying in the circuit and all movements of ASs on the Manoeuvring Area.
c. Sequence the mixed arrival and departure of visual and instrument traffic.
d. Notify changes to Aerodrome Crash Category.
e. Control vehicles and pedestrians on the Manoeuvring Area.
f. Provide an alerting service.
g. Monitor wind speed and direction.
h. Notify Aerodrome unserviceability or work in progress.
i. Warn AS of other AS conducting ground runs.
j. Warn of significant changes in meteorological conditions.
k. Notify Runway surface conditions.
l. Warn of wildlife hazards.
Edition 1.2 5-2 Jul 18
m. Notify Runway changes.
n. Notify configuration of Aerodrome Arresting Systems.
o. Oversee the application of Low Visibility Procedures iaw RA 3274
p. Apply unit specific orders, e.g., noise abatement procedures.
What are the operational uses of the Aerodrome Traffic Monitor?
Controllers should use the Aerodrome Traffic Monitor in order to:
a. Determine the landing order, spacing and distance from touchdown of Air Systems. AS performing an instrument approach should be identified from final approach liaison calls.
b. Provide information on the position of AS within the circuit. However, such information should normally be derived from lookout or normal circuit management techniques.
c. Monitor the position of notified transit traffic and, subject to prior agreement with appropriate surveillance controllers, apply or cancel climb-out restrictions accordingly. This procedure should be defined in unit orders.
d. Where the controller feels that there is a definite risk of collision, they should use the Aerodrome Traffic Monitor to pass Traffic Information.
When must the Truck Runway Control (TRC) be manned?
At aerodromes where Runway Controllers are established, the duty Runway Controller should be in the TRC whenever known AS movements are taking place, except when:
a. At the discretion of the Aerodrome Controller (ADC) when instrument approaches are taking place in visibility of less than 800m.
b. At the discretion of the ADC, the TRC need not be manned provided that a TRC controller is immediately available at Air Traffic Control (ATC) and able to
return to the TRC when required when the time interval between known AS movements permits.
c. At Military Emergency Diversion Aerodromes (MEDA), where ATC is manned solely to meet MEDA commitments.
d. When detailed by the Aerodrome Operator (AO) and promulgated in Local/Unit Orders in accordance with RA1026, Aerodrome Operator.
a. Under who’s direct and sole control is the Runway Controller?
b. When should the Runway Controller refuse an AS permission to land?
c. When should the Runway Controller refuse an AS permission to take off?
d. When should the Runway Controller refuse an AS permission to move from the holding position?
a. The ADC.
b. Under the following circumstances:
(1) AS landing gear not appearing fully down.
(2) If there is a danger of collision.
(3) If the path of the oncoming AS is obstructed.
(4) On instruction from the ADC.
c. Under the following circumstances:
(1) If to do so might obstruct an AS approaching to land or take off. This applies particularly if more than one runway is in use.
(2) When a defect in an AS is noticed.
(3) On instruction from the ADC.
d. Under the following circumstances:
(1) If to do so would obstruct an AS approaching to land.
(2) If to do so would obstruct an AS about to take off.
(3) On instruction from the ADC.
What lamp signals are used for the control of AS on the ground or in the air?
AS on the ground:
Steady Red - STOP
Red Flashes - Move clear of the landing area
Steady Green - You may take-off
White Flashes - Return to starting point
AS in flight:
Steady Red - Give way to other AS and continue circling
Red Flashes - Total refusal of permission to land
Steady Green - You may land
White Flashes - Land at this airfield after receiving a steady green light
How is the movement area divided?
a. Manoeuvring Area. That part of an aerodrome to be used for the take-off, landing and taxying of AS, excluding apron(s).
b. Apron. A defined area, intended to accommodate AS for the purpose of loading or unloading passengers or cargo, fuelling, parking or maintenance.
How would you control working parties on the aerodrome and what specific information would you include in a briefing?
A WIP book should be maintained in the VCR. The foreman and ATCO IC are both to sign the WIP book to certify that the briefing has been given and understood. The briefing should include:
a. Limits of the work area.
b. Direction of AS movements.
c. Route to be taken by works vehicles.
d. Parking areas for works vehicles and equipment.
e. Control to be exercised over works vehicles and workmen.
f. Lamp and pyrotechnic signals that may be employed.
g. FOD prevention.
h. Any additional measures to be employed, e.g. if an escort is in attendance.
What light signals should be used for the control of vehicles or pedestrians?
a. Flashing Green Cleared to proceed.
b. Steady Red Stop (A red pyrotechnic may be fired horizontally in emergency).
c. Flashing Red Clear the runway/taxiway immediately.
d. Flashing White Return to the start point or do as briefed.
Under what met conditions are RVR observations to be taken and how soon after each observation should the RVR be passed to the pilot?
RVR should be provided to pilots whenever the reported visibility falls to 1500 metres or less, the IRVR displays a value equal to or less than 1500 metres or shallow fog is being reported or during a period for which it is forecast. Observations should be repeated at intervals during all stages of an instrument approach and landing and the count, converted to a value or RVR, passed within 30 secs of each observation.
What is meant by ‘required visual references’ and what are they?
Required Visual References: No approach can be continued below the approach DH/DA or MDH/MDA unless at least one of the following visual references for the intended runway is distinctly visible to, and identifiable, by the pilot:
a. Category I Precision Approach, PAR or Non-Precision Approach:
(1) Elements of the approach light system.
(2) The threshold, or its markings, lights or identification lights.
(3) The visual glide slope indicators.
(4) The touchdown zone, zone markings or zone lights.
(5) The runway edge lights.
b. Circling Approach:
As for non-precision approach except that for circling approaches pilots must maintain visual references to the runway environment at all times, i.e. with features such as runway threshold, approach lighting aids or other features identifiable with the intended runway.
What indications would a pilot receive from the PAPIs when he is:
a. Too high?
b. Slightly high?
c. On glidepath?
d. Slightly low?
e. Too low?
The following are the indications in a bank of 4 lights:
a. All lights white.
b. Innermost light red.
c. Two innermost lights red; two outermost lights white.
d. Outermost light white, remainder red.
e. All lights red.
What are the 3 readiness states of barriers and when should they be passed to pilots?
The readiness states of barriers should be included in all messages giving take-off, landing, touch and go and low approach clearances. Unit Orders should define when readiness states are passed to locally based ASs if the barriers are in the published configuration. The last phrase of such messages should include the relevant expression:
a. Barrier Up.
b. Barrier Down.
c. Barrier Unserviceable.
In the case of the Mk 12A and Type B barriers, ‘Light’ or ‘Heavy’ should follow this as appropriate.
What phraseology should be employed by:
a. The pilot, if during take-off or landing he requires a barrier, not already fully up, to be raised?
b. The controller to confirm he has complied with this instruction?
c. The pilot if he subsequently wishes to have the barrier lowered again?
a. ‘Barrier! Barrier! Barrier!’.
b. ‘Barrier Up’.
c. ‘Barrier Down’.
What are the 3 states which are used to describe a cable configuration?
a. Up. The cable is stretched across the runway and raised 3 inches above it by means of doughnuts/grommets or bow springs, ready for engagement.
b. Down. The doughnuts/grommets are slid clear of the runway or the bow springs are retracted leaving the cable lying on the surface.
c. De-rigged. The cable is removed altogether from the runway.
