Airspace and Separation Flashcards
What are the three categories of flight plans and how can they be submitted?
Categories:
Full flight plan- full information on form CA48
Repetitive flight plan- regularly occurring flights, usually operated by companies, no need to file full flight plan each time just relevant information.
Abbreviated flight plan- limited info required to obtain clearance for a portion of the flight.
Submitted by:
Direct filing, processed by originator.
Completed CA48 handed in to ATS who check, address and transmit.
Via Parent unit- if no ATSU or AFTN.
For which flights MUST a pilot file a flight plan? (6 points)
- Any flight or portion thereof to be provided with an ATC service.
- Any IFR flight within advisory airspace (F)
- Any flight within or into areas, or along routes, designated by the authority to facilitate the provision of flight information, alerting and search and rescue services.
- Any flight within or into areas or along routes designated by the authority, to facilitate coordination with appropriate military units or with air traffic service units in adjacent States in order to avoid the possible need for interception for the purposes of identification prescribed by the States concerned.
- Any flight across international boundaries.
- Any flight planned to operate at night, if leaving the vicinity of an aerodrome.
When is a pilot ADVISED to file a flight plan?
- If the flight involves flying over the sea more than 10 miles from the coast,VOR flying over sparsely populated areas where SAR operations would be difficult.
- If the pilot intends to fly into an area in which SAR operations are in progress.
When MAY a pilot file a flight plan?
For any flight.
How far in advance must flight plans be filed?
- North Atlantic and flights subject to air traffic management (ATFM) at least 3 hours notice is required.
- On the ground at least 60 minutes before clearance to start/taxi is requested.
- In the air at least 10 minutes prior warning must be given of intention to enter controlled airspace.
What is a Repetitive Flight Plan (RPL)?
A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features. (Not available for Trans-Atlantic flights because the track system changes every day with the position of the Jet Stream).
What is a Flight Plan, and what information does it contain?
Specified information provided to air traffic service units relative to an intended flight or portion of a flight in an aircraft.
Divided into three parts:
Addressing- departure aerodrome, en-route sector control units, arrival aerodrome, alternate aerodromes, etc.
Flight Details- aircraft identification and type, flight rules (IFR or VFR), cruising speed and level, intended route, expected time, departure and arrival aerodromes, other notes.
Supplementary Info.- (not sent to ATC except in emergency) endurance limit, persons on board, safety equipment, colour and markings, pilot etc.
To which flights must standard separation be applied?
Class A- ALL
Class C, D and E- IFR
Class C- IFR & VFR (not VFR from VFR)
As appropriate- SVFR (CTZ clearance), IFR & SVFR
Class F ADR (advisory route)- as far as possible between IFR (none in the UK)
Class G- No standard separation, Deconfliction or Procedural Service provides information AIMED at achieving deconfliction minima. However still pilots responsibility.
When shall separation be increased, and for what reasons?
When requested by the pilot- reasons may include turbulence, aircraft malfunction, crew incapacitation, doubts about ability to maintain course and/or level.
When a controller considers it necessary- loss of a navigational aid, reported turbulence, emergency, pilot not complying with (or unable to comply with) instructions.
When directed by the CAA- notified in MATS Parts 1 & 2.
When may separation be reduced?
When authorised in MATS Part 2 by the CAA.
When escort is provided by search and rescue aircraft to aircraft in emergency (no minima, may be reduced to visual separation).
In the vicinity of an aerodrome.
When may separation be reduced in the vicinity of an aerodrome?
When either:
- The controller has each aircraft in sight, or
- Pilots have each other in sight and report they can maintain own separation, or
- the following pilot can see the aircraft ahead and can maintain separation.
What is loss of separation? What must the ATCO do in the event?
When aircraft are separated by less than the required minima.
The controller is to use every means to obtain the required minimum with the least possible delay, and when practicable pass traffic information (if ATS surveillance is being provided), otherwise pass essential traffic information.
What is Traffic Information?
Information issued by a controller to alert a pilot or controller to other known or observed traffic which may be in proximity to the position or intended route of flight.
What is Essential Traffic Information? What does it contain?
Where traffic is separated for any period by less than standard separation, Essential Traffic is passed when ATS surveillance systems are NOT available.
It includes: direction and cruising level of conflicting flight, and ETA for reporting point (or ETA for RP nearest to where levels will cross), type of conflicting aircraft, any alternative clearance.
What separation responsibilities do Aerodrome Control have?
1) Prevent collisions between:
- aircraft flying in, and in the vicinity of, the ATZ.
- aircraft taking off and landing.
- aircraft and vehicles, obstructions and other aircraft on the manoeuvring area.
2) Assist in the prevention of collisions between aircraft on the apron.
How do we separate aircraft in the ATZ and traffic circuit?
Requirements dictated by type of airspace (eg no VFR in Class A). IFR must have standard separation from other IFR, and traffic info on VFR flights must be passed as necessary. VFR flights are passed Traffic Information positive instructions on how to integrate their flight with other aircraft.
How do we guarantee separation on the manoeuvring area?
The movements of aircraft, persons or vehicles on the manoeuvring area and the movement of aircraft on the apron are at all times subject to permission from Aerodrome Control.
Clearances shall contain concise instructions and adequate information so as to avoid collisions with other aircraft or objects.
What separation rules govern aircraft taking off and landing?
An aircraft shall not be permitted to begin take-off until the preceding departing aircraft is seen to be airborne or has reported airborne by RFT AND all preceding landing aircraft have vacated the runway in use.
Unless specific procedures have been approved by the CAA, a landing aircraft shall not be permitted to cross the threshold of the runway on its final approach until a preceding aircraft, departing from the same runway, is airborne.
When might a landing aircraft using the same runway be permitted to touch down before a preceding landing aircraft has vacated the runway? (5 points)
When aircraft are using the same runway, a landing aircraft may be permitted to touch down before a preceding landing aircraft which has landed is clear of the runway provided that:
1) The runway is long enough to allow safe separation between the two aircraft and there is no evidence to indicate that braking may be adversely affected,
2) It is during daylight hours,
3) the preceding landing aircraft is not required to backtrack in order to vacate the runway,
4) the controller is satisfied that the landing aircraft will be able to see the preceding aircraft which has landed, clearly and continuously, until it has vacated the runway, and
5) The pilot of the following aircraft is warned.
Responsibility for ensuring adequate separation rests with the pilot of the following aircraft.
What are standard separations for departing and en route aircraft in the vicinity of an aerodrome?
Departure following departure-
1) 10 minutes, or
2) 5 minutes if:
- The preceding aircraft has a filed TAS of +20kts, or
- Vertical separation will be at least 1000ft over an RP, or
- The angle of divergence at an RP will be at least 30°, or
3) 2 minutes if:
- The preceding aircraft has a filed TAS of +40 kts and neither aircraft execute a manoeuvre that would decrease separation, or
4) 1 minute if:
- Departures diverge by at least 45° (this may be reduced if independent diverging or parallel runways are utilised, and authorised by the CAA).
NB- Wake turbulence requirements may require more spacing to be applied.
Departure vs En-route aircraft over RP:
1) 10 minutes, or
2) 5 minutes if:
- En-route aircraft has a filed TAS of +20kts, or
- En-route aircraft has reported over an ERP (Exact Routing Point) at which the departing aircraft will join the same route, or
- Departing aircraft will arrive at the same ERP 5 minutes behind an en-route aircraft.
What is Airspace Management (ASM)?
Objective- Maximising the utilisation of available airspace.
Combined function:
- Categorising, legislating and regulating airspace
- Licensing Air Traffic Services
- Determining the capacity for Air Traffic Flow Management.
What are the 3 levels of ASM activity?
Strategic ASM- Level 1: (Yearly) National HLAPB (High Level Airspace Policy Body) formulates ASM policy, taking into account national and international airspace users and ATS providers requirements. (Includes FUA procedures).
Pre-Tactical ASM- Level 2: (Daily- day before operations)
Day-to-day management and temporary allocation of airspace.
Tactical ASM- Level 3: (Daily- on the day)
Consists of real time activation, deactivation or reallocation of airspace allocated at Level 2.
What is FUA?
Based on the fundamental principle that airspace is one continuum to be allocated for use on a day to day basis.
Airspace is no longer designated as purely ‘military’ or ‘civil’.
Any necessary airspace segregation is temporary, based in real time usage within a specific time period.
Contiguous volumes of airspace are not restricted by national boundaries.
What is a Temporary Segregated Area (TSA)?
Airspace of pre-defined dimensions within which activities require reservation of airspace for the exclusive use of specific users during a determined period of time. (More generic than TRAs).
What is a Conditional Route? And what are the 3 categories available for flight planing?
A Conditional Route (CDR) is a non-permanent ATS route or a portion thereof, which can be flight planned under certain specific conditions:
CDR 1- Permanently plannable route: Permanently plannable during the times published in ENR 3. Additional availability outside these hours will be notified by NOTAM.
CDR 2- Non-permanently plannable: Only plannable in accordance with the conditions stated in the daily AUP issued by the Directorate Network Management (DNM).
CDR 3- Not plannable: A route which is not plannable per se but may be used tactically at the discretion of ATC when available.
What rules govern IFR flights in controlled airspace?
A pilot may fly IFR at any time, but must fly IFR if the airspace is notified as Class A and/or the met conditions preclude VFR flight.
What are the VMC rules that govern VFR flights in controlled and uncontrolled airspace?
The pilot is responsible for determining whether or not the met conditions permit flight in accordance with the Visual Flight Rules-
By Day and By Night:
At and above FL100, in Class C-G airspace:
1500m horizontally and 1000ft vertically from cloud- visibility 8km
Below FL100 in Class C-G airspace:
1500m horizontally and 1000ft vertically from cloud- visibility 5km
At or below 3000ft agl in Class F and G airspace:
Clear of clouds and with surface in sight- visibility 5km
For aircraft other than helicopters flying at 140kts or less:
BY DAY ONLY
Class C-E airspace: Clear of cloud and WSIS- visibility 5km
Class F and G airspace: Clear of Cloud and WSIS- visibility 1500m
For helicopters:
BY DAY
Class C-E airspace: Clear of cloud and WSIS- visibility 1500m
Class F and G airspace: Clear of cloud and WSIS and at a speed which having regard to visibility is reasonable- visibility 1500m
BY NIGHT
Class F and G airspace: Clear of cloud and WSIS and at a speed which having regard to visibility is reasonable- visibility 3km
What are the 7 Classes of airspace and what rules govern them?
Class A:
IFR flights only, ATC clearance required, standard separation from all traffic, known traffic environment. Aircraft must comply with ATC.
Class B:
IFR and VFR flights, ATC clearance required, standard separation from all traffic, known traffic environment. Aircraft must comply with ATC. No Class B in UK.
Class C:
IFR and VFR flights, ATC clearance required, IFR separated from IFR and VFR, VFR separated from IFR, VFR passed traffic info on other VFR and avoidance advice if requested. Aircraft must comply with ATC, known traffic environment, no VFR in Class C in the UK, all airspace between FL195-660 in the UK is Class C.
Class D:
IFR and VFR flights, ATC clearance required, IFR separated from IFR, traffic info passed to IFR on VFR, traffic info passed to VFR on IFR and VFR, avoidance advice if requested. Aircraft must comply with ATC, known traffic environment.
Class E:
IFR and VFR flights, ATC clearance for IFR only, IFR flights separated, traffic info passed to IFR on known VFR, traffic info passed to VFR flights in contact with ATC. Aircraft must comply with ATC.
Class F:
IFR and VFR flights, participating IFR flights must comply with ATC clearance, participating IFR flights separated from other known IFR flights, VFR flights provided with Basic Service only.
Class G:
IFR and VFR flights, no standard ATC provision, advisory service may be available. Includes all airspace above FL660 and that not covered by Classes A-F.
What is an Aerodrome Traffic Zone (ATZ)?
An airspace of defined dimensions established around an aerodrome for the protection of aerodrome traffic.
Established at military and civil aerodromes.
Unlicensed and licensed aerodromes may have an ATZ- they must prove to the CAA that they need one.
Dimensions: 2 (runway 185m) Nm radius circle centred on mid point of longest runway. Surface to 2000ft aal. (Excludes any airspace which is within the ATZ of another aerodrome notified as being the controlling aerodrome).
ATZ for Offshore Installation (oil rig): 1.5nm from installation, MSL-2000ft.
Military ATZ: 5nm radius and 3000ft aal. May have a ‘stub’- 2nm either side of and horizontally aligned with main runway, 5nm in length and from 1000ft-3000ft aal.
What is a a Control Area (CTA)?
Controlled airspace extending upwards from a specified limit above the earth to a specified upper limit.
To provide extra protection where necessary to arriving and departing aircraft.
What is a Terminal Control Area (TMA)?
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. This is controlled airspace.
What is an Air Traffic Service (ATS) Route?
A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services.
Used variously to mean airway, advisory route, controlled or uncontrolled route, arrival or departure route etc.
Defined by route specifications which include an ATS route designator, the track too or from significant points (waypoints), distance between significant points, reporting requirements and lowest safe altitude.
What is an Airway?
A control area or portion thereof established in the form of a corridor.
5nm either side of centre line, from height as specified up to FL195.
What is an Advisory Route (ADR)?
A designated route along which air traffic advisory service is available to participating aircraft.
The service is delivered in the same way as an air traffic control service and pilots are expected to comply unless they state otherwise.
This is NOT controlled airspace.
What is a Temporary Reserved Area (TRA)?
Established between FL195-245 to accommodate the various VFR UK airspace users including military requirements above FL195.
May be used simultaneously by both civil and military aircraft.
Class C airspace.
ATS provided in accordance with rules for UK FIS.
Operational hours published, or may be activated by NOTAM.
What is an Upper Air Traffic Services Route?
A specified route above FL245 designed for channeling the flow of traffic as necessary for the provision of air traffic services.
Routes designed with a centre-line only and aircraft will generally fly within 5 miles either side of this centre line.
What is a Military Mandatory Radar Service Area (MRSA)?
An area within which military aircraft flying between FL245-660 are required to operate under a radar control/procedural control service.
What is a Standard Instrument Departure (SID) Route?
A designated IFR departure route linking the aerodrome or specified runway of an aerodrome with a specified significant point, normally on a designated ATS route, at which the en route phase of a flight commences.
What is a Standard Terminal Arrival Route (STAR)?
A designated IFR arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced.
What is a Noise Preferential Route?
A specified routing in or out of an aerodrome that complies with noise abatement restrictions.
What factors might affect the selection of the runway in use?
Surface wind (most important!), adjacent airfields, 2000ft wind (if surface calm), traffic pattern, length of runway, approach aids, taxiway system, noise sensitive areas, runway/approach lighting, work in progress.
What is the Traffic Circuit and what does it look like?
For a left hand circuit:
Climb out (into wind)- left 90 degree turn onto Crosswind leg- left 90 degree turn onto Downwind leg (report ‘late downwind’ when level with end of runway)- left 90 degree turn onto Base leg- left 90 degree turn onto Final approach (4 miles or less)/Long Final (beyond 4 miles).
Left side of aerodrome known as Live side, right as Dead for left circuit (and vice versa).
What is Air Traffic Flow Management (ATFM)?
A service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that air traffic control capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate air traffic services authority.
What is Air Traffic Flow and Capacity Management (ATFCM)?
ATFM extended to include the optimisation of traffic patterns and capacity management. Through managing the balance of capacity and demand the aim of ATFCM is to enable flight punctuality and efficiency according to the available resources with the emphasis on optimising the network capacity through the collaborative decision making process.
Who is responsible for the provision of ATFCM?
Initially and ICAO concept.
CMFU in Brussels, centralised organisation.
Local Flow Management position in each control centre.
How can airspace capacity be added by flow management techniques?
FUA (Flexible use airspace)- permits reserved airspace not being utilised to be available to other airspace users.
FAB (Functional Airspace Blocks)- eg between UK and Ireland, crosses national boundaries to ease traffic flow where possible.
CDRs (Conditional Routes)- Routes occasionally available for planning or tactical use through otherwise reserved airspace.
What are the 3 stages of ATCFM?
Strategic phase- One year in advance to a week before real time. Capacity predicted based on prior experience, plus knowledge of large scale events.
Pre-tactical Planning- From 6 days before to the day before real time. Takes into account any new information, such as predicted weather.
Tactical- Monitor and update real time traffic based on demand, and offer alternative solutions to minimise delay.
What methods can CFMU use to regulate the flow of traffic?
Slot Allocation Process- Take of slots allocated based on calculation of flight time to air space in need of flow management. -5/+10 minute from time slot.
Level Cap- Cruising altitude not above a specified level. Spreads traffic across all levels.
Minimum Departure Interval- Requires departures from aerodromes to be regulated by a specified time gap, to control flow of aircraft entering a sector requiring flow management.
Re-route- Aircraft routed through relatively quieter airspace to avoid busy sector.
How does the process of Flow Management work, and what is the end result?
Individual Flow Management Positions submit Airspace Utilisation Plan (AUP) to Network Operations Management Centre (NOMC) by 16:00 the day before.
NOMC collate all data received and transmit Daily Plan to ACCs and ATSUs- gives details of airspace restrictions, availability and CDRs etc.
Crew or aircraft operator submits flight plan to IFPS based on preferred route and availability- if it conforms to IFPS criteria an ACK message is sent.
FPL processed by ETFMS (Enhanced Tactical Flow Management System), flight analysed for flow regulations that may apply.
Flow restrictions communicated to AO and Aerodrome of Departure as CTOT. Aircraft departs within tolerance slot of CTOT -5/+10 minutes.
If NOT subject to slot- -15/+15 minutes of EOBT.
When do we start counting Wake Turbulence?
From the moment the nose-wheel lifts until it touches down again.
What is the objective of the AIS (Aeronautical Information Service)?
To ensure the flow of information necessary for the safety, regularity and efficiency of international air navigation.
Each contracting State of ICAO SHALL provide an aeronautical information service.
