Level 3 Flashcards
How is 7067 code used at Teesside and can it be used for identification?
Used for conspicuity squawk and no
Used when not able to Validate Mode A and Verify Mode C from an aircraft, PSR only operations. Too low below radar coverage (claxby).
(This is published in AIP)
When should an aircraft squawk 7000 and can it be used for identification?
Used when operating within United Kingdom airspace
in accordance with VFR and have not received a
specific instruction from ATS concerning the setting of
the transponder.
It cannot be used for identification because the ATCO could incorrectly identify an aircraft as the 7000 is a conspicuity squawk.
What would you take into consideration when handling an ILS flight calibration?
Category E for priority, may effect other traffic
Protection required for some runs, meaning not allowing transit aircraft to fly through during these runs.
The levels of CLB aircraft, reducing the type of service if below MSA.
‘Taking your own terrain clearance and reduced traffic information’.
How is separation achieved between SVFR within the CTR?
Reduced Separation in the Vicinity
Standard separation= 3NM +/or 1000ft when both aircraft validated and verified or 5NM +/or 1000ft
Pass traffic information to IFR flights and SVFR flights
on VFR flights and give traffic avoidance advice when requested
Describe the pilots responsibilities when operating SVFR
(1) must comply with ATC instructions;
(2) is responsible for ensuring that flight conditions enable the pilot to remain clear of cloud, determine their flight path with reference to the surface and keep clear of obstructions;
(3) is responsible for ensuring that the aircraft is flown at an indicated airspeed of 140 kt or less in order to provide adequate opportunity to observe any obstacles in time to avoid a collision;
(4) is responsible for ensuring for flying within the limitations of their pilot’s licence;
(5) is responsible for complying with the relevant SERA and RoA Regulations low flying restrictions;
(6) is responsible for avoiding Aerodrome Traffic Zones unless prior permission for penetration has been obtained from the relevant ATC unit.
Describe your actions when you become aware that an aircraft is overdue
Non Radio-
Preliminary Action, not later than 30 mins after ETA
(1) Check flt plan for obvious errors in compilation or transmission;
(2) Consult operating company or representative if available;
(3) Confirm ATD with aerodrome of departure using the quickest means of communication;
(4) Inform and in co-ordination with the ACC supervisor
(a) Check with alternate aerodromes;
(b) Send RQS message;
(c) Check with any likely aerodromes on and adjacent to the proposed route of the aircraft.
Full Action, not later than 1 hour after ETA
(1) Notify the parent ACC that the aircraft is now fully overdue and state the action already taken;
(2) In consultation with the ACC supervisor, continue endeavors to trace the aircraft, e.g. notify local police or any other appropriate bodies to be on the lookout for the aircraft if it is assumed that it has made a forced landing in a particular area.
Radio Equipped-
Preliminary Action, not later than 30 mins after ETA
(1) Advise the ACC supervisor that the aircraft is overdue;
(2) Confirm ATD from departure aerodrome by quickest possible means;
(3)Ensure that an RQS message is sent.
Full Action, not later than 1 hour after ETA
If, after the action above, no news is received or 1 hour has elapsed since a scheduled position report should have been received, or the fuel carried by the aircraft is considered to be exhausted, whichever is the sooner, the ATCO at the
destination aerodrome shall inform the ACC supervisor that the aircraft is fully overdue.
Describe your actions in the event of a partial or total radar failure
Partial Radar Failure-
-Advise all a/c on frequency and inform XE, NT and Scottish
- If GDF SSR fails, a surveillance service should continue to be provided to traffic using Claxby SSR
(reduced coverage especially to the north, ATCO descend minimum level of 2500ft until a/c established and within FAVA to 1500ft) - If PSR fails, a reduced surveillance service using SSR only will be provided. (hourly observations to check serviceability of GDF SSR by observing and checking position symbol. Minimum horizontal sep between transponding a/c is 5nm, pilots informed of limitations of service, and NT, XE and Scottish) ‘reduced traffic information on transponding a/c only’
Total Radar Failure-
-The loss of both PSR and SSR information, vertical separation (utilising reduced vertical separation of 500ft if necessary), is to be established immediately in accordance with MATS Part 1.
-Adequate terrain clearance must be applied to all aircraft that were being vectored within the SMAA below normal MSA. These aircraft must either continue visually, if able, or be instructed to climb to the appropriate MSA.
-ATCOs should provide non-radar Approach Control services as detailed in
Describe your actions to be taken in the event of an evacuation of ATC
If time permits-
1- IFR inbound a/c should be deconflicted, routed to TD to hold at a safe level and instructed to standby for further information
2- Make a general broadcast ‘‘Emergency Air Traffic evacuation. Teesside ATC services suspended. VFR aircraft leave controlled airspace and free call en-route’’
3- Inform LAC Watch Supervisor that EGNV are evacuating and ask them to inform;
Scottish East, Swanwick (Mil), NT, XE and D&D
4- Evacuate and proceed to assembly point, taking active FPS and pending FPS
Once the airfield is handed back to ATC and normal operations can resume ring the above as advise them that EGNV are resuming operations.
Describe your actions to be taken in the event of an aircraft radio failure
-Try to establish two-way comms
-Blind call (can they squawk ident?) Tx broke rather Rx
-Inform other a/c in the vicinity to relay a message
-Inform other units nearby
-Keep a/c away from r/t fail aircraft
-Inform the ADC if inbound
Describe your actions to be taken in the event of a mains and/or standby radio failure
Mains -
-Use back up radios to shut down Radar
-Use telephone to contact London ACC supervisor on 01489612420 and ask them to inform SCACC, XE, NT and Swan Mil
-Inform ATE
- Watch log & Handover Sheet
Standby-
- Use handheld in tower and mobile to inform other units and close
-Inform ATE
- Watch log & Handover Sheet
Describe your actions to be taken in respect of an aircraft reporting being lost
(1) Treat an estimated position given by the pilot with caution
(2) Use ATS surveillance systems and VDF in an attempt to locate the aircraft;
(3) If communications are poor, or the ATCO suspects that the aircraft is below surveillance coverage, the pilot may be advised to climb. However, ATCO’s should be aware that such a climb may present a pilot with flight conditions beyond their capabilities, and the pilot may prefer to remain with the surface in sight;
(4) Consider terrain clearance if the aircraft is flying at a low level. Controllers should make allowance for terrain and obstructions within a wide area around the estimated position of the aircraft and advise the pilot to climb if there is any doubt that adequate clearance exists. If a pilot is unable or unwilling to climb, they are to be warned of potential terrain hazards in the area;
(5) Request assistance from other ATS units in determining the aircraft’s position;
(6) VDF bearings from other units may assist in fixing the position. If it is not possible to establish the position of the aircraft immediately, bearings should be passed to the pilot;
(7) Inform D&D, who are equipped to provide dedicated assistance;
(8) Notify the Civil Watch Supervisor at the parent ACC in the event that unlawful interference is suspected.
Describe your actions to be taken in respect of unknown traffic within the CTR and CTA
If surveillance derived, or other information, indicates that an aircraft is making an unauthorised penetration of the airspace, is lost, or has experienced radio failure:
1- IFR flights shall be given traffic avoidance advice and traffic information shall be passed.
2- VFR and SVFR flights shall be given traffic information and if requested by the pilot or when deemed necessary by the controller, traffic avoidance advice shall be suggested
(When providing traffic avoidance advice, controllers shall remind pilots of their responsibility to remain clear of cloud with the surface in sight).
MATS 1 - 5nm +/or 5000ft
MATS 2 - 5nm +/or 3000ft, provided GDF SSR feed and PSR are both fully serviceable. Returns not aloud to merge.
What arrival interval should be applied when calculating EAT’s
- Approach Control shall calculate EATs for aircraft likely to be delayed before commencing an intermediate approach.
- EATs shall not normally be issued when the delay is expected to be less than 20 minutes.
-The statement “no delay expected” is only to be used if it genuinely reflects the situation. However, at the request of a pilot, controllers are to give a general indication of the likely delay based on the information available at that time.
- Runway 23 = 10 minutes
-Runway 05 = 15 minutes
(This time is to be based on the TD beacon outbound call of the previous aircraft)
Holding for wx=
1st aircraft “no traffic delay expected”.
2nd , 3rd etc aircraft “delay not determined (number) aircraft holding for weather improvement”.
Describe the implications of LVO’s on operations
- Increase spacing between movements and co-ordinate with ADC
- Should be vectored to intercept the LOC at a suitable range and altitude to allow a period of level flight before descent on the GP
Detail the weather criteria for instigating LVO’s
Safeguarding -
Met Vis reduces to 1500m and is expected to decrease
+/OR
Cloud ceiling reduces to 300ft and is expected to decrease
LVPs-
Met Vis or RVR is 800m or less
+/OR
Cloud ceiling is below 200ft
What is the minimum spacing to be achieved between arriving aircraft in LVO’s ?
1- Landing clearance must be issued no later than 5nm from touchdown
2-Departing aircraft must have commenced take off run before and inbound aircraft reaches 8nm from touchdown to protect the LSA. Otherwise, the dep is to hold and the arrival to carry out MAP
3- Inbound to commence MAP if a taxiing aircraft is not visible to the ADC and has not reported stationary on the apron or designated holding points, prior to the inbound being at 5nm from touchdown
Describe the effects of weather on VFR operations
No VFR movements, expect aircraft which are transiting CAS remaining clear of the ATZ (flight vis, not ground vis)
Exemptions operations of helicopters-
Police;
HEMS;
Powerline;
Pipeline;
Rail track inspection flights and
Search and Rescue (SAR) flights, including SAR
training flights operating in accordance with a Letter of Agreement with the ATS Provider;
Describe the weather minima below which VFR operations are not allowed by fixed wing aircraft and helicopters
-When the reported meteorological conditions at aerodromes reduce below a ground visibility of 5 km and/or a cloud ceiling of 1500 ft, both by day or night.
DAY
-Clear of Cloud with the Surface in Sight
-Fixed Wing = flight vis 5km
- Helicopters = flight vis 1500m
NIGHT
-Maintain continuous sight of the surface
-Flight vis 5km
ATC shall advise pilots of aircraft intending to operate under VFR to or from such aerodromes, and request the pilot to specify the type of clearance required.
Describe the weather minima below which SVFR operations are not allowed by fixed wing aircraft and helicopters
By DAY or NIGHT:
(a) Fixed Wing: ground visibility less than 1500 m and/or cloud ceiling less than 600 ft
(b) Helicopters: ground visibility less than 800 m and/or cloud ceiling less than 600 ft
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 (Claxby), 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 controller has any doubt about the accuracy of the position symbol due to equipment malfunction, reflections, or any other reason.
What are the conditions for operating SSR only ?
GDF- aloud to provide surveillance services within the lateral and vertical limits of EGNV CAS and work aircraft within 40nm of the ATZ.
Check the serviceability of the SSR before providing a service and at least hourly by observing and checking the SSR monitor position
Minimum horizontal sep between participating transponding aircraft under the service- 5nm
Inform pilots of the limitations of the service
NT, EX, Scottish East and Swanwick Mil will be informed of the limitations of the service
SSR info not to be used if any doubt of the accuracy of the position of the radar returns due to equipment performance or other reasons.
CLAXBY- only aloud to overcome any temporary deficiency of PSR such as fading/clutter
Only to be used for the minimum time to establish procedural sep and cannot be used for vectoring
Describe the procedures that should be followed by a based light aircraft experiencing radio failure
1- Transmit blind on 119.805 with intentions
2- Squawk 7600
3- If OCAS, enter the zone direct track to the airfield from HAH or STO, not above 1000ft AMSL. Enter orbits 1nm NW/SE of the airfield, completion of 3 orbits proceed with normal cct to land
4- Follow light signals from the tower, ADC transmits blind
5- Pilots try to establish two-way comms by all means, mobile phones, handheld radios etc
6- If inside CAS, continue as cleared. If necessary leave the zone and follow above procedure
7- Aircraft must have stayed on EGNV frequency
8- If PSR fails, this procedure is suspended
Local flts
VFR
Not left EGNV frequencies
Maintain VMC at all a times
When may non-radio aircraft operate within the CTR/CTA?
Private strips within or adjacent to CTR/CTA
1- Take off and reach an altitude which 2-way comms can be achieved
2- Radio equipped a/c to land in the event of r/t failure. ATC must be advised by telephone asap
(If OCAS, the pilot should not enter CAS, unless experiencing further emergency)
3- Operators to maintain VMC at all times within CTR/CTA and responsible for sep to a/c operating in or adjacent to their site
4- EGNV reserves the right at any time to cancel or modify these agreements
All sites airspace established 1nm radius to an altitude of 1000ft AMSL, except for Croft which is 800ft AMSL.
1- Sedgefield
2- Turners Arms (Yearby)
3- Cowton Moor - model flying 7 days per week, elevation 190ft
4- Croft airfield (5nm final of Rwy 05, keeps a/c OCAS but below GP) Within CTA 1 = 1200ft-6000ft
5- Stainsby Hall
What conditions apply to the use of reduced separation?
(1) Adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller;
(2) Each aircraft is continuously visible to the pilots of other aircraft concerned and the pilots report that they can maintain their own separation;
(3) When one aircraft is following another, the pilot of the succeeding aircraft reports the other aircraft is in sight and can maintain their own separation
What is the maximum flight level a northbound NATEB departure may climb to, prior to co-ordination with EGNT
Any level, making sure they ROCAS. No co-ordination is required in new LOA. However, if NT are going to work the Northbound departure, they’ll issue a level and SSR code.
How would you react to receiving a PAN or MAYDAY call. Would you always ask the pilot to squawk 7700
Acknowledge the call, and say ‘report intentions when able’
Once i have their intentions, try to fulfil them as safely and efficiently.
R/T silence, get other aircraft to monitor DIR
Request assistance from ATCA/ATCOs and other units
Sep other aircraft
If the pilot in an emergency is already squawking an operational code, they may elect to not change their squawk to 7700. I may not ask the pilot to change squawk due to the workload being high in the cockpit.
