Control rules and techniques Flashcards
What is safety service - Advisory
The controlling unit will provide adequate warnings of hazards affecting aircraft safety. The aircraft commander is responsible for the aircrafts navigation and collision avoidance
Note: The controlling unit may provide the aircraft advisory changes to altitude, speed and heading for positioning or to conduct a controlled approach. However the aircraft commander remains overall responsible for the aircrafts safety and collision avoidance
Codeword - Advisory
What is safety service - Positive
The controlling unit is responsible for taking actions such as ordering the neccessary alterations to heading, speed and altitude, in order to avoid collision and to give warning of other known hazards affecting the aircraft
Note: Positive Control shall not be provided when operating below 500ft AMSL.
Note: RN Ship’s RADAR is not sufficiently accurate to provide NATO positive service.
Note: Positive control not currently applied by RN controllers with the exception of MARUAS IAW BRd768 CH 0120.
What is the Mission Control - Broadcast
A form of aircraft mission control used in the absence of full capability or if the tatical situation precludes close or lose control, in which tactical/target information is passed to enable the aircraft to accomplish the assigned task. The controlling unit, when possible, provides adequate warnings of hazards, but the aircraft commander is responsible for aircraft navigation and collision avoidance. Two-way communications are not pre-requisites for this type of control.
Codeword - Broadcast
Name the 5 types of identification procedures
- IFF/SIF - Mode 2
- RRB
- Turn Method
- Position Reporting Method
- Departing Aircraft Method
What would you say when the SHIPHAZ is in effect and you are only operating in India band radar
NATO advisory service, reduced traffic information from all around: unable to detect conflicting traffic.
What are the low altitude seperation rules
Fixed wing - Helicopter - 1500yds lateral or 300ft vertical
Fixed wing - Fixed wing - 3 miles lateral or 500ft vertical
Helicopter - Helicopter - 1500 yards lateral or 300ft vertical
Fixed wing - Fixed wing (Low flight vis) 3nm lateraly or 100ft vertical
Fixed wing - Fixed wing (Vis 3nm or less) 3nm lateraly or 700ft vertical
Where fixed wing are to operate under 700ft - all helicopters are to be placed under positive control whenever pratical
Fixed wing aircraft or helicopters conducting VECTAC or MADVEC can overfly a helicopter in dip or hover, but must maintain 200ft vertical seperation
When MPA dropping sonobuoys - lateral seperation of 1500yds must be enforced
What are the seperation rules for Oil Platforms
Helicopters are to be kept 1.5nm clear of oilrigs when flying at or below 2000ft, or by a greater margin where required by established Helicopter Protection Zones (HPZ)
What are the seperation rules for Aircraft Carriers
5nm (10nm for NATO)
2500ft (5000ft for NATO)
No aircraft to penetrate the CCZ unless:
in an Emergency
when under homer control for instrumental approach
What are the seperation rules for Landing Platform Helicopter (LPH)
5nm radius (3nm when operationally neccessary) 2000ft
What are the seperation rules for surface contacts
500yds
What are the seperation allownaces when operating around land
At night, or in IMC, or when the visibility is less than 1nm, helicopters operating below the safety altitude are not to be controlled within 1nm of the coast.
This clearance is to be increased as neccessary to allow for factors such as Controllers/Observer proficiency, likely positional inaccuracy or other factors.
Where there is a specific requirement to operate closer to the coast in these conditions, the clearance from the coast may be reduced to not less than 0.5nm, but only when authorised by the squadron/Flight commander and where the Captain of the aircraft is satisfied that it is safe to do so.
Note: Ships radar information on its own is not sufficiently accurate to meet the safety requirements.
State the 6 ocassions for limiting radar service
Operating in a heavy jam environment
Operating I-band radar only
Operating in the lateral and vertical limits of radar coverage
Operatin near solid radar echoes or weather returns
Operating in an area with heavy traffic
Operator has reason to doubt his/her radar performance
