APS Flashcards
What methods of identification can be used when using PSR?
The turn method, Departing aircraft method and position report method.
How do you identify aircraft using the turn method?
An aircraft may be identified by ascertaining its heading and, following a period of track observation, correlating the observed movement of a particular Position Indication with:
- The acknowledged execution of an instruction to alter heading by at least 30°;
- One or more changes of heading of at least 30°‚ as instructed by another controller;
- One or more changes of heading of at least 30° reported by the pilot.
A turn for identification does not constitute the provision of a surveillance service. However, controllers should take into consideration, terrain, other surveillance returns, PSR coverage and the RoA before instructing an aircraft to alter heading.
In using the turn method the controller shall:
(1) verify that the movements of not more than one Position Indication correspond with those of the aircraft;
(2) exercise caution particularly when employing this method in areas where changes of aircraft heading are commonly made as a navigational routine.
How do you identify aircraft using the departing aircraft method?
By observing and correlating the Position Indication of a departing aircraft to a known airborne time. Identification is to be achieved within one mile of the end of the runway unless otherwise authorised by the CAA. Particular care should be taken to avoid confusion with aircraft overflying the aerodrome, making a missed approach, departing from an adjacent runway or holding overhead the aerodrome.
How do you identify aircraft using the position report method?
By correlating a particular Position Indication with a report from the pilot that the aircraft is:
(1) over an exact reporting point which is displayed on the situation display; or
(2) at a particular distance not exceeding 30 miles on a particular radial from a co- located VOR/DME or TACAN (DME). The source facility must be displayed on the situation display; or
(3) over a notified visual reference point or prominent geographical feature, in either case approved for the purpose and displayed on the situation display, provided that
the flight is operating with visual reference to the surface and at a height of 3000 ft or less above the surface.
The identification must follow a period of track observation sufficient to enable the controller to compare the movement of the Position Indication with the pilot’s reported route. The reported position and level of the aircraft must indicate that it is within known PSR cover.
This method must be reinforced by an alternative method if there is any doubt about the identification because of:
(1) the close proximity of other returns; or
(2) inaccurate reporting from aircraft at high level or some distance from navigational facilities.
A pilot is to be informed as soon as his aircraft has been identified. When operating inside controlled airspace, the pilot of an aircraft need only be so informed if the identification is achieved by the turn method.
How do you identify an aircraft using SSR?
When using Mode A to identify aircraft, one of the following methods is to be employed:
(1) Observing the pilot’s compliance with the instruction to select a discrete four digit code;
(2) Recognising a validated four digit code previously assigned to an aircraft callsign. When code/callsign conversion procedures are in use and the code/callsign pairing can be confirmed, the callsign displayed in the data block may be used to establish and maintain identity;
(3) Observing an IDENT feature when it has been requested.
Caution must be exercised when employing this method because simultaneous requests for SPI transmissions within the same area may result in misidentification.
Aircraft displaying the conspicuity code 7000 are not to be identified by this method.
When do you inform pilots of their identification and pass position information?
A pilot is to be informed as soon as his aircraft has been identified. When operating inside controlled airspace, the pilot of an aircraft need only be so informed if the identification is achieved by the turn method.
When using mode C, when is an aircraft considered to be at an assigned level?
An aircraft may be considered to be at an assigned level provided that the Mode C readout indicates 200ft or less from that level.
Using Mode C, when is an aircraft considered to have left a level?
An aircraft which is known to have been instructed to climb or descend may be considered to have left a level when the Mode C readout indicates a change of 400ft or more from that level and is continuing in the anticipated direction.
What is the definition of a basic service?
Basic Service is a type of UK FIS provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. This may include weather information, changes of serviceability of facilities, conditions at aerodromes, general airspace activity information, and any other information likely to affect safety. The avoidance of other traffic is solely the pilot’s responsibility.
What is the definition of a traffic service?
Traffic Service is a surveillance-based type of UK FIS where, in addition to the provisions of Basic Service, the controller provides specific surveillance-derived traffic information to assist the pilot in avoiding other traffic. Controllers may provide headings and/or levels for the purposes of positioning and/or sequencing; however, the controller is not required to achieve deconfliction minima, and the pilot remains responsible for collision avoidance.
Under a traffic service what is normally to be considered to be relevant traffic?
Traffic is normally considered to be relevant when, in the judgement of the controller, the conflicting aircraft’s observed trajectory indicates that it will pass within 3 NM and, where level information is available, 3,000 ft of the aircraft in receipt of the Traffic Service or its level-band if manoeuvring within a level block. However, controllers may also use their judgment to decide on occasions when such traffic is not relevant, e.g. passing behind or within the parameters but diverging. Controllers shall aim to pass information on relevant traffic before the conflicting aircraft is within 5 NM, in order to help the pilot meet his collision avoidance responsibilities and to allow time for an update in traffic information if considered necessary.
Can you provide a traffic service below the terrain safe level?
Subject to surveillance system coverage, Traffic Service may be provided below ATC unit terrain safe levels; however, pilots remain responsible for terrain clearance at all times. Other than when following a notified instrument flight procedure, pilots intending to descend below the ATC unit terrain safe level shall be reminded by controllers that they remain responsible for terrain clearance.
What is the definition of a deconfliction service?
Deconfliction Service is a surveillance-based type of UK FIS where, in addition to the provisions of Basic Service, the controller provides specific surveillance-derived traffic information and allocates headings and/or levels to fly aimed at achieving planned deconfliction minima, or for positioning and/or sequencing. Nevertheless, the avoidance of other traffic remains the pilot’s responsibility.
What are the deconfliction minima against uncoordinated traffic when providing a deconfliction service?
The deconfliction minima against unco-ordinated traffic are:
(1) 5 NM laterally (subject to surveillance capability and regulatory approval); or
(2) 3,000 ft vertically and, unless the SSR code indicates that the Mode C data has been verified, the surveillance returns, however presented, should not merge. (Note: Mode C can be assumed to have been verified if it is associated with a deemed validated Mode A code. The Mode C data of aircraft transponding code 0000 is not to be utilised in assessing deconfliction minima).
Can you provide a deconfliction service below the terrain safe level?
Deconfliction Service shall only be provided to aircraft operating at or above the ATC unit’s terrain safe level, other than when a controller at an Approach Control unit provides an ATS to aircraft on departure from an aerodrome and climbing to the ATC unit’s terrain safe level, or to aircraft following notified instrument approach procedures. In all other circumstances, if a pilot requests descent below ATC unit terrain safe levels, controllers shall discontinue Deconfliction Service and, subject to surveillance and RTF coverage, apply Traffic Service and inform the pilot.
When can pilots be cleared for a visual approach?
A
To expedite traffic at any time, IFR flights, either within or outside controlled airspace, may be authorised to execute visual approaches if the pilot reports that he can maintain visual reference to the surface and:
(1) the reported cloud ceiling is at or above the level of the beginning of the initial approach segment; or
(2) the pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.
12.2 Controllers should not clear an aircraft for a visual approach when the RVR is less than 800 m. If a pilot requests a visual approach when the RVR is less than 800 m, controllers should inform the pilot that this type of approach is unavailable and request the pilot’s intentions.
To what range should APS normally provide a RADAR service from Cambridge?
40NM
When shall APS transmit IRVR to aircraft?
(1) whenever the aerodrome meteorological report shows the visibility to be less than 1500 metres;
(2) whenever the IRVR display is indicating an RVR value equal to or less than the maximum for that system;
(3) whenever shallow fog is reported and during a period for which it is forecast.
When can an aircraft be instructed to climb or descend to a level previously occupied by another aircraft?
An aircraft may be instructed to climb or descend to a level previously occupied by another aircraft provided that:
(1) vertical separation already exists;
(2) the vacating aircraft is proceeding to a level that will maintain vertical separation; and
(3) either:
(a) the controller observes that the vacating aircraft has left the level; or
(b) the pilot has reported vacating the level.
When must a pilot fly IFR?
A pilot must fly according to the IFR:
(1) If the airspace has been notified as Class A;
(2) If the meteorological conditions preclude VFR flight or (within a Control Zone) Special VFR flight.
What are the reduced separations in the vicinity of an aerodrome which you can utilise as the APS ATCO?
As the APS ATCO, in the vicinity of aerodromes, the standard separation minima may be reduced if:
(1) each aircraft is continuously visible to the pilots of other aircraft concerned and the pilots report that they can maintain their own separation; or
(2) when one aircraft is following another, the pilot of the succeeding aircraft reports that he has the other aircraft in sight and can maintain own separation.
As an APS ATCO you can also ask the Aerodrome ATCO to assist with reduced separation in the vicinity of the aerodrome and release the aircraft RSYD subject to “adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller.”
Describe in detail co-ordination what ADI shall co-ordinate with APP/ APS
- MATS Pt 1 –
Aerodrome Control shall co-ordinate with Approach Control:
(1) departing IFR flights;
(2) arriving aircraft which make their first call on the tower frequency (unless they are transferred to Approach Control).
MATS pt 2.
ADI shall co-ordinate with Approach control;
1) Pre-note and airborne time for Turboprop and Turbojet aircraft.
2) Airborne time to be passed for any aircraft given a dedicated squawk code from APS
3) Airborne time to be passed for any aircraft departing when VFR restrictions are in force. If APP also pass the direction of departure and whether the aircraft has been restricted.
4) When an aircraft is departing via the overhead above 2000ft
5) When the 1,600ft circuit or higher is active
6) When requiring to enter the ILS critical area when an ILS aircraft has been notified as inbound for runway 23.
Describe in detail co-ordination what APS shall co-ordinate with ADI
MATS 1
Approach Control will co-ordinate with Aerodrome Control:
(1) aircraft approaching to land; if necessary requesting landing clearance;
arriving aircraft which are to be cleared to visual holding points;
aircraft routeing through the traffic circuit.
Approach Control may delegate the responsibility for co-ordination to Approach Radar Control.
MATS 2
Aircraft being vectored for an instrument approach and aircraft which are identified and are being monitored making a procedural approach;
1) APS or RADAR ATSA will inform ADI when an aircraft first becomes active.
2) APS shall inform ADI when the aircraft is approximately 12 track miles from touchdown, before intercepting the FAT.
3) SRA’s as above plus;
a) an 8NM check shall be made both verbally and by using the ‘Landing Clearance Indicator’ (LCI). If no landing clearance is received from ADI by use of the LCI by 4NM from touchdown, a further verbal request shall be made. A clearance to land must be passed by APS before the aircraft reaches 2NM from touchdown. If no clearance is recieved by 2NM then the aircraft is to be sent around.
4) APS shall also inform ADI of the intentions of the aircraft before transferring control.
5) Where control is not transferred (subject to ADI agreement), ADI and APS will co-ordinate closely.
6) All IFR aircraft requiring a visual approach shall be co-ordinated with ADI on an individual basis for joining instructions.
Define the transition level
Transition level is the lowest Flight Level available for use above the transition altitude. It is determined from the table in Appendix A as follows:
(1) Within controlled airspace by the controlling authority and it will normally be based on the QNH of the major aerodrome;
(2) Outside controlled airspace by the Aerodrome Operator and based on the aerodrome QNH.
Define Transition Altitude
Transition altitude is the altitude at or below which the vertical position of an aircraft is controlled by reference to altitude (or height when QFE is used). Wherever possible there is a common transition altitude for aerodromes within a control zone. Unless otherwise notified the transition altitude for civil aerodromes is 3000 feet.
Define transition layer
Transition layer is the airspace between the transition altitude and the transition level. Within the UK, the first available flight level above the transition altitude is separated from the transition altitude by a minimum pressure interval corresponding to a nominal 1000 ft.
Can APS provide a Procedural Service to an aircraft at 1,600ft QNH?
Yes, a Procedural Service is available at all levels and the pilot remains wholly responsible for terrain clearance at all times. However, if a pilot wishes to operate below ATC unit terrain safe levels, unless on departure from an aerodrome when climbing to the ATC unit’s terrain safe level, or when following notified instrument approach procedures, controllers shall advise the pilot of the terrain safe level and remind him of his terrain responsibilities.
What are the minimum services provided by an ATCU in CAS-T airspace?
Separate IFR flights from other IFR flights;
(b) Pass traffic information to IFR flights and SVFR flights on VFR flights and give traffic avoidance advice when requested;
(c) Pass traffic information to VFR flights on all other flights and provide traffic avoidance advice when requested
What are the objectives of Air Traffic Services?
1) To prevent collisions between aircraft.
2) To prevent collisions between aircraft on the manoeuvring area and obstructions on that area.
3) To expedite and maintain an orderly flow of air traffic.
4) To provide adivce and information useful to the safe and efficient conduct of flight.
5) To notify appropriate organisations regarding aircraft in need of search and rescue aid and assist such organisations as required.
What are the visual flight rules at or below 3000ft amsl or 1000ft above terrain whichever is higher in class G airspace?
Clear of cloud and with the surface in sight with a flight visibility of 5km.
What are the visual flight rules below FL100, and above 3000ft AMSL or below FL100 and above 1000ft above terrain whichever is higher, in Class G airspace?
Horizontal distance from cloud 1500 M and 1000ft vertically with a flight visibility of 5KM.
What procedures shall be followed in the event of a failure or navigation lights of an aircraft?
The ANO requires that an aircraft shall not depart from an aerodrome at night if there is a failure of any light which the ANO requires to be displayed and the light cannot be immediately repaired or replaced. If the aircraft is in flight the aircraft shall land as soon as it can safely do so, unless authorised by ATC to continue its flight. Controllers should take the following into consideration before authorising the flight:
(1) Normally permission should only be granted if flight is to be continued wholly within UK controlled airspace classes A-D. Flight outside the UK under these conditions may not be authorised unless permission to continue has been obtained from the adjacent controlling authority;
(2) If the pilot’s intention is to fly outside controlled airspace or within Class E airspace, he should be instructed to land at the nearest suitable aerodrome. Selection of this aerodrome is the responsibility of the pilot although he may request information to assist him in making his decision. Under certain circumstances the pilot may decide that the nearest suitable aerodrome is his original destination.
