Foundation Written Questions

Question 1

As listed in MATS Part 1, state the data on IFR flights that Approach Control units are required to keep Area Control advised of, and any conditions. (9)

Answer 1

Approach Control Units are required to keep Area Control promptly advised of the following data on IFR flights:

a) lowest level at the holding point available for use by Area Control.
b) average time interval between successive approaches.
c) revision to expected approach times when calculations show a variation of 5 minutes or more.
d) arrival times over the holding point if these vary from the estimate by 3 minutes or more.
e) missed approaches when re-routing is entailed, so that subsequent action is coordinated.
f) departure times of aircraft.
g) all information on overdue aircraft.

The passing of any of this information may be delegated from Approach to Aerodrome Control. Any of these times can be deleted form routine practice by agreement with Area Control.

Question 2

According to MATS Part 1, what are the principles upon which the method of operation will be based at an ACC? (10)

Answer 2

An ACC is divided into sectors, which work in close liaison. The method of operation differs at each centre but will always be based upon the following principles:

a) Each controller shall be responsible for the efficient performance of those tasks that are specifically allocated in the task description. Tasks are detailed in MATS Part 2.
b) Controllers are to monitor the actions of other members of the sector team to the extent that prime duties permit.
c) Sectors must have a defined prime flight data display for the purpose of conflict detection, which should at all times reflect all clearance instructions issued and communications received.
d) Inter-sector coordination purposes require laid down criteria which enable the coordinator, when authorised by the CAA, to use surveillance derived information for the transfer of traffic between sectors without reference to the controller.

Question 3

According to MATS Part 2, detail the conditions under which an aircraft may enter the airspace under the jurisdiction of another sector without individual coordination. Include provisions for modification and/or cancelling of agreements and for aircraft cruising below an agreed level. (14)

Answer 3

When it is following a standard route on its own navigation or a specified track on a radar heading, and:

a) Has been cleared to, or is at, an agreed level before communication is transferred to the receiving sector.
b) When applying ‘Level by’ restriction to descent clearances, controllers should use the word ‘abeam’ if the aircraft is on a radar heading and the track is not going to overfly the defined reference point.
c) Aircraft may be transferred in trail with a minimum separation of 15nm where the rear aircraft is the same speed or slower than the lead aircraft.
d) The particular flights and the agreed levels are detailed in the operational sector sections of the Manual.
e) The Coordinator, following agreement with the sector Controller, or at the request of the sector Controller, may modify or cancel Standing Agreements on a temporary basis.
f) Aircraft cruising below an agreed level are to be coordinated individually.

Question 4

What is the standard phraseology for the passing of a full estimate message as laid down in MATS Part 1 (Appendix E)? (5)

Answer 4

(Direction of Flight) estimate (A/c identity) squawking (4 digits) (type) estimated over (significant point) at (time) (level) speed (filed TAS) via (route) (clearance limit if other than destination).

Question 5

a) State he conditions for transfer of control by silent handover.
b) Detail the receiving controllers responsibilities as specified in MATS Part 2.

(6)

Answer 5

a) The aircraft must be displaying a discrete SSR identity and must be within the anticipated displayed radar coverage of the receiving sector.
b) Before giving an executive instruction to an aircraft which has been transferred by silent handover, the receiving controller is to identify it. If the cleared flight level is omitted from the pilots initial call, it shall be confirmed in the ATC reply and acknowledgment received.

Question 6

According to MATS Part 1: (11)

a) What are the conditions in order for a radar handover to be effected?
b) State the standard phraseology for the above, given in MATS Part 1 Appendix E, along with amplifying details.

Answer 6

a)

i) Satisfactory two-way communication is available between them,
ii) The identity has been transferred to the accepting controller, or has been identified by him; and
iii) The accepting controller is informed of any level or vectoring instructions applicable to the aircraft at the stage of transfer.

If the route of the aircraft is not known the offering controller is to pass the observed track or reported aircraft heading to the accepting controller.

b)

Radar Handover (A/c identity) (position, SSR code and heading/observed track if own navigation) (level) (additional information)

(additional information shall include transfer of control details if not co-incident with transfer of communication).

Question 7

As stated in MATS Part 1: (10)

a) When is transfer of control achieved?
b) Where does it normally take place?
c) What phrase is specifically prohibited in response to an initial call from an aircraft?

Answer 7

a) Transfer of control is achieved when a flight, which is operating in accordance with the coordination, has reached the position or level agreed between the transferring and accepting units.

b)
i) At an agreed reporting point,
ii) On an estimate for an FIR boundary,
iii) At or passing an agreed level, or
iv) While the aircraft is climbing or descending to a previously agreed level, provided that the transferring controller has ensured that standard separation will exist between the transferred aircraft and all others for the remainder of the climb or descent.

c) “Continue as cleared”.

Question 8

State the circumstances as laid down in MATS Part 2 under which you must provide radar identification of an aircraft for another controller. Include “skip” sector techniques. (7)

Answer 8

When an aircraft is not displaying a discrete SSR identity, or the SSR response is garbled, it must be identified to the receiving sector before entering it’s area of responsibility and before the transfer of communication.

When traffic is permitted to pass through the area of responsibility of a sector without communication, an aircraft not displaying a discrete SSR identity is to be identified by the offering sector to the intermediate sector, which then becomes responsible for identifying the aircraft to the receiving sector.

Question 9

According to MATS Part 2, what is the transfer of control point for Medway TMA inbounds cruising below the agreed level? Include in your answer any conditions. (5)

Answer 9

Transfer of control from en-route sector to Medway TC is co-incident with transfer of communications, provided that the following criteria are met:

a) The flights must be inbound to aerodromes beneath the Medway TMA.
b) The flights must be following a standard route on their own navigation, or a specified track on a radar heading.
c) Each flight must be individually coordinated into the Medway TMA.

Question 10

According to MATS Part 2, what are the conditions whereby transfer of control is effective coincidentally with transfer of communication for traffic operating under the terms of a Standing Agreement? Include the provision for when such traffic passes through an intermediate sector. (8)

Answer 10

a) The receiving escort continues the flight in the same general direction and does not climb descending traffic or descend climbing traffic, or stop traffic at an intermediate level whilst it is still within the confines of the offering sector, and
b) Any potential conflictions with traffic within or entering the offering sectors airspace, whether in communication with that sector or not, are notified to the receiving sector.
c) Where traffic operating under the terms of a Standing Agreement passes through the Area of Responsibility of an intermediate sector without communication, transfer of control is effective at the receiving sector boundary.

Question 11

According to MATS Part 1: (13)

a) State the definitions of OAT and GAT.
b) List briefly the 5 methods a military aircraft may cross CAS.

Answer 11

a)

OAT (Operational Air Traffic) are flights conducted under the control or authority of the Military ATS organisation.
GAT (General Air Traffic) are flights conducted in accordance with the Regulations and Procedures for flight promulgated by the State Civil Aviation Authorities and operating under the control or authority of the Civil ATS organisation.

b)

1) Radar crossing. Approved Military can cross taking 5000ft or 5nm on their own authority without reference to civil ATC.
2) Cleared Flight Path (CFP). Requested by a Military controller authorised to provide a radar crossing of CAS. Once approved the Military have no requirement to avoid CAS aircraft unless separation is being eroded.
3) Radar Corridor. Provided for the Military as a means of reducing coordination and positioned across airways in areas of high military activity. The corridor is activated by joint agreement of Civil and Military and may be activated for single/multiple aircraft or for a specified time period.
4) Procedural Crossing. Used when a crossing cannot be achieved by a radar service. It is obtained by the Military from the relevant CAS controller.

5) Pilot initiated uncontrolled crossing. Used in an emergency:
i) cross at intermediate 500ft.
ii) cross at 90° if possible.
iii) squawk emergency
iv) report the circumstances to parent ACC on landing.

Question 12

According to MATS Part 1, what are the circumstances where separation may be deemed to exist between aircraft under Radar Control and unidentified known aircraft? (6)

Answer 12

a) When authorised procedures are in operation whereby the known traffic is under the control of another controller, who is utilising an ATS surveillance system, and separation can be maintained by direct co-ordination; or
b) When authorised procedures are in operation whereby track or vertical separation is deemed to exist.

Question 13

Define ‘on-route’ according to MATS Part 1. (5)

Answer 13

Aircraft are considered to be ‘on-route’ when flying along the alignment and within 5nm of the centre line of the published parameters of an Upper ATS route (UAR) and other areas defined for the application of reduced coordination procedures

NB This term is used routinely by ATC for coordination purposes within the uk.

Question 14

According to MATS Part 1, list the phenomena which will necessitate the issue of a SIGMET, together with explanatory notes. (10)

Answer 14

Tropical Storms
Thunderstorm*
Severe Turbulence
Severe Icing
Severe Mountain Waves
Heavy Dust/Sand Storm
Heavy Hail 
Freezing Rain
Volcanic Ash Cloud

*This refers not only to thunderstorms but also to cumulonimbus clouds that may not currently be accompanied by a thunderstorm.

Question 15

According to MATS Part 1 what meteorological information is available to a controller at an ACC? (Do not go into detail with contents of such information) (8)

Answer 15

Routine Reports
Trend Forecasts
Forecast of conditions in the FIR
Aerodrome Forecasts
SIGMET messages
Forecast RPS Values
Runway Visual Range
Advice on Diversions

(Remember To Floss And Search For Rotting Apples)

Question 16

State the recommended ‘best practice’ check list for handing-over and taking-over a TMA position at an ACC. Give the titles in the checklist and, where applicable, give two examples within each. (14)

Answer 16

Pressure- high/low, minimum stack level
Runway(s) in Use
Area Sectors- bandboxed/split, frequencies
Weather- visibility, avoidance, winds
Non standard/priority- danger areas, Nav aids, EATs.
Strips to display.

Question 17

State the recommended best practice checklist of handing-over and taking-over an operational position for En-route at Medway ACC. Give the titles in the checklist and, where applicable give two examples within each. (11)

Answer 17

Weather- fog, snow, CAT, Cbs, upper winds, pressure, SIGMET, NAT Tracks.
Equipment- serviceability, maintenance, radars, frequencies.
Situation- flow, holding, wx delays, EATs, Royal/Military flights, Danger Areas, sector staffing.
Traffic- strip to display, non-RVSM.

Question 18

As stated in MATS Part 1, describe the process used by Area Control for the release of arriving aircraft to approach control and list the information that Area Control is required to provide. State any conditions that apply. (Do not include procedures above FL195, when approach sequencing is in force, aerodromes in Class G airspace or alternatives to the normal holding facility).

Answer 18

Area Control shall pass estimates on and release inbound aircraft to Approach Control. Inbound estimates shall be passed at least 15 minute prior to the arrival of the aircraft at the designated approach fix.

Release messages shall be passed to Approach Control in a timely manner as specified in unit (MATS Part 2) procedures and shall contain the following:

• Aircraft identity, type and SSR code (if applicable)
• Point of departure
• Release point
• Estimated time and level at the holding facility, or arrival time and level at the holding facility if the release is given after arrival.
• Expected approach time
• Contact point

Aircraft releases to Approach Control must be within controlled or advisory airspace when the release becomes effective.

All other aircraft at lower levels must also be released or procedural separation provided.

Aircraft released to Approach Control shall not be levelled off, or climbed, above the level at the holding facility passed in the release message without coordination with Area Control.

Question 19

According to MATS Part 1, what is the definition of a Traffic Service? (6)

Answer 19

A Traffic Service is a surveillance based service where, in addition to the provisions of a Basic Service, the controller provides specific surveillance derived information to assist the pilot in avoiding other traffic.

Controllers may provide headings and/or levels for the purpose of positioning and/or sequencing; however, the controller is not required to achieve deconfliction minima, and the avoidance of other traffic is ultimately the pilots responsibility.

Question 20

According to MATS Part 1, what is the definition of a Deconfliction Service? (7)

Answer 20

A Deconfliction Service is a surveillance based ATS where, in addition to the provisions of the Basic Service, the controller provides specific surveillance derived traffic information and issues headings and/or levels aimed at achieving planned deconfliction minima, or for positioning and/or sequencing. However, the avoidance of other traffic is ultimately the pilots responsibility.

Question 21

According to MATS Part 1, what is the definition of a Basic Service? (6)

Answer 21

A Basic Service is an ATS provided for the purpose of giving advice and information useful for the safe and efficient conduct of flight. This may include:

• Weather
• Changes of serviceability of facilities.
• Conditions at aerodromes.
• General airspace activity information.
• Any other information likely to affect safety.

Avoidance of other air traffic is solely the pilots responsibility.

Question 22

According to MATS Part 1, when providing a Deconfliction Service, what are the required minima against: (11)

a) Un-coordinated traffic?
b) Aircraft that are under the control of the same controller, or that have been subject to coordination?

Answer 22

a) Either:

• 5nm laterally (subject to surveillance capability and CAA approval), OR
• 3000ft vertically and, unless the SSR code indicates that the Mode C data has been verified, the surveillance returns, however presented, should not merge. (NB Mode C can be assumed to have been verified if it is associated with a deemed validated Mode A code. The Mode C data of aircraft transponding code 0000 is not to be utilised in assessing deconfliction minima).

b) Either:

• 3nm laterally (subject to surveillance capability and CAA approval), OR
• 1000ft vertically (2000ft within active MDA/MTA or above FL410, and above FL290 where one or both aircraft are not RVSM approved), OR
• 500ft vertically (subject to CAA approval).

Question 23

According to MATS Part 1: (10)

a) Define Traffic Information.
b) When passed to an aircraft, what shall Traffic Information include?

Answer 23

a) Information issued by a controller to alert a pilot or controller to other known or observed air traffic which may be in proximity to the position or intended route of a flight.

b)

1) Bearing from the aircraft in terms of the 12 hour clock (when aircraft turning, direction by compass position)
2) Distance from the aircraft in miles
3) Direction in which the unknown aircraft is proceeding, eg. “Traffic is opposite direction/crossing right to left/left to right” etc.
4) Height information where available, this may include the unverified Mode C of unknown aircraft.

Question 24

According to MATS Part 1: (12)

a) List the information to be provided by an aircraft making an in-flight request to cross controlled airspace.
b) Under what circumstances does the receipt of flight plan data constitute a clearance and what should controllers do upon receipt of a request to cross controlled airspace?

Answer 24

a) Flight data regarding aircraft in flight requesting to cross or join controlled airways or ADRs may be obtained from flight plans or aircraft RTF in-flight requests. The latter may be made direct on the appropriate sector frequency or via personnel providing a FIS at an ACC. In flight requests will provide the following:

• Aircraft identification and type
• Position and heading
• Level and flight conditions
• Crossing position
• Requested crossing level and estimate for crossing position.

b) Receipt of a flight plan does not constitute a clearance, except that when ATC has acknowledged receipt of the information from an aircraft in flight and radio failure occurs before a clearance can be transmitted, the aircraft may be expected to proceed in accordance with the flight plan. Aircraft should be given a clearance in reply to an in-flight request, but if this is not possible the aircraft is to be advised to remain outside controlled airspace, when to expect clearance and given a time to check.
In considering requests for crossing or joining clearances it should be remembered that an aircraft already cleared to operate at a level within controlled airspace has prior claim to that level.

Question 25

According to MATS Part 1, list the information to be provided by an aircraft making an in-flight request to join controlled airspace. (8)

Answer 25

1) Aircraft identification and type
2) Position and Heading
3) Level and flight conditions
4) Departure aerodrome
5) Estimated time at entry point
6) Route and point of first intended landing
7) True airspeed
8) Desired level on airway or advisory route.