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South Airspace > Board Questions > Flashcards

Board Questions Flashcards

1
Q

Standing at these points are your feet wet? Whose airspace at FL190?

A 
Rinti- yes, s15 /Paris tb
Rotno- yes, tc timba
Ratuk-  no, tc godlu
Bilni- no, s20
Revtu- no, Brest id 
Nedul- no, s20
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2
Q

Who do you need to tell when holding?

A

GS, conflicting sectors and ACCs

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3
Q

If holding is prolonged what can you do to decrease flow rates?

A

Ask GS to decrease flow rates, ask adjacent centres to slow traffic down.

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4
Q

Which holds are separated?

A 
All holds are separated at published levels except for the following:
Kathy and adlog when Kathy used right hand
Goktu and adlog 
Amdut and lyd 
Tiger and lyd
Undug and tiger
Undug and lyd
Tiger and det 
Domut and goktu
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5
Q

What TACAN routes go through the south sectors?

A

TB2- Brize - SAM - Cherbourg north
TB3 - DVR - Cambrai
TB6- Marham - WD6 - MAY - SPT
TB7- Wattisham - WD7 - DVR - EPT

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6
Q

EGLC departure going to EGTE, FPL160 where would it route? Which TC sector would it come from? Which LAC sector would it enter first?

A

This traffic would route as a HASTY outbound. The sector sequence would be TC TIMBA-TC WILLO-TC OCK-S20.

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7
Q

What interaction does Channel have with TC GODLU?

A

NETVU inbounds; ELDAX inbounds FL140-; KB, LC, MC-S15 outbounds

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8
Q

How to handle a CFP on the sector

A

Electronic:
Pink strip appears in the Offered Bay. Planner clicks the strip to bring up the route and considers the offer. The Planner then points out the crosser to the Tac and agrees a course of action. If any amendments need to be made the Planner shall telephone the Swanwick (Mil) Planner and coordinate. Once the Tac is ready to accept the CFP, they shall tick the incomm box on the TDL in the pending bay, and the Planner shall Accept the strip from the offered bay.
Non-electronic CFP
Swanwick (Mil) will telephone and request a clearance. The Planner should create a blocking strip and agree a course of action with the Tac. Once agreed, the Planner should pass the clearance by telephone to the Swanwick (Mil) Planner.

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9
Q

What is a standard south departure?

A

Join OT THRED, climbing FLXXX, contact 129.430

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10
Q

Rules for radar handovers/silent radar handovers etc. with Jersey/Brussels/ Brest.

A 
Sector - lat - long
Maastricht - 5 nm - 10 nm
Brussels - 5 nm - 10 nm
Reims - RH only - 10 nm
Paris UK/Brest M - 8 nm - 10 nm
Jersey - RH only - 10 nm
Paris TP - RH only - 10 nm
Solent Radar - RH only - 10 nm
Brest Q - RH only - 10 nm
Brest VS/VU/ID - 8 nm - 15 nm
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11
Q

What happens when Jersey closes?

A

Jersey will inform the GS Channel, who will inform the flight plan manager, GS West and the OS.
The flight plan manager will then enter a message into NAS which will send details of aircraft to Brest ID instead of Jersey.

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12
Q

Holding procedures on Worthing

A

The process when 20 is split from 22. S22 shall inform S19,20,21 and cancel the FL210L NEDUL/KUMIL SA. Electronic offers shall be allowed to SLUT from S20 to S22, the S22P will reject any flights required to hold at BILNI. S22P shall record the order of aircraft on the left hand side of the KATHY hold palette and bring the aircraft on as appropriate.
Who is the focal point when holding on Worthing? S22P
Who decides the order? S22P
How do they do this? (A scenario where 3 are holding at KATHY, 4 at ADLOG and 4 at BILNI). A fair order where one is taken from each hold at a time to join KATHY.
Why is entering a NAS hold fix important? It prevents NAS times being updated and generating new strips for the next sector each time the aircraft goes round the hold.
Why is it extra vital for Aircraft from the west when S20 and 22 are split? Prevents the ACT from forwarding automatically to S22.
A/C FL130 through ORTAC, where would you hold if KATHY is full? ADLOG (although not separated from KATHY when used right hand) or use a lower level.

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13
Q

Where would you hold a LL inbound? What are the pros and cons?

A

KATHY – it is very close to the aircraft route so doesn’t add extra track miles getting into and out of the hold. Keeps aircraft out the way of TELTU inbounds. However it conflicts with S20 southbound traffic if used left hand and conflicts with KK inbounds.

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14
Q

If traffic routeing via ORIST due danger area activity what are the rules for S20 and S22?

A

S20 shall not vector east of MARUK-LELNA, S22 shall not vector west of ORIST-VEXEN.

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15
Q

S20/22 buffer zone.

A

Neither S20 nor S22 shall vector into the Buffer Zone without coordinating with the other.

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16
Q

FL210, FL230 through XAMAB. What are the conditions? If these conditions can’t be met?

A

The aircraft must have RFL250 or above. Otherwise must reroute via SITET.

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17
Q

Which Paris sectors abut S18?

A

Paris TP, UK.

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18
Q

Teltu triangle responsibilities.

A

TC CPT are responsible for separating traffic from S19 to TC CPT against traffic from TC CPT to S18.
S18 are responsible for separating traffic from TC CPT to S18 against:
Traffic from S19 to S18; and
Traffic from S18 to S19.
S19 are responsible for separating traffic from S19 to TC CPT against:
Traffic from S19 to S18; and
Traffic from S18 to S19.

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19
Q

New Jersey interface details.

A

ORTAC: All EGJA traffic, all traffic FL100 and below, all Solent – JJ/JB and JJ/JB – Solent FL130 and below.
LELNA: All non-JJ group Solent inbounds FL110 and above.
ORIST: All other traffic FL130 and above, Solent inbounds from Brest.

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20
Q

Co-ordination and RFC procedures from LAC to Jersey, and vice versa.

A

LAC to JJ: Solent o/bs RFC to FL190 15nm from LELNA/ORTAC. JJ grp i/bs RFD/T abeam MARUK. (When S20/21 split LELNA traffic is not RFD/T).
JJ to LAC: RFT 15nm from ORTAC/ORIST

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21
Q

Vertical splits of airspace standing at SAM.

A

Southampton CTR SFC-2000’, CTA 2000’-5500’, TC SW Deps FL55-105 (delegated to Solent Radar), TC OCK FL105-155, S20 FL155-305, S01 FL305-660.

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22
Q

A/c at FL220 wants to route SAM direct GD, can you? What considerations?

A

Main considerations – is TRA2 active? If not do we have off route status? If TRA active go below and coordinate with Western Radar. If not active and we have off route status coordinate with S6. Otherwise coordinate with Swanwick Mil.

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23
Q

EGJJ outbound going to EGCC at FL170 reports MOD TURB and wants to climb to FL190. What do you do?

A

Climb to FL190. Advise the pilot to expect to descend by PEPIS. If unable to descend, request coordination with TC CAP through PEPIS at FL190 or reroute the aircraft via AVANT.

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24
Q

EGTE joiner transferred directly from EGTE to S20.

A

What service would you give? BS until passing FL70, then TS/DS
Under a DS the pilot refuses your deconfliction advice and says he is visual with the aircraft and will take his own separation. What do you do? Downgrade to a TS.

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25
Q

The EGTE joiner joined at FL190 and is requesting FL330 routeing out through XAMAB. If Worthing is band boxed and the XFL is set to FL300 who will the details go to if you don’t manually change anything?

A

S25

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26
Q

EGTE inbound on S17 night shift, wants to go direct GIBSO at FL380, who do you need to coordinate with, what level will it be by GIBSO, what sort of level will Exeter give you, phraseology when clearing to leave CAS by descent.

A

Coordinate with Central. FL190 or below by GIBSO unless coordinated with S6. “[Callsign] cleared to leave controlled airspace by descent, EGTE will accept you descending to altitude 3000ft, QNH 995 hPa.” Inform when they will leave controlled airspace (e.g. at GIBSO or passing FL155) and that the RCS is terminated.

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27
Q

EGTE joiner against an EGTE leaver. As planner, what clearance would you give?

A

Dependent on the scenario, likely to lead to a discussion, i.e. where is the inbound when the outbound clearance is given, where will the two aircraft cross. If they will cross outside CAS coordinate a solution with WR (e.g. level safe clearance, or using headings or north side/south side). If they cross inside CAS give a clearance not ensured by level and resolve the confliction between GIBSO and SAM before transferring to WR. However there are many different options to be explored dependent on the scenario.

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28
Q

If the clearance involves headings what service would this imply outside CAS?

A

DS

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29
Q

All EGTE joining/leaving procedures with Western Radar open/shut, MIL providing a service and not.

A

Joiners
WR open: WR call S20 and request a clearance. S20 activates the FPL and accepts the EFS from the departure bay and, if appropriate, passes joining clearance. The clearance is annotated in the SCC with a ✓ and once airborne the track paired with the FPL.
WR closed and Swanwick (Mil) providing a service: As above, except S20 is required to inform S6 of the joiner. S20 shall not pair the track with a NAS FPL prior to incomm as it will unpair the military EDDUS plan.
WR closed and Swanwick (Mil) not providing a service: As above, except S20 is required to inform S6 of the joiner.
Leavers
WR open: S20 is to pre-note Western Radar who will issue an SSR code, flight level and contact frequency.
WR closed and Swanwick (Mil) providing a service: As above, except S20 is required to inform S6 of the joiner.
WR closed and Swanwick (Mil) not providing a service: Flight details and an estimate are to be passed to Exeter ATC who will provide an SSR code, frequency and acceptance level. S20 is to transfer the aircraft clean to Exeter ATC no earlier than 35nm west of SAM.

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30
Q

AVANT/TNT routing.

A

Not available 0600-0900(L). For traffic FL360+ overflying the London FIR. Aircraft below FL360 must route AVANT HEMEL WELIN TNT.

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31
Q

Level allocations at LELNA/LORKU

A

Odd levels only
FL350 max for LTMA/LF grp outbounds (exc. SS, SC). This traffic may be in the climb.
FL310 max for H2 (UPALO) traffic.
FL250 max for LFRR grp from LTMA.
FL200 max level for JJ grp inbounds, level abeam MARUK.
All traffic level 10nm before LELNA/LORKU.

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32
Q

If an aircraft inbound to EGLL is on a heading pointing towards TELTU, who do you have to coordinate with? Why?

A

Traffic should be coordinated with TC WILLO and TC OCK as TC SW expect EGLL traffic positioned within the HAZEL gate so as not to conflict with EGKK inbounds via TELTU.

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33
Q

Brest RFC/RFD/RFT area south of S19/S22.

A

All northbound flights are RFT within the Brest RFT area after passing 5nm south of REVTU/AKIKI/DIKRO.
Traffic from Brest JS/JU is RFC and RFD to FL260 after passing 5nm south of REVTU/AKIKI/DIKRO.
Traffic from Brest ID is RFD and RFC to FL250 after passing 5nm south of REVTU/AKIKI/DIKRO.
Northbound flights via M189 are RFD and RFT with Brest JS/ID after passing ANGLO. Traffic must not be vectored more than 5nm from the centreline.

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34
Q

Gatwick has lost its runway, KATHY & BILNI holds full, Portsmouth danger areas all active high level, what do you do?

A

Ask offering sectors (Brest, West) to slow traffic down and possible hold out in their airspace. Ask S01/S36 if we can hold high level at BILNI. Ask military for a check fire in the Portsmouth Danger Areas and use the ADLOG/DOMUT/ GOKTU holds as required.

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35
Q

What is a standard release for a Solent inbound and what alternative releases could you use and why would you use them?

A

Released 15nm before THRED, contact by THRED. Any time, position or FL may be used in a release, e.g. Released at minute 51/passing FL90. Other releases may be used to ensure separation against other traffic.

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36
Q

How far can EGTE see?

A

35nm west of SAM.

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37
Q

What aircraft may route northbound via SITET and at what levels?

A

Traffic inbound to the LTMA, LF Group, HH, HI, LD, LM, TB, TC or TK may route northbound on L151 at a maximum level of FL120.

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38
Q

Between S18 and TC, who is responsible for ensuring separation between a EGLF inbound via ELDAX and a KK outbound via VEULE if both aircraft are following the standing agreement?

A

If TC WILLO descend the EGLF inbound below FL180, they are responsible for separating against the EGKK outbound. If S18 climb the EGKK outbound above FL170, they are responsible for separating against the EGLF inbound.

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39
Q

Also on S18, who is responsible for ensuring separation between a EGLC inbound via NETVU and EGKK outbound? Is there a difference between easterly/westerly operations?

A

S18 are responsible for separation of NETVU inbounds against EGKK outbounds. When EGKK are on easterlies, TC WILLO will position the EGKK outbounds via NEVIL, SITET and XAMAB west of the SFD-HAWKE track, and outbounds via XIDIL towards WAFFU and FL150 or above by WAFFU.

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40
Q

What Paris sectors abut S18? Where and at which levels?

A

TP – SITET/XAMAB FL195-, XIDIL FL265-

UK – SITET/XAMAB FL195-295, XIDIL FL265-295

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41
Q

What Brest sectors exist via XAMAB? What levels? Any difference via SITET?

A

XAMAB/XIDIL – MS FL295-345, MI FL345-365, MU FL365-660

SITET – QS FL295-345, QI FL345-365, QU FL365-660

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42
Q

What is LFD082? What is it used for? What levels is it active between? When it is active what are the responsibilities of the London/Brest/Paris ACCs?

A

Danger area in the DIKRO-NEVIL-SITET-ETRAT triangle. Used for French Navy sea firing. It is activated when notified by Paris/Brest, and when active LAC must ensure traffic remains on or west of the DIKRO-ANGLO-NEVIL centreline and traffic via SITET must remain on or east of the centreline or 5nm from the edge of the danger area if vectoring.

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43
Q

EGJJ call and report they are closing for the night. What are your actions? What happens to the airspace? What happens to the ACT messages?

A

Inform the GS who will in turn inform the flight plan manager, GS West and OS. A message will be entered into NAS which forwards all ACTs to Brest ID.

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44
Q

What should you be cognisant of when instructing an aircraft to hold on HURN?

A

Danger area activity, whether split or bandboxed and any coordination required as a result, whether any levels need to be blocked with Brest.

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45
Q

What is special about the KATHY hold?

A

Published left hand but may be tactically used right hand.

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46
Q

On S20, TC present you with two oceanic outbounds climbing to FL150 on parallel headings. They are both “A” codes, but have different oceanic entry points. Where can you look to see what they are for these aircraft? Which way round would you position them?

A

On the “westbound tracks” list on the SIS, or call S6 and ask.

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47
Q

You get a CFP on S18 at FL310. Why have you received this at a LUS level?

A

S18 is to check if any traffic that has been coordinated with Brest conflicts with the CFP and take action as appropriate. S18 should also inform Paris about the traffic. (It doesn’t say that S18 should tell Paris but it seems like a sensible idea).

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48
Q

TIGER hold procedures.

A

S17 shall transfer the lowest holding aircraft cleared to FL180 to TC BIG. S17 may descend the next aircraft in the TIGER hold to FL180 when the preceding aircraft has been observed to have vacated FL180.

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49
Q

AMDUT hold procedures.

A

S17 will transfer the lowest holding aircraft cleared to FL160 to TC TIMBA. S17 may descend the next aircraft in the AMDUT hold to FL160 when the preceding aircraft has been observed to have vacated FL160.

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50
Q

What levels are TIGER and AMDUT holds separated?

A

Coincident published levels (FL180, FL190)

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51
Q

Is a LOREL inbound via KUNAV at FL240 separated from the TIGER hold if full? How would you resolve the situation?

A

No. Simplest way would probably be to block FL200 in the hold and descend the LOREL inbound early so it does not conflict with any other levels. Otherwise lock conflicting aircraft in the hold on headings and the LOREL inbound on a heading to descend through the hold.

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52
Q

Who are the controlling authorities of CBA1, and how are we notified of its activity?

A

Raki (Reisling or Rambert if Raki unavailable). The Supervisor of the controlling authority notifies LAC by telephone or fax to the OS desk, who informs GS Channel.

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53
Q

CBA1 states of activity and procedures.

A

Active and Restricted: Traffic above FL195 shall be at least 5nm from the boundary of CBA1. Traffic shall be presented to MUAC or EBBR on or north of the (U)L9 or UL607 centrelines.
Active and Not Restricted: The full width of (U)L9 and UL607 may be used. French Mil will separate against GAT.
Not Active: The full width of (U)L9 and UL607 may be used.

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54
Q

Where is the transfer of control point to MAAS?

A

10nm east of DVR.

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55
Q

Procedures through RINTI, who can file it, what levels can you plan?

A

EGKK outbounds RFL350+ (D4) may route this way. Traffic to be transferred to Reims UB, on track OTGUV, within the OTGUV gate. Traffic unable to cross RINTI FL195+ shall be coordinated with Paris TN (delegated from TB). FL310, 290 and 270 may be planned.

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56
Q

Coordination sequence for EGKA inbound through S17 at FL160 and FL140?

A

FL160: Paris TN-S17-S18-TC WILLO
FL140: Paris TN-S17-TC GODLU-S18-TC WILLO

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57
Q

Name all sectors/agencies that surround/abut DVR/LYD.

A

TC BIG, TC VATON, TC SABER, TC JACKO, Brussels, Maas KLO, Maas KHI, Lille App, Paris TN, Paris TB, Reims UB, Reims UN, Reims KN, Reims HN, Paris TP, Paris UK, Brest MS, Brest MI, Brest MU, TC WILLO, TC GODLU, TC TIMBA, S18, S25, S26, S1, S2, S13, S14.

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58
Q

EGKA inbound on S17:

What do you do? Who do you speak to? What QNH would you give?

A

Coordinate with TC GODLU or S18 depending on level. If TC don’t want to work coordinate direct with S18 and agree a course of action (S18 should work it and coordinate with TC WILLO). Shoreham for QNH and frequency. FIR if the aircraft wants a service from them. Shoreham, Chatham and London.

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59
Q

What is the base of CAS at ELDAX?

A

FL75

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60
Q

Vertical splits at VABIK/KONAN

A

1500ft-FL65 – EBOS Approach
FL65-FL245 – Brussels West
FL245-FL355 – Maastricht Koksy Low
FL355+ - Maastricht Koksy High

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61
Q

Describe the airspace vertically at DIMAL including sectors from which airspace has been delegated to/from.

A 
DB-FL115 Lille Approach
Paris TN FL115-265 (delegated to S17)
Reims UN FL265-345 (delegated to S17)
Reims KN FL345-365 (delegated to S17)
Reims HN FL365-660 (delegated to S17)
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62
Q

Max level you can plan for a Brussels TMA inbound? EHBK? Can Parallel headings to Brussels be used?

A

FL240 max for Brussels TMA inbounds, except for LTMA outbounds FL230 max. EHBK FL230 max as it is not in the Brussels TMA.

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63
Q

EGLL outbound on S15 calls on with a MAYDAY engine failure. What do you do?

A

Roger Mayday and Squawk 7700 (may descend unexpectedly or turn without asking due to nature of emergency so this should highlight to other sectors to move traffic out of the way. Establish intentions of pilot and offer any assistance. Inform GS of emergency and intentions. Presumably would want to turn back to EGLL, but if not could be offered EGMC, EBOS or another suitable airfield in the vicinity. Inform TC SE, TC E, and any other sectors it is likely to go through or conflict with. Ask S17 to stop EGLL inbounds at FL190 if the emergency traffic is likely to take a right turn.

64
Q

MADAP outage. What is it and what would you expect to happen?

A

Maastricht Automatic Data Processing. This means that automatic estimates and coordination cannot happen between LAC and Maastricht. Outbound estimates may need to be manually passed and verbally coordinated.

65
Q

Explain the KOKSY buffer zone.

A

Buffer zone between TC JACKO/S13/S14 and S15. S15 shall not vector into the buffer zone without coordination with TC JACKO (FL215-), S14 (FL215-295) or S13 (FL295+). Maastricht/Brussels will not position traffic in the buffer zone unless coordinated with the relevant sectors.

66
Q

Who tells Maastricht about CFP? S2 or S15?

A

FL320 and above, S2 will inform S15 and Maastricht. FL310 and below, S15 shall inform Maastricht.

67
Q

EGSS outbound on S15 and RFT/RFC conditions.

A

Released for right turns only, including traffic transferred above the agreed level. RFC FL240.

68
Q

Coordination of EGLF outbounds to S15. Sector sequence, who would you call for higher?

A

TC WILLO-TC VATON-S17 (skipped)-S15. For higher, S26 should be called and S17 if turning direct to KOK. If climbing well, higher may be requested from S2 also.

69
Q

LYD departures (TIMBA-S17-S18), actions as planner.

A

S17 planner skips this traffic. They should assess whether RFC may be given on this traffic or whether a solution may be negotiate with the Tac

70
Q

Solent inbounds via S17, which TC sector does it go to? Actions as planner on S17 if you need it coordinated out at a lower level?

A

FL150 and above TC WILLO, FL140 and below TC GODLU-S18-TC WILLO. If a lower level is required S17 requests this from S18 who will not amend the NFL until coordinated with TC WILLO.

71
Q

Paris/Reims vertical sectorisation.

A

S16/17
Paris TN FL115-265, Reims UN FL265-345, Reims KN FL345-365, Reims HN FL365-660.
S15
Paris TB FL115-265(FL195-265 delegated to Reims UB), Reims UB FL265-345, Reims YB FL345-365, Reims HN FL365-660.

72
Q

Paris oceanic outbounds via SOVAT, what level would they come climbing to? Can you climb on contact? What level would they be planned out at?

A

FL260. All Paris TMA departures are RFC with Paris and Reims after passing VESAN. Slow climbing traffic will be planned FL280 with S26. All other traffic able to achieve LUS levels by the LMS boundary should be planned FL300↑ so S2. If coordination is not agreed by RATUK, the offer should be withdrawn from LUS and offered to LMS. Traffic shouldn’t be climbed above FL280 until accepted higher by LMS/LUS.

73
Q

Traffic from S16 to S26, RFC procedures.

A

Irrespective of RFL, all traffic FL260 and above from S16/17 to S26 is RFC FL300 and RFT (unless on a radar heading). S26 shall coordinate S16 traffic with S17 before vectoring into S17.

74
Q

You are working as the S15-17T and have been presented with two Paris TMA departures, both S3 codes on parallel headings. The oceanic entry points are SUNOT and DOGAL. Which way round do you present them to the next sector? Which Paris sector have they been transferred from?

A

The person this was asked to was told they would not be expected to know the answer, but where to find it – i.e. on the SIS under westbound tracks, or by calling the next sector and asking how they would like the traffic presented). Transferred from Paris TN.

75
Q

Working as the S15-17P you receive an offer from LMS for an EBKT inbound at FL250. What are the implications of this? What are your actions? What level does the aircraft leave your sector and also the UK FIR?

A

Maximum level for this traffic is FL110 at KONAN, so usually should be offered to TC BIG, descending to a level in their airspace, as it needs to be separated from the outbounds on S15. If transferred before the sector boundary, S15 should obtain RFD from S26 and TC VATON (these are not RFD from S26 as above the SA level).

76
Q

Working as the S15-17T, the GS informs you that Brussels are evacuating due to a fire alarm. You have 3 inbounds about to call from LUS, what are your actions?

A

Reduce to MCS. Hold at DVR or BIG/DET (earlier is preferable to get LTMA outbounds above Brussels levels without conflicting with the holding Brussels traffic). Put a hold message in NAS to prevent the ACT from sending/updating. Inform the pilots and ask how long they are able to hold for and whether or not they may be wishing to divert.

77
Q

Avoiding action phraseology.

A

“C/S, avoiding action, turn (left/right) immediately heading (hdg), traffic in your (direction), (range) miles, (direction of travel), (vertical distance) above/below your cleared level.

78
Q

Callsign DOUGHNUT. What is it?

A

Military Cat A flight. Discrete Air Transport Support Ops.

79
Q

Disruptive passenger levels and what each one means?

A

Level 1 – suspicious or verbally abusive behaviour
Level 2 – physically abusive
Level 3 – life threatening behaviour
Level 4 – attempted or actual breach of the flight crew compartment

80
Q

What is an EAT?

A

The time at which the aircraft is expected to leave the hold to make an approach.

81
Q

Responsibilities during Man & boy

A

Tactical
Primary Tac retains overall responsibility. Support Tac monitors general situation (RT, CPDLC, Radar displays), and offers assistance when necessary. Support Tac should liaise with GS and Planner on behalf of Tac and ensures data entry and readbacks are correct.
Planner
Primary Planner retains overall responsibility. The support planner is not to interact with the Planner’s electronic display without agreement. The support planner is to assist in prioritising tasks, liasing with the GS and responding to any requests by the Tac or Planner.

82
Q

Use of CPDLC, what it stands for, what instructions you can send.

A 
Controller-Pilot Data Link Communication. Can be used for:
Route/Directs
Climb/Descend
Descend Level by
Speed
Fly heading/Continue present heading (ATN only)
State Preferred Level
Unable
Standby
Request with next unit
83
Q

A/c wants to divert, who do you tell, how long does it take?

A

GS, ATSA once approved to reroute, then coordinate with relevant sectors.

84
Q

Diversion is approved, there’s no ATSA who does the re route

A

Flight plans.

85
Q

Display set up and rules regarding combined T&P

A

All planner compulsory windows must be displayed on Tac screen. Planner screen must be set up to enable a quick transition out of CT&P. Rules for CT&P:
Controller must not be isolated
Nominated relief controller must be available
There must be at least one GS in the room at all times
The GS will liaise with abutting sectors before entering CT&P, and request point outs are sent to T and P
CT&P only assured for low moderate workload
Adjacent sectors will consider non-essential phone calls, however they will inform their GS if the CT&P sector is taking to long to answer the phone
Abutting sectors have a laminated strip that should be used.

86
Q

You observe an aircraft squawking 1177 outside controlled airspace that looks like it will infringe your sector. What are your actions?

A

Initially ensure that any aircraft in your sector are separated from the infringer. The FIS squawk means Mode C data not verified so 5000ft/5nm separation must be applied and returns not allowed to merge. Then phone FIR and ask for aircraft to be transferred to your sector frequency. Get the flight details from the FIR and create a tentative flight plan which will assign a squawk. Use the squawk to identify the aircraft and instruct it to leave CAS. Obtain aircraft registration and file an MOR at the earliest opportunity and within 72 hours.

87
Q

What must you do before providing a service to an aircraft? What are the various methods for doing this?

A

Identify the aircraft, either by:
Observing the pilot’s compliance with selecting an assigned squawk;
Recognising a code previously assigned to an aircraft, or a converted callsign on a TDB; or
Observing an ident feature when requested (not to be used on 7000).

88
Q

Emergency codes and meanings

A

7500 – Hijack
7600 – RT Failure
7700 – General Emergency
0030 – Lost

89
Q

NITS brief

A

Nature of the emergency
Intentions of the flight crew
Time required
Support required

90
Q

PAN medical emergency

A

Obtain the pilot’s intentions (usually priority landing at destination, occasionally will request to divert), the age, sex, seat number and condition of the passenger. Ask if an ambulance is required on landing and whether the crew will do this through company or whether it needs organising through the GS. Ask GS to inform GS Airports and inform TC/next sector.

91
Q

Hydraulics failure, what systems are affected and what to ask the pilot

A

On the majority of aircraft, hydraulics systems control a number of systems, namely flight control surfaces, landing gear, nosewheel steering, brakes, thrust reversers etc. Aircraft will have multiple hydraulics systems so it is unlikely a complete failure would occur, but certain systems may be unavailable. The pilot will be able to diagnose the issues and will inform ATC whether it is an emergency and whether or not the aircraft will be able to land. Consideration should be taken that the aircraft may not be able to comply with instructions, may only be able to turn in a particular direction. For landing, the aircraft may not be able to lower landing gear, flaps or use reverse thrusters so the aircraft may have difficulty in conducting a safe landing, consequently the aircraft may block a runway for a long period. All of this information should be obtained through a NITS brief.

92
Q

Hijack scenario using Medusa and Adana

A

When a controller suspects a hijack, they should inform the GS and refer to the hijack checklist. Swanwick (Mil) may be instructed by the government to instigate op Adana, at which point Swanwick (Mil) will manage the situation with the AC OS. The OS may implement Medusa, an exclusion area around the aircraft, issuing a radius around the aircraft and levels affected, for example “Medusa, Xnm, all levels, above and/or below”. The controller is to move all traffic out of the exclusion area. If queried by a pilot, the controller shall not use either of the codewords but inform the pilot “due to emergency traffic”. Under OS instruction, the controller should attempt to isolate the hijack aircraft onto a discrete frequency. When the intercept occurs, the sector controller is responsible for separation of aircraft in the sector against the ADPF flights and the hijack aircraft. Unless otherwise instructed, the subject aircraft should be informed of the intercept and details of the aircraft passed. Swanwick (Mil) will likely instruct the controller to order the hijacked aircraft to divert to either Stansted, Prestwick, Manchester, Cardiff or Doncaster.

93
Q

What separation do you need under a DS?

A

Uncoordinated traffic – 5nm/3000ft. If SSR code indicates unverified Mode C, radar returns must not merge.
Coordinated traffic – 3nm/1000ft

94
Q

Types of FIS and responsibilities when providing them

A

Basic Service – advice and information useful to the safe and efficient conduct of flights. No requirement to separate against other aircraft however the controller does have a duty of care to warn pilots about likely traffic at risk of collision.
Traffic Service – Traffic information as well as the provisions of a BS. Headings/levels may be provided for positioning but not required to deconflict. Traffic is relevant if estimated to pass within 3nm/3000ft, and traffic information should be passed before the aircraft are within 5nm of each other.
Deconfliction Service – Traffic information and avoidance advice as well as provisions of BS.

95
Q 
METAR decode. What is:
DZ
TS
SN
BR
FG
HZ
MIFG
FZFG
A 
DZ: Drizzle
TS: Thunderstorm
SN: Snow
BR: Mist
FG: Fog
HZ: Haze
MIFG: Shallow fog
FZFG: Freezing Fog
96
Q

What two types of cloud are reported on a METAR?

A

TCU (Towering Cumulus) and CB (Cumulonimbus).

97
Q

What is RVR?

A

Runway visual range. The distance a pilot over the centreline can see the runway centreline markings. Measure at Touchdown, Midpoint and Stop End.

98
Q

If Temp/Dew point close, what might you get? How would that affect the sector?

A

Fog. Likely to be delays/holding out/EATs due to extra separation between inbounds and outbounds and on the ground.

99
Q

What conditions might you get in Thunderstorms? How would that affect the sector?

A

Hail, or turbulence. Turbulence may mean aircraft want to cruise at different levels, or descend early. Speed control can’t be used in some turbulence so may need to use other forms of separation.

100
Q

What TURB must you report?

A

Severe

101
Q

Pilot reports SEV TURB. What do you do?

A

Report to GS and complete an MOR ASAP and within 72 hours.

102
Q

You’ve informed the GS of the SEV TURB. What do they do with that info?

A

Pass to Met Office who issue a SIGMET. May also inform other sectors and block levels severe turbulence is know to exist at.

103
Q

An aircraft in the hold reports they’re short of fuel and want to divert to EGSS. What do you do?

A

Ask if the pilot is declaring an emergency. If so, give the aircraft priority. If not, priority does not have to be given. Inform GS and get approval for diversion. Once approved ask ATSA to reroute the aircraft and issue the new routing/STAR to the pilot.

104
Q

What is Zero Rate?

A

Prevents aircraft that haven’t yet departed from being able to enter a particular sector within a certain timeframe. Doesn’t impact aircraft already airborne or pushed back from stand.

105
Q

What does ‘Stop Traffic’ mean?

A

Closing a particular sector or FIR to traffic – GS/Planner liaises with adjacent sectors and instructs to stop traffic. Usually used in fallback situations.

106
Q

How many fallbacks are there?

A

39

107
Q

How many major?

A

9
Loss of System Flight Server (SFS), Loss of NAS, Loss of all Radar services, Loss of iFacts time synchronisation, Loss of Workstation Flight Data (WFD), Loss of NAS to SFS link, Loss of VCS, Loss of Multi Radar Processing (MRP), Loss of iFacts.

108
Q

How would the sector deal with a major fallback?

A

Traffic restrictions e.g. stop traffic or zero rate, follow checklist and if appropriate inform aircraft on frequency of the failure. May need to hold out or disperse traffic.

109
Q

Where would you find the information on fallbacks?

A

Emergency checklists

110
Q

How would you know there was a fallback?

A

Brown border on Radar screen, fallback reference is displayed in the system messages window at the top of the screen

111
Q

Working at night, VCS failure. What do you do? How many BURT frequencies can you select at a workstation?

A

Inform GS, call back colleagues and stop traffic. Use BURT to select a frequency (up to three per sector suite – one on each position) and ask pilots to contact a frequency that is still available, disperse traffic as appropriate.

112
Q

Also at night- Workstation failure what do you do?

A

Notify GS, call back colleagues, move to another functioning workstation and open sectors there while someone else monitors the frequency.

113
Q

Working DVR/LYD in combined T&P and all 3 frequencies fail, actions?

A

Inform GS and call back relief controller. Use BURT to dial up each frequency at each position. If necessary stop traffic or apply zero rate Obtain a working frequency to transfer the aircraft to.

114
Q

IFACTS failure, on banana and then global failure.

A

Single sector suite – iFacts unreliable. Inform GS, move to another sector suite. Global failure – Inform GS, apply traffic restrictions and split/man and boy as appropriate. Use fallback clearance entry if TDLs don’t work. Disperse traffic if required.

115
Q

All the different levels of evacuation and actions for each stage

A

Cat 0 – Unconfirmed incident being investigated. OS may call back staff.
Cat 1 – Fire/threat that does not directly affect the Ops Room. A voice tannoy will sound outside the Ops Room and non-EUZ and non essential staff will be evacuated.
Cat 2 – Fire/threat which could affect the Ops Room without compromising the fire protection. Disperse traffic, no further aircraft accepted. A voice tannoy will sound outside the Ops Room and non-EUZ and non essential staff will be evacuated. When safe to do so, essential staff will be evacuated.
Cat 3 – Fire/threat which has immediate effect on Ops Room and/or compromises the fire protection. Traffic dispersed and all staff evacuated.
Cat 4 – Beacons in Ops Room activated. All staff evacuate immediately. Broadcast: “Due to an emergency, the LACC is being evacuated. All remaining aircraft on frequency should seek a service from another unit. London Out.

116
Q

How would you know if there was a Category 4 evacuation?

A

Flashing beacon activates in the Ops Room.

117
Q

What could be a reason for a Category 4 evacuation?

A

Fire or bomb threat within the Ops Room.

118
Q

Where can you find the sector specific dispersal instructions and what are they?

A

On the SIS. Dependent on the scenario – generally give to other ACCs/units at correct directional levels where possible.

119
Q

Essential and non-essential staff.

A

Essential staff – All staff in the Ops Room carrying out or required for ATC duties when the evacuation order is given.
Non-essential staff – All staff rostered for duty on a fatigue break; all staff rostered for duty who have been deployed outside the Ops Room; all staff rostered for duty who are designated as non-essential.

120
Q

What is shown in the SM?

A

Interactions less than 15nm predicted to happen within 15 minutes

121
Q

What do the colours on the SM mean?

A

Red – Loss of separation predicted
Orange – More than separation minima predicted to be achieved, but with uncertainty a loss of separation is possible
Yellow – More than separation minima predicted to be achieved, but separation is not assured
Green – More than separation minima predicted to be achieved and separation is assured
White – Deviation alert showing actual interaction based on the deviation. Will show as well as the original interaction.

122
Q

What interactions in the SM would you point out on a handover?

A

Red, White, Orange.

123
Q

Can you get a red in the SM showing over 5nm? Why?

A

Yes, in areas where 10nm separation is required.

124
Q

What is the cone of uncertainty (COU)?

A

The level of accuracy of the iFacts trajectory reduces the further into the future it goes. This brings a cone of uncertainty which is why orange interactions exist as these take into account the aircraft COU. The vertical COU can be seen on the LAD.

125
Q

What do the various lines on the COU mean and how are they derived?

A

The top and bottom of the COU show the upper and lower limits of the aircraft predicted performance. The solid line shows the current performance of the aircraft and the dashed line shows the predicted performance.

126
Q

What decisions might the COU help you to make?

A

Whether a climb through will be possible, whether RFC will be required, whether the aircraft will make its coordinated level or needs to be coordinated in the climb with the next sector.

127
Q

Shown an image of the LAD which a clearance extent box with empty levels, some coloured yellow, orange and red. Asked to explain what everything meant and would I climb into yellow/orange/red levels?

A

Based on anticipated aircraft performance, there will be no interaction between the aircraft at the empty levels, and yellow/orange as indicated in the LAD. However if the two aircraft were now at the same level the interaction would be orange. Matter of judgement as to whether you would climb into the grey/yellow/orange levels and based on the particular scenario, i.e. how much distance laterally, is the higher one climbing well etc.

128
Q

IFACTS trajectories, normal and deviation length.

A

Normal - 18 mins

Deviation - 5 mins

129
Q

An aircraft calls you and you can’t see it, what do you do?

A

Instruct pilot to report position/squawk ident (ident can force the track to pair, if it doesn’t pair manually). If you have no details of the flight use find flight function and obtain the correct frequency for it or return to previous frequency as soon as possible.

130
Q

When do you have to file an MOR?

A

Collision or near collision with other aircraft/terrain
Loss of separation
TCAS RA
Wildlife (bird) strike
Aircraft deviation from clearance
Occurrences following callsign confusion
CAS infringements
Aircraft deviation from procedures/equipment carriage
Inability to provide ATS
Missing or incorrect information from support services (e.g. met data, navigational charts etc.)
Failure of comms or surveillance system
Failure of data processing system
Overloads
Incorrect receipt or interpretation of instructions, e.g. due to language
PLOCs
Declared emergencies, e.g. MAYDAY/PAN
Interference with Air Navigation systems, e.g. RT, VOR etc.
Unlawful interference with aircraft, e.g. with firearms, lasers, drones etc.
Fuel dumping
Bomb threat/hijack
Fatigue/human perfformance when it impacts safety

131
Q

When is the fire alarm test at Swanwick?

A

Every Thursday, 1200(L).

132
Q

How would you know it is happening when inside/outside the ops room?

A

Outside: Tannoy/alarm
Inside: Flashing beacon

133
Q

What do you have to do as a valid ATCO to maintain your licence?

A

Maintain a Class 3 Medical certificate
Exercise the licence for at least 14 hours per month, with at least 4 hours per month on each sector validation
Annual UCA check (And at 1, 3 and 6 months in first year valid)

134
Q

How long before your medical expiry date can you renew it and not lose the original date? Who is responsible for organising it?

A

45 days, the holder is responsible for ensuring the medical is renewed and in date.

135
Q

General information about SCRATCOH duty periods.

A

Duty periods
Maximum duty period 10 hours. No more than 200 hours of duty within 30 days.
No less than 12 hours between duties (may be reduced by one hour once every 30 days if approved by the controller).
A 60 hour interval is required following 6 days of consecutive duty.
No more than 2 hours operational duty without a break of at least 30 minutes (May be extended to four hours in periods of continuous low workload, provided breaks are taken pro-rata, i.e. 45mins after 3 hours or 60 minutes after 4 hours).

136
Q

General information about SCRATCOH night duties.

A

Night duties
No more than two night duties (a shift wholly or partly within 0130 to 0529) in succession.
Maximum night shift 9.5 hours and must be concluded by 0730.
After conclusion of one or two consecutive night duties, there shall be a 54 hour period before the next duty (may be reduced to 48 hours if approved by the controller).

137
Q

General information about SCRATCOH early starts.

A

No more than 2 early starts (0530-0629) in any 6 day period.
Consecutive early starts beginning before 0600 are not permitted.
An early start before 0600 shall count as 2 morning duties.
Maximum duty period 8 hours for early start shifts.
Early starts before 0600 shall not work for more than 1.5 hours without a break for the entire shift. Early starts after 0600 shall not work for more than 1.5 hours in the first operational duty period.

138
Q

Genrral information about SCRATCOH Morning duties

A

Maximum of 5 consecutive morning duties (0630-0759 start).

Maximum morning duty 8.5 hours.

139
Q

General information about SCRATCOH Annual leave

A

No fewer than 10 days leave shall be taken in a single holiday year in periods of not less than 5 consecutive days (excluding days off).

140
Q

TCAS warnings and actions

A

TA – Alerts pilots to traffic carrying Mode C transponders in the vicinity with which there may be potential for a collision with the aim of visually acquiring the traffic in preparation for an RA. Pilots are unlikely to report these, however if they do no action needs to be taken unless a loss of separation is likely. The controller should inform the pilot about the traffic reported, i.e. position, level, how it is manoeuvring.
RA – Recommended avoidance manoeuvres to prevent imminent collision. If only one aircraft is fitted with TCAS, that aircraft only will get an RA. If both are fitted with TCAS, they will get a complimentary RA, giving both instructions to climb or descend to avoid collision. If a pilot reports an RA, ATC is to reply “Roger” and not issue any instructions until the pilot reports back under their control.

141
Q

Mode ‘C’ readouts. When are levels considered vacated?

A

An aircraft is maintaining a level when Mode C indicates 200ft or less from the level;
An aircraft is considered to have vacated or passed a level when Mode C indicates 400ft or more from the level and is continuing in the anticipated direction;
An aircraft is considered to have reached a level when three successive Mode C readouts indicate 200ft or less from the level.

142
Q

On route and Off route status difference and coordination with military.

A

Off route (quiet hours) 1700-0800(L), weekends and bank holidays unless otherwise instructed. When AC has off route status, the military is responsible for coordinating traffic with AC. Otherwise, AC is responsible for coordinating with the military and being given off route status.

143
Q

Autonomous radar units.

A

RNAS Yeovilton, RAF Spadeadam, Warton and Plymouth Military, Swanwick Mil. They are authorised to penetrate the ATS Route Structure without a clearance.

144
Q

Min and max rates of climb. (Both civil and military).

A

500ft/min minimum, 8000ft/min maximum. Doesn’t apply to:
Aircraft in emergency
Aircraft receiving avoiding action instructions
Op ADANA/ADPF flights
Certain Research/test flights
Military exercises

145
Q

MOD controllers may lift the rate of climb/descent restriction:

A

When they determine there will be no interaction against GAT
For aircraft operating in an allocated block of airspace where coordination has been effected with civil controllers
For aircraft operating in TRAs, MTAs and MDAs.

146
Q

RVSM rules and separation.

A

FL290-FL410. Within this block RVSM approved aircraft may be separated by 1000ft laterally. Non-RVSM approved aircraft must be separated laterally by a minimum of 2000ft. Non-RVSM aircraft are indicated by a ‘hamburger’ symbol on the TDB and TDL.

147
Q

Reporting action in the event of a laser attack.

A

In the event of a laser attack controllers should obtain the following from pilots:
Time, altitude and position of the attack, together with any information of the source of the laser;
Description of the light, e.g. colour, continuous or pulsing;
Any avoiding action taken; and
Any impact on concentration/vision.
For 30 minutes after the attack, controllers must inform aircraft in the vicinity of the laser activity. Information shall be passed to the GS to be relayed to the Police. The background map “LASEREP” should be selected to determine which police force area the laser attack took place in.

148
Q

Where can our dispersal info be found?

A

SIS.

149
Q

Meaning of a military aircraft with a SFL of FL990

A

An aircraft has no Mode C and is climbing/descending. The correct level will be input when the pilot reports reaching a level.
Traffic released from Swanwick (Mil) with no agreement to maintain a level or level block.
The aircraft is operating at supersonic speeds and requires enhanced separation.

150
Q

The jobs the assistant does, including how to tackle an AU and why we get them

A

Receive and pass estimates and revisions
Receive and pass joining and crossing clearances
Manage the flight messages window
Carry out route and FDE amendments when required
Support the Tac and Planner as required
Check EFS for accuracy
AUs are OLDI estimates that cannot be matched to a NAS flight plan. The LAA will complete the required input to give the correct details (must be completed within 15 minutes of receiving the estimate or the AU will expire).

151
Q

DRAGN callsign, aircraft type and how to handle them

A

U2. Mil should work as cruise at FL600 and would be off route.

152
Q

Separation of formation flights

A

Standard separation. Formations are treated as non-RVSM.

153
Q

Staling of data

A

Staling of data occurs when the coordination sequence between two iFacts sectors is interrupted by a non-iFacts sector. For example LAC-TC-LAC. If the flight level changes, this will be reflected in the NFL when coordinated. Any other data, such as heading, direct routings, speed etc. may be incorrect.

154
Q

Actions of planner upon receiving an OLDI estimate of GAT flight becoming OAT at boundary

A

Once an OLDI estimate is received, the AC sector shall pre note the appropriate Swanwick (Mil) sector including SSR and estimate for the boundary. The military controller will provide a new squawk and frequency. The AC sector shall ask the adjacent ACC to transfer the aircraft directly to the military frequency but not change the squawk. Swanwick (Mil) are not authorised to provide a service in delegated airspace, so AC must provide a service within this airspace.

155
Q

Open skies flights and the meanings of the letter at the end of the callsign

A

Open skies are observation flights carried out by other states. A flight may overfly several states at once, so may begin or end outside the UK. Nominated UK Open Skies airfields are Brize Norton, Heathrow and Leuchars.
Open skies are NDS and to be treated as Cat B. The aircraft will squawk 7007, and a pink blocker will need to be created as this squawk cannot be paired. The callsign will be as follows:
OSY (Open Skies) + a 2 digit number indicating the state + optional digit if more than one aircraft + F for observation, D for demonstration or T for transit flight.

South Airspace (9 decks)

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