Level 2 Flashcards
Describe how to identify aircraft using primary radar
1- Turn Method
An aircraft may be identified by ascertaining its heading and, following a period of track observation, correlating the observed movement of a particular Position Indication with:
(a) the acknowledged execution of an instruction to alter heading by at least 30°;
(b) one or more changes of heading of at least 30°‚ as instructed by another
controller;
(c) one or more changes of heading of at least 30° reported by the pilot.
(A turn for identification does not constitute the provision of a surveillance service).
ATCO’s should take into consideration, terrain, other surveillance
returns, PSR coverage and the RoA Regulations before instructing an aircraft to alter heading. ‘‘Can you accept a L/R turn for idenification?’’
The ATCO shall:
(a) verify that the movements of not more than one Position Indication correspond with those of the aircraft;
(b) exercise caution particularly when employing this method in areas where changes of aircraft heading are commonly made as a navigational routine.
2- Departing Aircraft Method
By observing and correlating the Position Indication of a departing aircraft to a known airborne time. Identification is to be achieved within one mile of the end of the runway unless otherwise authorised by the CAA.
Particular care should be taken to avoid confusion with aircraft overflying the aerodrome, making a MAP, departing from an adjacent runway or holding overhead the aerodrome.
3-Position Report Method
By correlating a particular Position Indication with a report from the pilot that the aircraft is:
(1) over an exact reporting point which is displayed on the situation display; or
(2) at a particular distance not exceeding 30 NM on a particular radial from a co-located VOR/DME or TACAN (DME). The source facility must be displayed on the situation display; or
(3) over a notified visual reference point (VRP) or prominent geographical feature, in either case approved for the purpose and displayed on the situation display, provided that the flight is operating with visual reference to the surface and at
a height of 3000 ft or less above the surface.
The identification must follow a period of track observation sufficient to enable the controller to compare the movement of the Position Indication with the pilot’s reported route. The reported position and level of the aircraft must indicate that it is within known PSR cover.
This method must be reinforced by an alternative method if there is any doubt about the identification because of:
(1) the close proximity of other returns; or
(2) inaccurate reporting from aircraft at high level or some distance from navigational facilities.
(A pilot is to be informed as soon as their aircraft has been identified. When operating inside controlled airspace, the pilot of an aircraft need only be so informed if the identification is achieved by the turn method)
Detail the conditions that apply when providing a DS
Definition- Is a surveillance based ATS, in addition to the provisions of a BS. The ATCO provides specific surveillance derived t/i and issues headings and/or levels aimed at achieving planned deconfliction minima, or for positioning and/or sequencing.
- IFR only
- Need to inform pilot that they are ‘identified’
- Uncoordinated = 5nm and/or 3000ft
- Coordinated = 3nm and/or 1000ft (or 500ft subject to CAA approval)
Detail the conditions that apply when providing a TS
Definition- Is a surveillance based ATS, in addition to the provisions of a BS. The ATCO provides specific surveillance derived t/i to assist the pilot in avoiding other traffic. ATCO may provide headings and/or levels for the purpose of positioning and/or sequencing.
ATCO is not required to achieve deconfliction minima, pilot remains responsible for collision avoidance.
- VFR and IFR
- Need to inform pilot that they are ‘identified’
- Relevant Traffic is t/i to aircraft which will pass within = 3nm and/or 3000ft, (pass before 5nm).
Detail the conditions that apply when providing a BS
Definition- Is an ATS provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. May include weather, changes in serviceability’s of facilities, general airspace activity and any information likely to effect safety.
- VFR and IFR
- T/I is generic
- May inform pilot that they are ‘identified’ but not required (the pilot may misunderstand and assume they are receiving a better service)
When may an aircraft be vectored outside CAS?
Unless an aircraft has planned to leave CAS, it is not to be vectored outside the horizontal or vertical limits, except:
(1) when an emergency situation arises requiring the aircraft to be vectored OCAS;
(2) when avoiding severe weather; the circumstances must be explained to the pilot before the aircraft leaves CAS;
(3) when specifically requested by the pilot.
Although IFR flights within class A-D airspace, and VFR flights within B/C airspace, are deemed to be separated from unknown aircraft flying in adjoining uncontrolled
airspace, ATCO’s should aim to keep the aircraft under their control at least 2 NM within the boundary.
Detail the factors to be considered before changing runways
- Serviceability’s of equipment (ILS,TD,LOC,GP,DME,Lights)
- No aircraft on approach
- Surface wind
- Upper winds (1,000ft & 3,000ft)
- LDA, TORA on each runway
- UAV reported
- Weather cell (TS on the approach)
To which aircraft would you pass traffic information and/or traffic avoidance in Class D airspace
Pass traffic information to IFR flights and SVFR flights on VFR flights and give traffic avoidance advice when requested
and
Pass traffic information to VFR flights on all other flights and provide traffic avoidance advice when requested.
When would you limit a Radar Service?
RC- Don’t limit this service
BS- Not a Radar service
TS- High ATCO workload or RTF loading may reduce the ability of the controller to pass traffic information, and the timeliness of such information. Also, in areas of high traffic density, reduced traffic information will be passed to the pilot. When the pilot is below ATC terrain safe levels, the service is also reduced to ‘taking your own terrain clearance’.
DS- High ATCO workload or RTF loading may reduce the ability of the ATCO to pass deconfliction advice and the timeliness of such information. Also, in areas of high traffic density, reduced traffic information and reduced deconfliction advice will be passed to the pilot.
Detail the actions you would take in respect of unknown traffic when providing the following:
1- DS
2- TS
3- BS
1- DS = If aircraft is going to pass within 5nm +/or 5000ft, provide the pilot with a heading to avoid and make sure the blips don’t merge.
2- TS = Pass traffic information if the aircraft is going to pass within 3nm +/or 3000ft (pass before 5nm), and keep calling the traffic until the aircraft reports visual or may ask for a heading to keep clear. ‘‘SUGGEST YOU TRACK EAST’’
3- BS = Pass generic traffic information ‘traffic ahead of you by 4 miles, no height or type information, manouvering’.
State the lowest holding level at the TD
2500ft AMSL (don’t use, as cant dep IFR traffic and MAP not available), so the lowest level is 3500ft AMSL.
But 4500ft AMSL is a good level to use initially.
Typically, how would the flight characteristics of a FA20 using the ILS to land differ from the same aircraft carrying out a ‘Run and Break’?
The FA20 will be faster on the ‘Run & Break’ and higher not steady heading/ north or south of the approach slightly.
Where as, the FA20 is locked onto the ILS locked, straight and narrow. Slowing down to land.
The meteorological visibility decreases to 4500m. How will this affect VFR departures ?
VFR flights no longer permitted, inform the pilot and request their intentions. May elect to depart SVFR
Describe the ILS Localiser only approach to Runway 23
From the TD hold, extended the out-bound leg to 8 DME, descending not below 1900ft (1784).
At 8 DME, turn right to intercept the LOC.
When established, descend from FAP (5.5 DME) descend in accordance with the recommended profile then to MAPt 0.5 DME.
State the minimum sector altitudes for Teesside and on what they are based
MSA’s within 25nm
NW - 3300ft AMSL
NE- 2100ft AMSL
SW- 3400ft AMSL
SE- 3300ft AMSL
MSA’s outside 25nm - 42.5nm
NW - 4200ft AMSL
NE- 3500ft AMSL
SW- 4300ft AMSL
SE- 3500ft AMSL
Within 25NM the safety altitude is 3400ft based on Great Shunner Fell (which is 2349ft AMSL 260 degrees/ 29.9nm from airfield).
Within 30nm the MSA is rounded up to 3500ft. This is based off not being able to provide a DS to aircraft within 30nm of the radar antenna below 3500ft . Outside 30nm, EGNV will not provide a DS to a/c below the terrain safe levels up to 40nm from the ATZ.
If an a/c requests to decend below terrain safe levels under a DS…
ATCO - ‘’ descend approved to altitude ___, Now TS, taking your own terrain clearance and reduced traffic informtion due to your level’
State the visual manoeuvring heights
Aircraft Category A - 590ft (470ft)
Aircraft Category B - 640ft (520ft)
Aircraft Category C - 760ft (640ft)
Aircraft Category D - 860ft (740ft)
Describe the use of visual approaches
To expedite traffic at any time, IFR flights, either within or OCAS, may be authorised to execute visual approaches if the pilot reports that visual reference to the surface can be maintained and:
(1) the reported cloud ceiling is at or above the level of the beginning of the initial approach segment; or
(2) the pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.
ATCO’s shall not clear an aircraft for a visual approach when the RVR is less than 800 m. If a pilot requests a visual approach when the RVR is less than 800 m, ATCO’s shall inform the pilot that this type of approach is unavailable and request the pilot’s intentions.
Inside CAS- standard separation shall be effected between such
aircraft and other IFR and/or Special VFR aircraft.
OCAS- As per service requested.
DS= When flights carrying out visual approaches descend
below the unit’s terrain safe level, ATCO’s shall not provide DS, and should instead provide a TS;
TS = Subject to maintenance of surveillance identity, there is no
requirement to change the level of service provided;
BS= There is no requirement to change the level of service required
When can you clear an aircraft to make a visual approach?
Once coordination has been effected with the ADI controller, separation and wake turbulence and traffic information is passed.
(1) the reported cloud ceiling is at or above the level of the beginning of the initial approach segment; or
(2) the pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished.
(3) ATCO’s shall not clear an aircraft for a visual approach when the RVR is less than 800 m
OCAS, IFR flights in receipt of any of the UK FIS may be
authorised to conduct a visual approach. Responsibility for the provision of deconfliction advice and traffic information continues to be dictated solely by the service being provided.
(1) PS, TS and BS- There is no requirement for ATCO’s to change the level of service provided;
(2) DS- When flights carrying out visual approaches descend below the unit’s terrain safe level, controllers shall not provide DS, and should instead provide a TS
ATCO’s shall exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain.
Describe how an aircraft may be identified using SSR
When using Mode A to identify aircraft, one of the following methods is to be employed:
(a) Observing the pilot’s compliance with the instruction to select a discrete four digit code;
(b) Recognising a validated four-digit code previously assigned to an aircraft callsign. When code/callsign conversion procedures are in use and the code/callsign pairing can be confirmed, the callsign displayed in the data block may be used to establish and maintain identity;
(c) Observing an IDENT feature when it has been requested.
State the standard departure and arrival procedures for VFR aircraft at TIA
Departure
Standard clearance =
‘GBOXC, hold position, after departure Rwy 23 left turn, cleared to leave CAS on track ____, NOT ABOVE ALT 1500ft, QNH, squawk____’
The level can be changed when coordination has taken place between ADC-APC.
Inbound
Standard clearance =
‘GBOXC, cleared to enter CAS, VFR, RWY 23, Information Mike, QFE ____’
Can restrict aircraft inbound to enter at a specific level or not below/not above….
State the levels and procedures used for P18
NT
FL75-125 Borders CTA11 (D)
FL105-125 Yorkshire CTA 17 (D)
FL125-195 Yorkshire CTA 10 (A)
FL95-195 Yorkshire CTA 8 (A) (POL area)
FL85-195 Yorkshire CTA 9 (A) (area around/west of NM)
NM CTR SFC-FL85 (D)
NT has continuous decent for their inbounds, unless NV notify them of a GASKO departure (10mins notice).
NV GASKO dep & notified NT prior, can now use Yorkshire CTA 17, if required (north of uvavu and south of tilni)
Under what circumstances would you use ‘Radar Departure’?
When EGXE has operational access to the STUBS and it would effect my departure separation.
Traffic to effect inbound, or aircraft level is being utilised.
Other departure separation methods are not appropriate (1,2,5 & 10 minutes) both a/c same speeds, can’t be separated by 45 degrees, so 10 mins is too long) RD the 2nd one to then wait until got 5nm sep.
And
What separation based on the departure clearance isn’t currently achieved but is expected to be achieved shortly
Also, in the event of a percieved airspace infringement or unfolding emergency situation
State when a pilot must be informed that he has been identified and notified of their position following identification using SSR
Must inform the aircraft they have been identified when OCAS only pass their position if requested by the pilot.
How is Mode C used to provide separation inside and outside CAS?
Between aircraft flying subsonic:
(a) Up to FL290 apply 1,000 ft;
(b) Above FL290 apply 2,000 ft, except that between FL290 and FL410
inclusive, 1,000 ft may be applied between RVSM approved aircraft
operating in airspace designated as being notified for the application of this separation standard.
How and Why is Mode C verified?
How- ATCO’s are to verify the accuracy of Mode C data, once the aircraft has been identified and the Mode A validated, by checking that the readout indicates 200 ft or less from the level reported by the pilot. If the aircraft is climbing or descending, the pilot is to be instructed to give a precise report as the aircraft passes through a level.
Verification may be achieved with the assistance of an ATSU with which the aircraft is in contact.
Why- Mode C must be verified to ensure that an aircraft’s transponder is working currently and accurately which in turn allows ATC to separate other aircraft vertically rather than just horizontally
Describe your actions in the event of a discrepancy in Mode C data being observed
If a ATCO observes a discrepancy the pilot is to be asked to confirm their altimeter setting and level. If the discrepancy remains, the pilot is to be instructed to switch-off Mode C. If independent switching of Mode C is not possible the pilot is to be instructed to select
A0000.
‘Stop squawk altitude’ if cannot then ‘Squawk Standby’
Describe your actions in the event of a corrupt Mode A been selected
If the code readout does not correspond to that assigned, the pilot is to be instructed to reset the assigned code. Where this fails to achieve display of the assigned code then the pilot is to be instructed to select code 0000. If a corrupt code still exists, the pilot should normally be instructed to switch off the transponder.
However, the corrupt code may be retained to assist identification and tracking provided the Mode C has been verified. Associated ATC units are to be informed of the retention of corrupt data.
How may Mode C be used to assess that an aircraft has:
1- Vacated a level
2- Passed a level
3- Reached a level
1- An aircraft which is known to have been instructed to climb or descend may be considered to have left a level when the Mode C readout indicates a change of 400 ft or more from that level and is continuing in the anticipated direction
2- An aircraft climbing or descending may be considered to have passed through a level when the Mode C readout indicates that the level has been passed by 400 ft or more and continuing in the required direction
3- An aircraft may be considered to have reached an assigned level when three successive Mode C readouts indicate 200 ft or less from that level
When may SSR data alone be used to provide a service to aircraft
Provided the pilots are made aware of the limitations of the service, SSR may be used to provide horizontal separation in the following circumstances:
(1) in accordance with MATS Part 2;
(2) to overcome temporary deficiencies within PSR cover, such as fading or clutter, the SSR return only of one aircraft may be used to provide separation from the PSR or SSR return of another aircraft provided the PSR and SSR situation displays are correctly aligned. In this context, ‘unavailable for use due to maintenance’ does not constitute a ‘temporary deficiency’;
(3) immediately after PSR failure for the minimum time necessary to establish procedural separation. Once established, services normally provided using radar may be resumed when the PSR is serviceable.
SSR shall not be used to provide horizontal separation if a ATCO has any doubt about the accuracy of the position symbol due to equipment malfunction, reflections, or any other reason.
