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053 Procedual AI0422 > FINAL EXAM!! > Flashcards

FINAL EXAM!! Flashcards

1
Q

Coordination is required between adjacent domestic sectors/units when: (procedural)

RAC 3-2 1.1 (PART)

A
  • prior to an aircraft tracking within 10 NM of the coincident sector/unit boundary; or
  • another distance or procedure as approved by ATS Policy and Standards and specified in LOA/LUO
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2
Q

Where it is not possible to clear a flight via the requested or flight planned route or cruising level, the pilot shall be advised using the phrase

A

“(route and/or level) NOT AVAILABLE DUE (reason) [ALTERNATIVE(S) IS/ARE (route(s) and/or level(s)) ADVISE]

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3
Q

Phraseology: Will you accept

RAC 3-6

A

Transferring Controller

“WILL YOU ACCEPT (aircraft callsign) (revised details)”

Accepting Controller

“AFFIRM (aircraft callsign) ACCEPTED (revised details)”

Transferring Controller

“REVISED”

or

Transferring Controller

“WILL YOU ACCEPT (aircraft callsign) (revised details)”

Accepting Controller

“NEGATIVE, WILL ACCEPT (aircraft callsign) (alternative details)”

Transferring Controller (to a negative response)

“REVISION (aircraft callsign) (alternative details)”.

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4
Q

Phraseology: Approval Request (Accept/Deny)

RAC 3-6

A

Transferring controller

“APPROVAL REQUEST (aircraft callsign, level) VIA (significant point) (any other relevant details)”

Accepting controller

“(aircraft callsign) (level) APPROVED [conditions/restrictions]”,

or

“(aircraft callsign) UNABLE TO APPROVE (alternative instructions/reasons)”

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5
Q

An ATC clearance shall not be denied or withheld except:
RAC 3-14 2.1.1

A

For traffic reasons, when ATC cannot accommodate traffic additional to that already accepted due to traffic congestion, limitations of equipment, procedures, weather or environmental conditions, emergencies and other similar factors

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6
Q

When instructed by the General Manager Air Traffic Services provided that:

RAC 3-14 2.1.1

A
  • A clearance shall not be withheld unless the aircraft is on the ground and the clearance is for entry onto the manoeuvring area.
  • A normal ATC service shall be provided for any aircraft entering the manoeuvring area without an ATC clearance.
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7
Q

A clearance to leave controlled airspace while a flight is en-route shall only be issued: (Multi Choice)
RAC 3-16

A
  • When it is intended that an aircraft leave controlled airspace on other than its currently cleared route; or
  • When the aircraft will leave controlled airspace by a change in level.
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8
Q

What are the objectives of an IFR clearance?
RAC3-17 2.1.4.2

A

Provide separation:

  • where prescribed, between the aircraft concerned and other controlled flights; and
  • from SUA and GAA as required by RAC 5; and
  • enable the flight to comply with the promulgated procedures for IFR flights published in the AIPNZ; and
  • conform with the terms for acceptance of control by the next controlling authority; and
  • conform, where possible, with the details requested in the flight plan and the Air Traffic Management route requirements as specified in the AIPNZ; and
  • where the aircraft has flight planned for flight within controlled airspace, enable the aircraft to remain within controlled airspace, unless applying the criteria for direct routing on unevaluated routes.

- the pilot is advised that the clearance will take the aircraft outside controlled airspace; and
- the pilot confirms acceptance of the clearance.

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9
Q

What are the elements of a clearance?
RAC 3-22 2.2.1

A

· Aircraft identification as shown on the flight plan,
· Notification and reason for unavailability of requested route and/or cruising level,
· Authorisation to operate in controlled airspace in accordance with instructions issued,
· Clearance limit,
· Route instructions,
· Level instructions,
· Any other instructions or information as required, i.e.
1 Departure and diversionary climb instructions;
2 Oceanic transition
3 Separation or reporting instructions;
4 SSR code allocation;
5 Any special information;
6 Frequency change instructions;
7 Release instructions;
8 Delivery instructions.

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10
Q

What parts of a SID may be amended or cancelled?
RAC 3-31 2.2.8

A

Only ATC elements of a SID may be amended/cancelled. Any amendment or cancellation of a SID must continue to enable the aircraft to remain within controlled airspace except where the aircraft is planned to vacate controlled airspace and meet obstacle clearance requirements.

“(callsign) CLIMB VIA SID TO (level) CANCEL LEVEL RESTRICTION(S)”

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11
Q

Provisos: Rate of Climb Separation

RAC 3-35 2.2.10.2

A

· For rates of climb from take-off, confirmation is obtained from both pilots that the specified rates of climb are acceptable and can be sustained to MSA. In all other cases, pilot readback may be taken as acceptance;

· An alternative method of separation can be applied in a timely manner, if required;

· At least 2000 ft exists between the aircraft at the commencement of the application

· The specified rates will not allow separation to decrease below the minimum;

· Separation is checked at intervals of not more than 5000 ft or 5 minutes, whichever is the more frequent

· Forecast/observed/reported mountain wave activity or turbulence that might affect aircraft performance is not present

· The aircraft are at or below fl290

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12
Q

What are the elements of a Holding Clearance?
RAC 3-40 2.3.1

A
  • Instructions to join the holding pattern;
  • Identification of the holding pattern;
  • Level instructions (at or above the minimum holding level)
  • Maximum holding speed if required (e.g. for lateral separation or terrain).
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13
Q

When instructing an aircraft to hold at other than a published holding pattern, consideration should be given to airspace containment. The level selected shall be:
RAC 3-40 2.3.1

A

at or above 13 000 ft (FL160 in the Mount Cook Raised Transition Area)

For aircraft under surveillance control, at or above the minimum terrain contour levels displayed on the Situation Display. Allowance must be made for the navigation tolerance within the holding pattern. This is not permitted using Tower Situation Displays

For aircraft holding relative to or between prominent landmarks or visual reporting points, by visual reference to terrain, provided it is at pilot’s request and by day.

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14
Q

What are the three reasons for the issuing of an EAT?

RAC 3-41 2.3.4

A
  • enable the pilot to determine whether to divert or hold
  • assist the pilot to position the aircraft to take advantage of an approach clearance
  • form the basis on which action will be taken following communications failure.
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15
Q

When an aircraft is to be held or is holding, when shall an expected approach time be passed?
RAC 3-41 2.3.4

A

In the event an aircraft is to be held or is holding at the initial approach fix and if the delay will exceed 5 minutes, an expected approach time shall be passed.

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16
Q

What are the elements of an approach clearance?
RAC 3-46 2.4.3

A
  • Aircraft callsign
  • Authorisation to make the approach
  • Type of approach
  • Landing runway
  • Circuit integration instructions, if required
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17
Q

TRUE/FALSE: A clearance for an instrument approach shall not be withheld due to observed weather conditions.

RAC3-47

A

TRUE

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18
Q

Units may additionally advise conditions as being suitable for a visual approach (on the ATIS), under the following conditions:

RAC 3-47 2.4.7

A
  • By day; and
  • Visibility not less than 16 km; and
  • Ceiling not less than 1000 ft above the lower of:
  • The minimum radar vectoring altitude; or
  • The minimum instrument approach procedure commencement altitude applicable for the runway-in-use.
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19
Q

When there is a requirement to ensure separation from aircraft operating in the aerodrome traffic circuit, the approach controller may issue an aircraft with a descent restriction on the final of an instrument approach, provided that:

RAC 3-47 2.4.5

A
  • Reported or known cloud base is at least 1000 ft above the altitude specified in the descent restriction
  • Visibility is equal to or greater than** 8 km**; and
  • The reason for the descent restriction is passed to the pilot.

“WHEN VISUAL, MAINTAIN (level). TRAFFIC IN THE CIRCUIT. [REPORT SIGHTING (traffic to follow, etc)]”

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20
Q

Unless instructions are issued to the contrary, an aircraft on an instrument approach and instructed to “GO AROUND” should do what?

RAC 3-49 2.4.8

A

The aircraft should carry out the published missed approach procedure.

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21
Q

True/False: As an alternative to the published missed approach, training flights may be instructed to carry out a published instrument departure provided that the clearance specifies that the departure commences after the aircraft has positioned visually over the associated runway.

RAC 3-50 2.4.9

A

True

22
Q

Separation shall be provided:
RAC 5-2 201.1
(Hopefully multi choice)

A
  • between all flights in class A airspace;
  • between IFR flights in class C and D airspaces, except that separation is not provided during the hours of daylight in class D airspace when flights have been cleared to climb or descend subject to maintaining own separation and remaining in VMC;
  • between IFR and VFR flights in class C airspace;
  • between IFR flights and Special VFR flights;
  • between Special VFR flights when the flight visibility is reported to be less than 5 km;
  • between all flights taking-off and/or landing at controlled aerodromes to ensure runway and wake turbulence minima are achieved;
23
Q

Vertical or horizontal (including radar) separation standards may be reduced under the following circumstances:

RAC 5-3 201.3

A
  • When visual (incl composite visual) separation is applied
  • When military separation is being applied,
  • Between aircraft in formation, providing prior notice of the formation flight has been given to ATC, or the formation flight consists of an aircraft in distress and its escort.
24
Q

Essential traffic information shall include, but not necessarily be limited to, the following items:

RAC 5-4 201.6

A

· The words “ESSENTIAL TRAFFIC”

· Direction of flight

· Type of aircraft

· Level information

· Position information.

25
Q

When requiring a pilot to sight another aircraft prior to the application of visual separation, controllers shall provide such of the following information that is available and appropriate to the situation:
RAC 5-8 202.7

A

· Aircraft type

· Position of the other aircraft relative to a navaid or prominent geographic feature,

· Level information, relative height, or Mode C readout

· Any other pertinent information such as direction of flight, company name, colour, intentions, etc. in circumstances where there might be a possibility of error in sighting the correct aircraft.

26
Q

Geographical separation may be established by:

RAC 5-21 201.1.1

A

· Requiring aircraft that are proceeding by visual reference to be on tracks which are not less than 3 NM apart. The tracks shall be defined geographically by reference to visual reporting points and/or prominent geographical features e.g. coastlines, rivers, major roads, railways.

or

· Requiring aircraft that are proceeding by visual reference to proceed within geographically separated sectors. Sectors are geographically separated when there is a buffer of an instrument sector or another sector between the two sectors involved.

· Requiring aircraft that are proceeding by visual reference to proceed within a promulgated sector which is geographically separated from a particular IFR track or procedure.

It has been confirmed by tower radar or a report from the IFR aircraft that the IFR aircraft in the instrument sector has passed abeam the position of the aircraft operating by visual reference or the position via which the aircraft will be routing; and

The aircraft proceeding by visual reference shall be instructed to pass behind the IFR aircraft.

27
Q

Provisos: T1 45°

RAC 5-2 210.1

A

· T1 between take-offs if the leading aircraft is of the same or faster performance and they are to fly on tracks diverging by at least 45° immediately after take-off. Where the leading aircraft is to turn more than 90° action must be taken to ensure the departure track of the following aircraft does not cross the departure track of the leading aircraft.

· T1 may be used where the leading aircraft is slower provided the leading aircraft reports established on a track that diverges by at least 45° from the track of the following, prior to the following aircraft being cleared for take-off.

· T1 shall not be used where both aircraft are to turn in the same direction and the angle of turn of the following aircraft is greater than the angle of turn of the leading aircraft;

28
Q

Provisos: T2 40 kts

RAC 5-2 210.1

A

T2 between take-offs when the leading aircraft will maintain a speed of 40 knots or more faster than the following aircraft, and both aircraft propose to follow the same exact track or tracks that diverge by less than 45º.

29
Q

Provisos: T5 Higher Level
RAC 5-2 210.1

A

T5 while vertical separation does not exist if a departing aircraft will be flown through the level of a preceding departing aircraft and both propose to follow the same exact track or tracks that diverge by less than 45°. Action must be taken to ensure that T5 is maintained or increased while vertical separation does not exist.

30
Q

T5 in the following cases provided that a preceding aircraft is maintaining a speed of 20 knots or more faster than the succeeding aircraft:

RAC 5-26 210.2.1

A

· Between aircraft which have departed from the same aerodrome; or

· Between enroute aircraft which have reported over the same significant point; or

· Between departing and enroute aircraft, after the enroute aircraft has reported over a significant point that is so located in relation to the departure point as to ensure that five-minute separation can be established at the point where the departing aircraft will join the air route;

31
Q

Provisos: Same Track Climbing/Descending

RAC 5-28 adn RAC 5-29 201 4.1

A

Level change is commenced within 10 minutes of the time the second aircraft has reported over a common point derived from ground-based navigation aids or waypoint determined by GNSS.

OR

T5 when aircraft are on opposite sides of an NDB/VOR at which both aircraft are required to report, provided:

· One aircraft is in level flight and the other is climbing or descending to achieve vertical separation
· The preceding aircraft has passed the NDB/VOR by at least 5 minutes
· Confirmation is obtained from the following aircraft that it has not yet reached the NDB/VOR.

32
Q

In order to avoid this slant range situation, where one or more of the conflicting aircraft is utilizing DME the following limitations shall be used:

RAC 5-30 211.1

A
  • D20 separations are valid for any altitude/flight level;
  • D10 separations are valid up to and including FL290, provided that both aircraft are on the same side of a DME station;
  • D10 separations are valid up to and including FL150 when aircraft are on opposite sides of a DME station.
33
Q

What are the Same Track, Same Level T separations?
RAC 5-26 201.2.1

A
  • T10
  • T5 + 20 knots
  • T3 + 40 knots
34
Q

What are the Same Track, Same Level D separations?

RAC 5-31 211.2.1

A
  • D20
  • D10 + 20 knots
35
Q

What are the Crossing Track T and D separations?

RAC 5-27 210.2.2 and RAC 5-32 211.2.2

A
  • T10
  • D20*
  • D10 + 20 knots - Provided the relative angle between the tracks is less than 90º
36
Q

What are the Same Track, Climbing/Descending D separations?

RAC 5-33 211.3.1

A
  • D20
  • D10 + 20 knots
  • D10 + one maintains level flight while vertical separation does not exist
  • D10 - where the succeeding aircraft is instructed to reach separation level D10 prior to the last DME or GNSS distance report of the preceding aircraft
37
Q

What are the reciprocal track separations?
RAC 5-34 211.3.2

A
  • ETP +/- 10 mins
  • D10 Passed
  • Both aircraft having reported crossing a common ground based navigation aid; or
  • T1 after the second aircraft has reported crossing a common significant point; or
  • Mutual sighting, provided that there is no possibility of incorrect identification; or
  • Another separation standard e.g. radar observation
38
Q

LEADING AIRCRAFT SLOWER THAN FOLLOWING AIRCRAFT: A following aircraft may be cleared for take-off provided that:

RAC 5-38 302.2

A

Initial departure tracks diverge by 30° or more

Visual or radar observation confirms that the leading aircraft has turned and is clear of and moving away from the proposed departure track of the following aircraft and adequate separation will exist (D); or

o Visual or radar observation confirms that the leading aircraft is climbing straight ahead and has reached a point where adequate separation will exist with the following aircraft, and assurance exists that the controller will be able to visually observe the following aircraft turning away from this track. Confirmation shall be obtained that adequate separation will exist

· The aircraft tracks will continue to diverge by 30° or more until some other form of separation exists, and

· Aircraft performance, including the radius of turn of the following aircraft, is taken into account when applying this separation; and

· Meteorological conditions, including wind direction and strength, are taken into account when applying this separation; and

· Where necessary, traffic information is passed to the following aircraft.

39
Q

A departing aircraft may be cleared for take-off into the departure area provided that

RAC 5-41 303.1

A

· The departing aircraft sets heading at least 3 minutes before the arriving aircraft is estimated to be over the aerodrome boundary, and

· Instructions are issued, as necessary, to contain both aircraft in their respective areas until some other form of separation exists, and

· The departure area is separated from the arrival area by 45 degrees. Where an initial approach has a procedure turn, the departure area is separated from the arrival area by 90 degrees on the side of the procedure turn, and

· Separation can be maintained in the event of a missed approach.

40
Q

Can you permit aircraft to carry out simultaneous instrument approaches on the same or adjacent aids to the same or adjacent aerodromes?
RAC 5-42 304.1

A

Aircraft shall not be permitted to carry out simultaneous instrument approaches on the same or adjacent aids to the same or adjacent aerodromes unless the procedures, including the missed approach procedures, are laterally separated.

41
Q

Where departure instructions are issued that will establish a departing aircraft in the departure area, but the track to be flown after take-off takes the aircraft into the arrival or 45/90 degree buffer area, a take-off clearance may be issued provided that:

RAC 5-41 303.2

A

· Vertical separation is applied during the period that the departing aircraft is in the arrival or buffer area,

· Departing aircraft is established in the departure area at least 3 minutes before the arriving aircraft is estimated to be over the aerodrome boundary,

· Once the departing aircraft is in the departure area, instructions are issued, as necessary, to contain both aircraft in their respective areas until some other form of separation exists,

· The departure area is separated from the arrival area by 45 degrees. Where an initial approach has a procedure turn, the departure area is separated from the arrival area by 90 degrees on the side of the procedure turn, and

· Separation can be maintained in the event of a missed approach.

42
Q

A second aircraft shall not be cleared for an instrument approach until the preceding aircraft:
RAC 5-42 304.2

A
  • Is in communication with and sighted by the aerodrome controller
  • reasonable assurance exists that a normal landing can be accomplished
  • the vertical spacing between aircraft shall never be less than the applicable vertical separation minima until visual separation can be applied; and
  • separation can be maintained in the event of a missed approach;
43
Q

An aircraft is laterally separated from an aircraft established on a published DME/VORTAC arc when it is leaving the area and is:

RAC 5-43 305

A
  • at least 10 DME beyond the arc distance using the same DME; or
  • established on track outside a sector from 45 degrees beyond the radial through which the aircraft has passed to 45 degrees beyond the final approach track.
44
Q

An aircraft LEAVING a radio navigation aid over which an aircraft is holding is considered to be separated from the holding aircraft, provided that vertical separation is maintained while the aircraft leaving the aid is:

RAC 5-62 501-1

A

· Within the promulgated DME lateral separation distance between the track and the holding pattern;

Or

· Within T10 flying time of the radio navigation aid, except that within the sector enclosed between bearings 45° on the holding side and 90° on the non-holding side of the extended inbound track of the holding pattern this time may be reduced to T5 flying time.

45
Q

An aircraft APPROACHING a radio navigation aid over which an aircraft is holding is considered to be separated from the holding aircraft, provided that vertical separation is achieved before the aircraft approaching the aid is

RAC 5-62 501-2

A

· Within the promulgated DME lateral separation distance between the track and the holding pattern;

· Within T15 flying time of the radio navigation aid, except that within the sector enclosed between bearings 45° on the holding side and 90° on the non-holding side of the extended inbound track of the holding pattern, this time may be reduced to T10 flying time.

46
Q

When it is known or believed that an aircraft is in a state of emergency or in need of assistance, ATS personnel shall:

RAC 7-1 1

A

· Give priority to and render all possible assistance to the aircraft

· Declare the appropriate emergency phase

· Take actions in accordance with guidance and instructions in

o RAC 7

o IFERC - for airborne emergencies beyond the area of jurisdiction of

o AEP - for aircraft emergencies at or in the vicinity of an aerodrome as described in the plan.

47
Q

What is the abbreviation and definition for Uncertainty Phase?

RAC 7-4 4

A

INCERFA

uncertainty exists as to the safety of an aircraft and its occupants.

48
Q

What is the abbreviation and definition for Alert Phase?
RAC 7-4 4

A

ALERFA

apprehension exists as to the safety of an aircraft and its occupants

49
Q

What is the abbreviation and definition for Distress Phase?
RAC 7-4 4

A

DETRESFA

reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and require immediate assistance.

50
Q

Define: SARTIME
RAC 7-6 5

A

SARTIME is the time at which Search And Rescue action is initiated if a SARTIME is not amended or cancelled, or a VFR flight plan for which a SARTIME has been nominated is not terminated.

053 Procedual AI0422 (7 decks)

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