ATM 01 Flashcards
What is an Approach Control Service?
Where ATC is provided for controlled flights associated with arrival or departure.
What is an ATS?
Air traffic service is a generic term meaning variously a;
- Air Traffic Control Service
- Flight information Service
- Alerting Service
- Air Traffic Advisory Service
Define an Air Traffic Control Service?
A service provided for the purpose of preventing collisions between a/c, and on the manoeuvring area between a/c and obstructions; and expediting and maintaining an orderly flow of traffic. (EU 923/2012)
Area
Approach
Aerodrome
To whom do we provide an Air Traffic control service?
- To all IFR a/c in Class A, B, C, D and E airspace
- To all VFR a/c in Class B, C and D airspace
- To all SVFR a/c
- To all aerodrome traffic at controlled aerodromes
What is a Flight Information Service?
A service provided for the purpose of giving advice and information useful to the safe and efficient conduct of flight.
To whom do we provide a FIS?
to all aircraft which are likely to be affected by the information and which are:
– Provided with an ATC service, or
– Otherwise known to relevant Air Traffic Services units.
FIS does not relieve the pilot-in-command of an aircraft of any responsibilities and the pilot-incommand has to make the final decision regarding any suggested alteration of flight plan
What is an Air Traffic Advisory Service?
-A service provided within advisory airspace to ensure separation, in so far as practicable, between aircraft operating on IFR flight plans.
What is advisory airspace?
An airspace of defined dimensions, or designated route, within which air traffic advisory service is available.
What is an advisory route?
A designated route along which air traffic advisory service is available.
Do controllers providing an ATAS have to coordinate?
Yes, excatly like controllers providing an ATC service.
What do IFR aircraft need before entering advisory airspace?
A FPL
What must an IFR flight do if crossing an advisory route?
Must cross at an angle that is 90° to the direction of the route.
What are the RADAR separations that a controller must use?
5nm when using RADAR or surveillance equipment such as ADS-B
This can be reduced to 3nm provided the capabilites of the surveillance system allow.
What is an STCA?
Short Term Conflict Alert (STCA)
– visual and (sometimes) aural warnings if potential aircraft conflicts detected. (usually up to 2 minutes ahead).
What is RIMCAS?
Runway Incursion Monitor and Collision Avoidance System (RIMCAS)
- Fitted to some surface movement surveillance systems
- Provides Tower controllers with audio and visual warnings of potential conflictions on runways
- (PSR and SSR returns can both trigger RIMCAS) )
What is MTCD?
Medium Term Conflict Detection
A safety net that warns (visually and with an audio alarm) the controller of potential conflicts up to 20 minutes in advance.
Eg IFACTS
Define identification with regards to PSR
The situation which exists when the position indication of a particular aircraft is seen on a situation display and is positively identified. (ICAO)
Describe the turn method of identification
- Ascertain the aircraft’s heading
- Observe the aircraft’s track for a period of time
- Correlate the observed movement of a particular Position Indication with;
1) The acknowledged execution of an instruction to alter heading by at least 30 degrees.
2) One or more changes of heading of at least 30 degrees, as instructed by another controller, or
3) One or more changes of heading of at least 30 degrees, reported by the pilot.
A turn for identification does not constitute the provision of a surveillance service
Before instructing an aircraft to turn, consider:
- Terrain
- PSR coverage
- Other surveillance returns
- Rules of the Air
- Proximity of Controlled airspace boundary
Caution must be exercised to ensure that;
- the movements of not more than one Position Indication match those of the aircraft
- This method is not used in areas where aircraft reguarly make turns for navigational purposes
Describe the departing aircraft method of identification
Identification is achieved by observing and correlating the Position Indication of a departing aircraft to a known airborne time. Identification is to be achieved within 1nm of the end of the runway used.
Take care to avoid confusion with:
- Aircraft overflying the airfield
- Aircraft making a Missed Approach
- Aircraft departing from an adjacent runway
- Aircraft holding overhead the airfield
Describe the position report method
By correlating a particular radar position indication with an aircraft reporting its position over, or as bearing and distance from,
• a point shown on the situation display, either
1) An exact reporting point, or
2) Over a notified visual reference point or prominent geographical feature, in either case approved for the purpose and displayed on the situation display. Must not be more than 3,000ft above this point to use it in the UK.
• and by ascertaining that the track of the particular radar position is consistent with the aircraft path or reported heading;
Both must be within PSR coverage to be valid points to use.
Use an alternative method if there is any doubt concerning the identification. The appropriate ATS authority may prescribe conditions for the application of these methods, e.g.:
i) a level or levels above which this method may not be applied in respect of specified navigation aids; or
ii) a distance from the radar site beyond which this method may not be applied.
Define an ERP
Exact reporting point.
A position established by a navigational facility, which is:
- Overhead a VOR or NDB
- A notified fix defined by VOR radials or a VOR radial and a bearing from an NDB
- A position defined by a VOR radial and a range from a co-located DME
What must a controller do if he loses identity of an a/c?
Inform that a/c of the loss of identification.
When is it necessary to inform a pilot that his a/c has been identified?
When the a/c has been identified outside Controlled Airspace. It is no longer required to pass a position report in this situation unless controller deems it necessary.
What are the methods for identifying an a/c using SSR?
- Observing compliance with the instruction to set a discrete four digit code.
- Recognising a validated four digit code Code/callsign conversion procedures may also be used if code/callsign pairing confirmed
- Observing an IDENT feature when it has been requested
CAUTION:
(1) Possible mis-ident due to simultaneous requests to ident.
(2) Ident cannot be used for aircraft displaying a conspicuity code.
What methods are there to validate an assigned Mode A Code?
- Instruct aircraft to squawk assigned code and observe that the correct numbers appear.
- Instructing the aircraft to “squawk ident” and simultaneously checking that the code numbers are associated with the radar return.
- Matching a previously identified primary radar return with the assigned code for the flight.
Can be done at the same time as identifying.
When may a Mode A code be deemed validated?
When the code set can be recognised by the Code Assignment Plan to have been assigned by an ATC unit capable of validating the code, providing the code has not been notified as being corrupt.
What is verification?
A check to confirm that the aircrafts Mode C read out is accurate within agreed parameters. There are strict guidelines concerning the use of Mode C data which vary according to whether the readout is verified or not
- Mode C can be assumed to have been verified if associated with a deemed validated Mode A
- Verification may be achieved, if necesssary, with the assistance of another ATSU.
- If in error:- Request the pilot to “check altimeter setting and confirm level” If still in error: “Stop Squawk Altitude. Wrong indication” “Squawk 0000” – to indicate a data error (independent switching off of Mode A & Mode C not available)
How are levels assessed using mode C read Outs?
By checking that the level assessments correlate with the reported level of the aircraft, either by;
- Maintaining an assigned level (level occupied) Mode C readout indicates +/-200ft from that level in RVSM (FL290-410) or +/- 300ft in other airspace, unless the ATS authority specify smaller (not less than +/-200ft). +/-200ft in the UK and on the sims in all airspace.
- VACATED a level; when instructed to climb or descend Mode C readout shows a change of more than 300ft (400ft in UK) from the level, and is continuing in the anticipated direction.
- PASSING through a level in the climb or descent Mode C readout shows the level has been passed by more than 300ft and is continuing in the required direction. 400ft in the UK
- REACHED an assigned level Three successive Mode C readouts or 15 secs (whichever the greater) indicate the appropriate tolerance as in 1.
When should a pilot be informed of his a/c’s position?
- Upon identification, except when the identification is established:
i) based on the pilot’s report of the aircraft position; or within 1nm of the runway upon departure (and the observed position on the situation display is consistent with the aircraft’s time of departure;) or
ii) by use of either ADS-B / SSR Mode S aircraft ident or assigned discrete SSR codes and the location of the position indication is consistent with the CPL of the aircraft; Or
iii) by transfer of identification; - when the pilot requests this information;
- when a pilot’s estimate differs significantly from the controller’s estimate based on the observed position;
- when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route;
- immediately before termination of ATS surveillance service, if the aircraft is observed to deviate from its intended route.
In what ways can you pass position information to a pilot?
a) as a well-known geographical position;
b) magnetic track and distance to a significant point, an enroute navigation aid, or an approach aid;
c) direction (using points of the compass) and distance from a known position;
d) distance to touchdown, if the aircraft is on final approach; or
e) distance and direction from the centre line of an ATS route.
What should a controller be cautious of when using the turn method for identification?
Caution must be exercised to ensure that;
- the movements of not more than one Position Indication match those of the aircraft
- This method is not used in areas where aircraft reguarly make turns for navigational purposes
When using the departure method of primary identification what must the controller be cautious of?
Take care to avoid confusion with:
- Aircraft overflying the airfield
- Aircraft making a Missed Approach
- Aircraft departing from an adjacent runway
- Aircraft holding overhead the airfield
What must a controller be
Use an alternative method if there is any doubt concerning the identification. The appropriate ATS authority may prescribe conditions for the application of these methods, e.g.:
i) a level or levels above which this method may not be applied in respect of specified navigation aids or points (3,000ft in the UK); or
ii) a distance from the radar site beyond which this method may not be applied.
Over what type of points may the position report method be used?
a point shown on the situation display, either
1) An exact reporting point, or
2) Over a notified visual reference point or prominent geographical feature, in either case approved for the purpose and displayed on the situation display. Must not be more than 3,000ft above this point to use it in the UK.
Define RADAR contact
The situation which exists when a RADAR position symbol of a particular aircraft has been seen and identified on a situational display.
Define validation
The act of correlating a particular position indication with a specific aircraft target by means of laid down procedures. It is possible to achieve identification and validation at the same time.
What are the methods for identifying an a/c using SSR?
- Observing compliance with the instruction to set a discrete four digit code.
- Recognising a validated four digit code Code/callsign conversion procedures may also be used if code/callsign pairing confirmed
- Observing an IDENT feature when it has been requested
CAUTION:
(1) Possible mis-ident due to simultaneous requests to ident.
(2) Ident cannot be used for aircraft displaying a conspicuity code.
What methods are there for transferring identity of an a/c between controllers?
Provided the position indication is in the surveillance cover of both controllers;
a) designation by automated means, provided that only one position indication is indicated with no possible doubt;
b) notification of the aircraft’s discrete SSR code or aircraft address;
c) notification that the aircraft is SSR Mode S / ADS-B equipped with an aircraft ident feature when Mode S/ADS-B coverage is available;
d) direct designation (pointing with the finger) of the position indication, if the two situation displays are adjacent - “That one!”, or if a common “conference” type of situation display is used;
e. designation by reference to bearing and distance from a geographical position or nav facility, together with the track of the observed position indication if the route of the aircraft is not known to both controllers; (ANSP’s may put conditions on this, such as max. distance from point – e.g. UK require a max. of 30nm from a VOR/DME facility.)
f) instructing an aircraft to change SSR code by the transferring controller and the observation of the change by the accepting controller; or
g) issuance of an instruction to the aircraft by the transferring controller to ‘squawk IDENT’ and observation of this response by the accepting controller.
* Note.— Use of procedures f) and g) requires prior coordination between the controllers, since the indications to be observed by the accepting controller are of short duration.*
What must a controller do when allocating a squawk?
Validate and verify it.
What must a controller do if a Mode A code displayed by an aircraft does not correlate with the code that has been assigned?
Instruct the pilot to reset the code
- If an error persists, instruct the pilot to squawk A0000
- If an error still exists then instruct the pilot to switch off the transponder. ( A corrupt code may be retained for identification and tracking purposes if the Mode C has been verified but adjacent ATSU’s must be informed.)
What must a controller do if Mode C data is incorrect?
• If in error:
- Request the pilot to “check altimeter setting and confirm level”
- If still in error: “Stop Squawk Altitude. Wrong indication” “Squawk 0000”
– to indicate a data error (independent switching off of Mode A & Mode C not available)
What are the vectoring principles?
a) Ideally vector along tracks so that the pilot can monitor position using pilot-interpreted aids (to minimise assistance required and reduce issues from a radar failure);
b) when given its initial vector diverting it from a previously assigned route, inform pilot why; and specify limit of the vector (e.g. to … position, for … approach);
c) except when transfer of control is to be effected, aircraft shall not be vectored closer than 2.5 NM or, if minimum separation is >5 NM, distance of half of the separation from the limit of the airspace;
d) controlled flights shall not be vectored into uncontrolled airspace except in the case of emergency or in order to circumnavigate adverse meteorological conditions (in which case the pilot should be so informed), or at the specific request of the pilot; and
e) when an aircraft has reported unreliable directional instruments, the pilot shall be requested, prior to the issuance of manoeuvring instructions, to make all turns at an agreed rate and to carry out the instructions immediately upon receipt.
What are the functions of Aerodrome Control Towers?
Shall issue information and clearances to a/c under their control to achieve a safe, orderly and expeditious flow of Air Traffic on and in the vicinity of the aerodrome with the object of preventing collisions between;
a) A/c flying within the designated area of responsibility of the control tower, including aerdodrome traffic.
b) A/c operating on the manoeuvring area.
c) A/c landing and taking off.
d) A/c and vehicles operating on the manoeuvring area.
e) A/c on the manoeuvring area and obstructions on that area.
In terms of Aerodrome control what is Essential Traffic Information?
Essential local traffic shall be considered to consist of:
a) any aircraft, vehicle or personnel on or near the manoeuvring area, or
b) traffic operating in the vicinity of the aerodrome,
which may constitute a hazard to the aircraft concerned.
Essential local traffic shall be described so as to be easily identified.
When is Essential Traffic Information passed?
Information on essential local traffic shall be issued in a timely manner, either directly or through the unit providing approach control service when, in the judgement of the aerodrome controller, such information is necessary in the interests of safety, or when requested by aircraft.
What Aerodrome and Met information is passed to an a/c prior to taxiing?
Aircraft shall be advised of the following elements of information in the order listed, with the exception of such elements which it is known the aircraft has already received (for example ATIS):
a) the runway to be used;
b) the surface wind direction and speed, including significant variations therefrom;
c) The QNH and either on a regular basis in accordance with local arrangements or if so requested, the QFE
d) the air temperature for the runway to be used, in the case of turbine-engined aircraft);
e) the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway to be used;
f) the correct time.
What information must be passed to a/c prior to take off?
aircraft shall be advised of:
a) any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s)
b) significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft.
What information is to be passed to an a/c making an approach to land or joining the Aerodrome Traffic Circuit?
Prior to entering the traffic circuit or commencing approach to land, aircraft shall be provided with the following elements of information, in the order listed, with the exception of such elements which it is known the aircraft has already received:
a) the runway to be used;
b) the surface wind direction and speed, including significant variations therefrom;
c) The QNH and either on a regular basis in accordance with local arrangements or if so requested, the QFE
After passing the essential Aerodrome information and before passing a taxi clearance what must an Aerodrome Controller do?
Ascertain the location of the aircraft (ie where it is parked).
What must a taxi clearance contain?
Taxi clearances shall contain concise instructions and adequate information so as to assist the flight crew:
- To follow the correct taxi routes
- To avoid collision with other aircraft or objects, and
- And to minimize the potential for the aircraft inadvertently entering an active runway.
What must a taxi clearance contain when its clearance limit is beyond an active runway?
an explicit clearance to cross or an instruction to hold short of that runway.
Can a/c taxi on the runway in use?
Yes, this is to help expedite air traffic but it can only be done when there is no risk to safety or delay imposed on the other a/c.
Where control of taxiing aircraft is provided by a ground controller and the control of runway operations by an aerodrome controller, the use of a runway by taxiing aircraft shall be coordinated with and approved by the aerodrome controller.
If a controller cannot visually or through the use of the ATS surveillance system ascertain whether an a/c has vacated the runway, what other way is there to?
If the control tower is unable to determine, either visually or via an ATS surveillance system that a vacating or crossing aircraft has cleared the runway, the aircraft shall be requested to report when it has vacated the runway. The report shall be made when the entire aircraft is beyond the relevant runwayholding position.
When is an a/c considered to have vacated the runway?
When it is over the relevant holding point when exiting the runway.
If not cleared to enter the runway what is the furthest point an a/c can taxi and hold?
The holding point for the runway
At what point can an a/c be permitted to enter a runway when another a/c is effecting a landing?
Aircraft shall not be permitted to line up and hold on the approach end of a runway-in-use whenever another aircraft is effecting a landing, until the landing aircraft has passed the point of intended holding.
With regards to Helicopters air taxiing, what are the considerations?
Instructions which require small aircraft or helicopters to taxi in close proximity to taxiing helicopters should be avoided and consideration should be given to the effect of turbulence from taxiing helicopters on arriving and departing light aircraft.
Why shouldn’t you QSY a single pilot helicopter when it is airtaxiing (even relaying instructions from other controllers if necessary)?
Most light helicopters are flown by one pilot and require the constant use of both hands and feet to maintain control during low-altitude/low-level flight. Although flight control friction devices assist the pilot, changing frequency near the ground could result in inadvertent ground contact and consequent loss of control.
Whose authority is required before a vehicle can enter and move around the manoeuvring area?
The controllers
An entry to the runway must be subject to further authorisation
Who has priority on the manoeuvring area?
Vehicles and pedestrians must give way to a/c.
Emergency vehicles will have priority over all surface traffic during an emergency (in which case all the traffic would be halted anyway).
What is an aerodrome control tower?
A unti established to provide ATC service to aerodrome traffic.
What is aerodrome traffic?
All traffic on the manoeuvring area of an aerodrome and all aircraft flyinh in the vicinity of an aerodrome.
What is generally considered to be the vicinity of an aerodrome?
An aircraft is considered to be in the vicinity of an aerodrome when it is in, entering or leaving the aerodrome traffic circuit.
What is air traffic?
All aircraft in flight or operating on the manoeuvring area of an aerodrome.
What is the landing area?
That part of the movement area intended for the landing or take-off of aircraft.
In what order will departing a/c normally be departed in and what may cause you to deviate from this?
The order in which they are ready to depart;
Attempts to facilitate the maximum amount of departures with the minimum amount of delay.
What other factors may decide the order of departure?
- Types of aircraft and their relative performance;
- Routes to be followed after take-off;
- Any specified minimum departure interval between take-offs;
- Need to apply wake turbulence separation minima;
- Aircraft which should be afforded priority; and
- Aircraft subject to ATFM requirements.
After a preceding a/c has passed which point may a follwing departure be cleared for take-off or following inbound be cleared to cross the threshold to land?
the preceding departing aircraft has
- crossed the end of the runway-in-use, or
- has started a turn, or
- until all preceding landing aircraft are clear of the runway-in-use.
Same for a/c landing after or departing after.
When a take-off clearance is required prior to take-off (ie those relayed from other units like LF to LK) can the a/c depart without it?
No the take-off clearance shall not be issued until the clearance has been passed to and acknowledged by the a/c concerned.
When can a take-off clearance be issued?
-the aircraft is ready for take-off and at or approaching the departure runway, and the traffic situation permits.
To reduce the potential for misunderstanding, the take-off clearance shall include the designator of the departure runway.
What is an “immediate take-off”?
In the interest of expediting traffic, a clearance for immediate take-off may be issued to an aircraft before it enters the runway. On acceptance of such clearance the aircraft shall taxi out to the runway and take off in one continuous movement.
Note: ‘immediate’ should not be used with “cleared for take-off”. Aircraft should have been asked if they are ready for “immediate departure” and if they are, should be “cleared for take off” (ICAO)
Who has the greatest priority between an a/c landing and one ready to depart from the same/intersecting runway?
The landing a/c
If you want to expedite traffic what can you say to a landing a/c and what would be your considerations?
A landing a/c may be requested to:
a) hold short of an intersecting runway after landing;
b) land beyond the touchdown zone of the runway;
c) vacate the runway at a specified exit taxiway;
d) expedite vacating the runway.
Before doing this you must consider;
a) type of aircraft;
b) runway length;
c) location of exit taxiways;
d) reported braking action on runway and taxiway;
e) prevailing meteorological conditions.
A HEAVY aircraft shall not be requested to land beyond the touchdown zone of a runway.
If the pilot-in-command considers that he or she is unable to comply with the requested operation, the controller shall be advised without delay.
Do we provide seperation between aircraft in formation?
No, the aircraft involved in the same flight as a formation are exempted from seperation minima.
Are aircraft operating on different runways at an aerodrome approved for simultaneous runway ops seperated?
No
Are aircraft operating under military necessity seperated?
no.
Can a controller withold permission to land indefinitely?
no
What aircraft are given priority for landing?
- Aircraft which anticipates being compelled to land because of factors affecting the safe operation of the a/c
- Hospital a/c or a/c carrying any sick or seriously injured persons requiring urgent medical attention
- SAR a/c
- Other a/c as determined by the appropriate authority.
What information is contained in an ATIS and in what order?
- Name of aerodrome
- Arrival/Dep. indicator
- Contract type, if D-ATIS
- Designator
- Time of obs
- Type of approach(es) to be expected
- The runway in use
- Significant runway surface conditions and if appropriate braking action
- Holding delay
- Transition Level
- Other essential operational info
- Current METAR
- Any available info on met phenomena in the approach or climb out areas
- trend forecast when available
- Specific ATIS instructions
Define QFE
Atmospehric pressure at offical aerodrome level. When QFE is set on the subscale of a pressure altimeter, the altimeter will read zero when the a/c is on the ground at the station.
Define QNH
Atmospheric pressure at mean sea level. When set on the subscale of a pressure altimeter it will read aerodrome elevation when the aircraft is on the ground at the station.
