Advanced Written Questions Flashcards
a) State 3 reasons why a pilot may request to hold.
b) State 3 reasons why ATC may instruct an aircraft to hold.
c) Define a ‘holding area’.
a) Weather at destination (visibility, cross winds), Night curfew, Company positioning requirements, emergency situation (jettison or burn off fuel, allow to time to resolve an aircraft degradation).
b) Excess demand over capacity (arrivals exceed landing rate capacity), Runway or airport closed (equipment unserviceable, snow, incident), ATC sector closed (radar failure, staff shortage, sector overload, incident).
c) The area that an aircraft is calculated to occupy while holding, allowing for navigational accuracy, wind turbulence, temperature and level.
According to MATS Part 1, state in detail the information that must be provided to, and requested from pilots, whilst an arriving aircraft is holding for weather improvement.
Pilots of arriving aircraft may elect to hold for the weather to improve. In addition to passing routine weather reports, controllers are to advise pilots of other relevant meteorological information.
The first aircraft to enter the holding pattern is to be advised “no traffic delay expected”. No instruction to leave the holding facility shall be issued until the pilot indicates his intention to attempt a landing.
Subsequent aircraft entering the holding pattern shall be advised “delay not determined (number) aircraft holding for weather improvement”. Controllers should establish the intention of any pilot if it has not already been stated.
a) According to the AIP, what is the definition of a diversion?
b) According to MATS Part 1, what actions do ATC take when a diversion is requested or considered expedient?
a) Diversion is the act of flying to an aerodrome other than the planned destination with the intention of landing there.
b) When a diversion is requested or considered expedient, ATC shall:
- Give the aircraft a diversion message containing the latest weather information, clearance instruction, radio frequencies to be used etc.
- Give full information to the diversion aerodrome, including details of the aircraft, it’s clearance instructions etc.
- Inform the original destination aerodrome of the diversion action.
As detailed in the AIP, state the reports pilots are required to make during the holding phase of flight.
Pilots are required to report as follows:
a) the time and level of reaching a specific holding point to which cleared.
b) when leaving a holding point.
c) when vacating a previously assigned level for a new assigned level.
As detailed in MATS Part 1:
a) Define ‘Expected Approach Time’.
b) State what information must be given to aircraft that are instructed to hold en-route, and what conditions apply.
a) EAT is the time that Approach Control estimate that an aircraft will be able to leave the holding facility, following a delay, to commence its approach to land.
b) When an aircraft is instructed to hold en-route it must always be given an onwards clearance time. Aircraft must never be told that such holding is indefinite. If it is not possible to make an accurate calculation immediately, the aircraft shall be given an arbitrary onwards clearance time requiring 10-15 minutes holding, which must be amended to an accurate time before the arbitrary period has elapsed.
Aircraft which will be delayed by 20 minutes or more before commencing an intermediate approach for landing shall be given an expected approach time together with a clearance to the holding facility. If an aircraft is likely to be delayed less than 20 minutes no expected approach time is to be passed. If the pilot requests the delay he shall be informed that the delay is expected to be less than 20 minutes.
According to MATS Part 1:
a) State the conditions relating to diversion of civil or military aircraft to RAF or USAF airfields.
b) State the reasons that would cause a pilot to wish to divert to an airfield that is not his planned destination.
a) Except in an emergency, aircraft shall not be diverted to an RAF or USAF aerodrome without the prior approval of D&D.
Aircraft for the CIS, even though in an emergency, must not be diverted to RAF aerodromes except with the agreement of D&D.
In all other cases of emergency, controllers should, whenever possible, consult D&D before arranging for the aircraft to land at an RAF or USAF aerodrome. RAF aerodromes that intend to keep open beyond the hours of watch published in the RAF UK En Route Supplement will notify D&D. This information will be available to the civil supervisor if required.
b) Diversions will normally be made for the following reasons:
- When the weather at the planned destination is reported to be below the minima prescribed by an Aircraft Operator for their aircraft.
- When obstructions on the landing area, which constitute a hazard to aircraft landing, and cannot be cleared within a reasonable period.
- The failure of airborne equipment.
- The failure of essential ground aids to landing in circumstances which would require their use.
- Unacceptable delay due to congestion of air traffic.
- The closure of the aerodrome of destination.
As stated in MATS Part 1:
a) When may a controller suspect that an aircraft is in an emergency situation or has suffered unlawful interference?
b) What are the definitions of the 2 classes of emergency messages?
a) A controller may suspect that an aircraft is in an emergency situation or has suffered unlawful interference when:
- Radio contact is not established at the time it is expected to be established.
- Radio contact is lost.
- A pilot makes a report about the malfunctioning of his aircraft or the unusual behaviour of persons on board.
- The erratic behaviour of an aircraft or position symbol is observed.
- It is overdue at an aerodrome.
- The pilot reports that aircraft is short of fuel.
b)
Distress: A condition of being threatened by serious and/or imminent danger and requiring immediate assistance.
Urgency: A condition concerning the safety of aircraft or other vehicle, or of some person on board or in sight, but which does not require immediate assistance.
According to MATS Part 1:
a) State 5 examples where ATC may suspect that an aircraft is subject to unlawful interference or airborne security situation where A7500 has not been selected.
b) When an aircraft is observed to have selected A7500, state the phraseology that should be used to verify that the selection is intentional.
a) The following examples are situations that may represent an unusual event:
- Unauthorised deviation from cleared flight path profile.
- Refusal or inability to comply with ATC instructions (including vectoring) with no good reason.
- Loss of RTF contact, particularly associated with flight profile deviation.
- Unauthorised SSR code changes or extended use of IDENT.
- Use of non-standard phraseology by the crew, or other covert attempts to highlight the situation (marked change in voice characteristics etc.).
- Selection of A7600 or A7700, particularly associated with flight profile deviation.
- Notification from non-official sources (news agencies etc.).
- Open RTF transmitter from the cockpit.
- Non-ATC related RTF transmission (political statement).
- Non-specific threat passed by a third party.
b) (Callsign) confirm you are squawking assigned code (code assigned by ATC that it should otherwise be squawking).
According to MATS Part 1, state the circumstances under which radio fail procedures shall be adopted. (6)
Radio failure procedures shall be adopted when:
- An aircraft is observed to have selected A7600, and the pilot does not respond to ATC communication.
- Communication cannot be maintained with an aircraft on any flight which is being provided with an ATC or advisory service.
- Communication cannot be established with an aircraft operating, or intending to operate, on an IFR flight plan within controlled or advisory airspace.
State the standard radio failure procedures, as detailed in MATS Part 1, that a controller should follow, after attempts to establish normal two-way communication have failed. (12)
- Maintain separation between the radio failure aircraft and other known traffic.
- Give pertinent information about the movements of the radio failure aircraft to other aircraft in the presumed vicinity.
- Ask aircraft in the presumed vicinity to establish communication with the radio failure aircraft and relay messages.
- Use all means possible to monitor the aircraft’s progress.
- Attempt to relay messages using ACARS/datalink (NB, pilots may attempt to contact ATC using HF, or if equipped with approved installations for accessing the UK telephone network may attempt to contact ATC via the D&D cell.)
- Transmit on the appropriate frequencies:
- level, route and EAT (or ETA) to which the radio failure aircraft is assumed to be adhering, and
- the weather conditions at the destination aerodrome, or a suitable alternate and, if practicable, in areas suitable for a descent through cloud. - When, in consultation with the Operator, instructions to divert have been transferred to the radio failure aircraft, inform the alternate aerodrome and request that they attempt to establish communication.
- If necessary, commence overdue action (as described in Chapter 3).
As detailed in MATS Part 1, how is a message, received from an aircraft’s company representative, affecting the safety of an aircraft in flight, to be passed to the aircraft? State the possible outcomes if this is not done correctly. (4)
A message affecting the safety of an aircraft in flight eg. bomb warning, suspected damage to the aircraft etc. is to be passed to the commander immediately using the company representatives precise wording. Any abbreviation or précis could be misunderstood an lead to a wasteful operation or even a dangerous situation.
As detailed in MATS Part 2, describe the general responsibilities of a sector controller. (13)
- Provide a safe, orderly and expeditious flow of air traffic within their area of jurisdiction.
- Maintain a listening watch and conduct standard RTF communication with aircraft.
- Provide Air Traffic Control Service to aircraft within CAS and may provide Basic, Traffic or Deconfliction Service to aircraft outside of CAS.
- Provide an Alerting Service to all aircraft in communication.
- Verify the accuracy of flight data relating to aircraft that are being provided with the above Air Traffic Service(s).
- Maintain an up-to-date flight progress display for the purpose of conflict detection, which should at all times reflect all clearance instructions issued, all communications received and all amendments made to coordination.
- Issue instructions to ensure that when aircraft exit the sector airspace, it is in accordance with the terms of a Standing Agreement, coordination or release. When aircraft cannot comply with defined procedures for Transfer of Control to the adjacent ACC’s, ensure that coordination is effected.
- Formulate joining clearances and crossing clearances as required.
As detailed in MATS Part 2, describe the responsibilities of a coordinator (not support controller) on the Advanced Course. (13)
- Maintain an up-to-date data display.
- Ensure that traffic enters the sector in a safe an efficient manner.
- Coordinate the passage of aircraft, which are not operating under the terms of a Standing Agreement, into and out of the sector. Allocated exit levels should take into account expected aircraft performance.
- Act as a phone filter for the Sector Controller.
- React to requests by the Sector Controller.
- In consultation with the Sector Controller, assimilate into the traffic pattern those aircraft crossing and leaving the sector airspace. Liaise with relevant parties and annotate the strip data display accordingly.
- Notify Approach Units of arrivals via the sector, efficiently arrange their future transfer of control and annotate the strip display accordingly.
- Respond efficiently to requests from approach units for airways clearances on traffic departing via the sector and annotate the strip data display accordingly.
- Be the point of contact for any unusual situations/contingencies related to the sector.
- Issue joining clearances according to procedures detailed in Mats 2.
As stated in MATS Part 1:
a) What are the various sources by which a controller may be alerted to the presence of adverse weather?
b) What should pilots be advised of when weather is observed on the situational display, or is known to be present?
c) What should a controllers response be when a pilot requests an alternative heading or route for weather avoidance? Include any conditions.
d) When weather avoidance will take an aircraft outside controlled airspace, how should a controller respond? Include any conditions.
e) If a pilot is cleared to follow his own navigation, or accepts a heading, in order to avoid weather what should a controller request them to do? (15)
a) A controller may alerted to the presence of adverse weather by a variety of sources, including radar observations, reports from pilots or adjacent ATSUs, Met Office reports and Unit briefings.
b) When weather is observed on the situational display, or is known to be present, pilots should be advised of the weathers location and, if known, intensity and direction of movement.
c) When a pilot requests an alternative heading or route for weather avoidance, controllers shall accommodate such requests, taking into account the prevailing traffic situation. When a pilots request cannot be accommodated, controllers shall offer an alternative weather avoidance clearance or explain to the pilot why his request cannot be met.
d) When weather avoidance will take an aircraft outside of CAS, the pilot must be informed of this and offered an appropriate service. Pilots routing outside of CAS for weather avoidance shall be issued a clearance to rejoin as required.
e) If a pilot is cleared to follow his own navigation, or accepts a heading, in order to avoid weather, he should be requested to report when able to accept vectors back on-track.
