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South Airspace > MATS Dover Question Bank > Flashcards

MATS Dover Question Bank Flashcards

1
Q
  1. What conditions apply to the Area of Common Interest (ACI) between LAC and Paris ACC?
A

Responsibility for the provision of ATS in Paris’ airspace, between FL115-FL265, is delegated in La Manche East Low under the following conditions:

a) Traffic is to be controlled by DVR.
b) Paris will inform DVR of any known GAT which is joining or crossing FL115 and FL265.

a) What conditions apply to the Area of Common Interest (ACI) between LAC and Reims ACC?
Responsibility for the provision of ATS in Reims’ airspace, between FL265-FL660, is delegated in La Manche East High 1 & 2 under the following conditions:
a) Traffic is to be controlled by DVR.
b) Reims will inform DVR of any known GAT which is joining or crossing FL265-FL660.

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2
Q
  1. What conditions apply to the Maastricht RFC areas in S15?
A
  1. a) All traffic within Area A is RFC.
    b) All traffic within Area B is only RFC to FL340.
    c) All traffic is RFT by up to 10 degrees within the confines of Areas A and B.
    d) All traffic within Area C is RFC and RFT within the confines of Area C subject to not entering the KOKSY Buffer Zone or the MADUX Zone.
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3
Q
  1. What conditions apply to the operation of the NONVA box?
A

TC SABER may delegate the NONVA box (FL125 - FL175) to TC JACKO for the control of EGKK inbound aircraft and EGSS / EGSC departures via ABTUM. TC JACKO will notify S15 when the NONVA box is in operation.

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4
Q
  1. What conditions apply to aircraft entering the VATON box?
A

S15 is to ensure that coordination takes place with TC VATON before the aircraft is vectored north of OCK-BIG. If traffic is transferred to S15 within the confines of the VATON Box, S15 may assume that TC SE have coordinated with TC VATON.

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5
Q
  1. What conditions apply to traffic transferred from S16/17 to S26?
A
  1. All traffic at or above FL260 (irrespective of RFL) transferred from S16/17 to S26 is RFC FL300 subject to the following conditions:
    a) Excludes traffic inbound to the Midlands Group, EGNE, EGGD or EGFF which are subject of separate standing agreements.
    b) Traffic which is transferred on a radar heading is not RFT.
    c) All traffic on UL613 must be coordinated prior to infringing S17 airspace irrespective of whether S17 appears in the coordination sequence.
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6
Q
  1. What level planning conditions exist for aircraft via KOK to Maastricht UAC?
A
  1. a) Odd levels FL290+ may be planned.
    b) All levels FL260-FL280 may be planned.
    c) FL250 may be planned for LTMA departures RFL290+.
    d) FL310 max for LTMA departures. Traffic may be cleared to a higher level after coordination with both S2 and Maastricht before the aircraft reaches DVR.
    e) ODLs for traffic destinations ED** and ETAR may be planned from 2300-0700(L).
    f) Minimum of 3 minutes longitudinal separation at all levels.
    g) Aircraft departing from the LTMA at FL310 shall be level by KONAN.
    h) Except for LTMA departures at FL290 and below, all traffic shall be level by 10nm east of DVR.
    i) LTMA departures are RFC after DVR unless otherwise notified by LAC.
    j) Traffic below FL190 shall not be transferred before DVR.
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7
Q
  1. What level planning conditions exist for traffic via KOK to Brussels ACC?
A
  1. a) All eastbound levels FL230 and below may be planned.
    b) FL200, FL220 and FL240 may be planned for Brussels TMA arrivals.
    c) FL230 max for LTMA departures inbound to Brussels TMA.
    d) All other Brussels TMA inbounds may be allocated FL240 level KONAN.
    e) LTMA departures RFL250 and above, unable to cross KONAN FL245 or above, shall be coordinated at a maximum of FL230. This traffic is RFC to any flight level obtained by Brussels ACC with Maastricht UAC after passing 10nm east of DVR.
    f) Traffic inbound to the Netherlands, Paris or LFOK shall be allocated FL230 or below.
    g) FL110 maximum level for traffic inbound to EBOS or EBKT.
    h) Minimum 3 minutes longitudinal separation at all levels.
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8
Q
  1. What level planning conditions exist for traffic via UL10 at RINTI?
A
  1. a) FL310 should be planned.
    b) FL270 may be planned only if FL310 is unavailable.
    c) Minimum 3 minutes longitudinal separation.
    d) Only EGKK outbound traffic RFL350+ may route DVR-RINTI-OTGUV-LESDO (D4).
    e) Traffic to be transferred to Reims UB.
    f) Traffic to be on track to OTGUV within the OTGUV gate.
    g) Traffic RFC when passing 5nm after RINTI.
    h) Traffic RFT after passing ELTEG.
    i) Traffic unable to cross RINTI FL195+ shall be coordinated with Paris TN.
    j) Reims are responsible for informing LAC of any traffic operating within the delegated area of ATS which is unknown to LAC.
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9
Q
  1. What level planning conditions exist for traffic via L10/B3/N57/M91/A30 to Paris ACC/Lille App?
A
  1. a) Responsibility for L10/B3 is shared between S15 and Paris ACC FL135-195.
    b) TC GODLU is responsible for L10/B3 below FL135.
    c) Eastbound flight levels on L10/B3 FL150 to FL190 are available to S15.
    d) Level allocation is affected by the status of CBA1.
    d. i. When CBA1 is not active, traffic may use these routes between FL115 and FL195 subject to verbal coordination between S15/16 and Paris TB.
    d. ii. When CBA1 is Active, eastbound levels FL110 and below may be planned. Traffic must be FL110 or below by the FIR boundary to avoid infringement of CBA1.
    e) To ensure that CBA1 is not active when allocating a level above FL135, the S15P shall telephone Paris ACC to confirm the status of the area on an individual basis.
    f) Minimum 3 minutes longitudinal separation above FL115, 10 minutes longitudinal separation below FL115.
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10
Q
  1. What transfer of control conditions exist from Reims to S16 and S17?
A
  1. a) Traffic transferred from Reims to S17:
    a. i. Is RFC/D 10nm before SOSUN/KESAX/ABNUR within the delivering sector limits; and
    a. ii. Is RFT at or abeam NITAR, no more than 5nm north of UT10.
    a. iii. Is RFD and RFT with all Reims sectors when inside the RFT/RFD box.
    b) Traffic on UL613, transferred from Reims, is RFT/C/D after VESAN within the delivering sector limits.
    c) PTMA departures on UL613, transferred from Paris at or below FL260, are RFC with both Paris and Reims ACCs after passing VESAN.
    d) When Reims are holding at VESAN/ABUDA, they will inform AC and ensure traffic is clean before transfer to AC.
    e) When Paris TN are holding at ABUDA, they shall inform S17 and ensure traffic is clean before transferring to AC.
    f) Paris TN will notify S17 of traffic on UT191 prior to transferring the traffic to S16. Reims will endeavour to stream EGKK arrivals.
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11
Q
  1. Under what conditions may Paris apply reduced longitudinal separation between traffic routeing through KUNAV, ALESO or SOVAT?
A
  1. Paris may apply reduced longitudinal separation between aircraft through KUNAV, ALESO or SOVAT, provided that:
    a) Traffic crossing the FIR/UIR boundary at KUNAV/ALESO are to be treated as if they were following a single ATS route.
    b) 3 minutes separation may be used at all levels above FL195.
    c) The relevant aircraft are monitored by radar and the actual distance between them is at least 20nm. Both aircraft must have functioning transponders and the radar equipment at both LAC and Paris must be serviceable.
    d) If any speed restriction is imposed, this should be notified by the pilot on transfer.
    e) The GS Channel or Paris WS may cancel the use of reduced separation in exceptional circumstances giving 30 minutes notice where possible.
    f) Direct telephone facilities must be serviceable at both units.
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12
Q
  1. Under what conditions may S15 apply reduced longitudinal separation to Reims ACC?
A
  1. S15 may apply 3 minutes separation between aircraft through RINTI provided that:
    a) The aircraft are monitored by radar and the distance between them is never less than 20nm and they have functioning transponders and both radars are fully serviceable;
    b) Any speed restriction is notified by the pilot on transfer;
    c) The Reims WS may suspend this procedure giving at least 30 minutes notice where possible;
    d) Direct telephone facilities must be fully serviceable.
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13
Q
  1. When may silent radar handovers be used between S15 and Reims ACC?
A
  1. Silent radar handovers may be used provided that:
    a) A minimum of 10nm, constant or increasing, exists between the aircraft;
    b) Aircraft have functioning transponders displaying discrete codes and both primary and secondary radars as well as direct radar-radar telephone lines are fully serviceable; and
    c) Pilots are to be instructed to report any speed restrictions when transferred.
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14
Q
  1. When may Reims ACC apply reduced longitudinal separation to S16/17?
A
  1. Reims may apply 3 minutes longitudinal separation between aircraft through SUBIP, KUNAV, ALESO or SOVAT, subject to the following conditions:
    a) Traffic routing via SUBIP/KUNAV or KUNAV/ALESO are to be treated as if they were following a single ATS route. (Traffic via SUBIP/ALESO may be treated as on separate airways and may be transferred at the same level on their own navigation).
    b) The relevant aircraft should be monitored by radar and the distance between them shall be at least 20nm. Both aircraft must have functioning transponders and both radars must be fully serviceable.
    c) If any speed restriction is imposed, this should be notified by the pilot on transfer.
    d) GS Channel may suspend this procedure giving at least 30 minutes notice where possible.
    e) Direct telephone facilities must be fully serviceable.
    f) On route TB3 standard separation is to be applied.
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15
Q
  1. What conditions apply to radar handovers between Reims/Paris ACCs and S16/17?
A

Radar handovers may be used between Reims/Paris and S16/17 when the respective radars are serviceable and two-way direct speech facilities are available.

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16
Q
  1. What action should be taken following communications and OLDI failures between AC and Paris/Reims?
A

When telephone communications and OLDI fail:

a) aircraft are to be instructed to pass their flight details by RTF to the receiving centre.
b) The transferring centre is to ensure that coordination has been effected before penetrating the receiving centres airspace.
c) Aircraft are to be in level flight with 10 minutes longitudinal separation.
d) If telephone communications fail but the OLDI link remains in service, aircraft will not be required to pass their own estimates.

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17
Q
  1. What conditions exist for coordination of Paris TMA departures via SOVAT from Paris ACC to S16?
A
  1. a) Paris will endeavour to provide 10nm in trail between North Atlantic traffic (NAT) departing LFPG using speed where appropriate. Certain tactical situations may result in flights being presented on radar headings.
    b) Oceanic traffic departing the Paris TMA is restricted to a maximum of FL260.
    c) Westbound Oceanic traffic departing the Paris TMA are not included in the LUS Sector Group traffic figures.
    d) Slow climbing non-Oceanic Paris TMA departures unable to make FL260 or above by VESAN will be transferred to S16 at FL240. These aircraft are released for climb with Paris to FL260.
    e) Non oceanic Paris TMA departures able to make FL310 or above by RATUK will be transferred to S2. Traffic unable to meet this restriction, but able to be FL260 or above by VESAN, will be capped at FL280 and transferred to S16.
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18
Q
  1. What conditions apply to coordination of Paris TMA departures from S16 to S2?
A
  1. S16 may offer Paris TMA departures to S2 subject to the following conditions:
    a) If coordination has not been agreed by RATUK, or the aircraft will not be FL310 by 10nm before SANDY, S16 shall withdraw the offer and target S26 or S15 as appropriate.
    b) S2 must coordinate a level within its airspace or reject the offer.
    c) Flights not accepted by S2 shall follow the appropriate sector sequence as follows: 16 – 26 or 16 - 15 – 26.
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19
Q
  1. Under what conditions may reduced longitudinal separation be planned between S15 and Brussels ACC?
A

Subject to the serviceability of both radars, 3 minutes longitudinal separation may be planned provided that the aircraft are monitored by radar and the distance between the aircraft is at least 20nm.

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20
Q
  1. What conditions apply to the use of radar handovers between S15 and Brussels ACC?
A
  1. Radar handovers may be used in both directions, provided that:
    a) Both radars are fully serviceable; and
    b) Direct telephone lines are fully serviceable.
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21
Q
  1. What is the minimum radar separation between S15 and Brussels?
A
  1. 8nm constant or increasing, unless on parallel radar headings, at FL200 and above, during periods of CBA1 activity that restrict L9/UL9.
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22
Q
  1. What is the minimum radar separation between Brussels and S15?
A

5nm, constant or increasing.

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23
Q

5nm, constant or increasing.

A

Silent radar handovers may be used provided that:

a) A minimum of 10nm, constant or increasing, exists between the aircraft;
b) The aircraft have functioning transponders displaying discrete codes and both radars and direct radar-radar telephone lines are serviceable; and
c) Pilots shall report any speed when transferred.

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24
Q
  1. Under what conditions may aircraft be transferred from S15 to Brussels ACC on parallel headings without coordination?
A
  1. Aircraft may be transferred to Brussels on parallel headings without coordination under the terms of a silent handover provided that:
    a) Lateral separation is at least 5nm;
    b) The pilot is instructed to report their heading on transfer;
    c) The receiving controller shall ascertain whether the aircraft is on a heading or on its own navigation before altering its heading; and
    d) Aircraft may be cleared to the same level unless requesting the same level.
25
Q
  1. When and how may radar handover and reduced longitudinal separation procedures be suspended?
A

If it is necessary, the Brussels WS or OS may amend or suspend these procedures, giving at least 5 minutes notice unless in emergency. The OS shall advise GS Channel/South.If it is necessary, the Brussels WS or OS may amend or suspend these procedures, giving at least 5 minutes notice unless in emergency. The OS shall advise GS Channel/South.

26
Q
  1. When may Brussels ACC change the SSR code of an aircraft?
A

SSR Codes shall not be changed before the transfer of control point.

27
Q
  1. What is the procedure following OLDI and communications failure between LAC and Brussels ACC?
A

In the event of telephone and OLDI failure between LAC and Brussels, S15 shall:

a) Instruct pilots to pass their estimates and obtain an entry clearance from Brussels at least 5 minutes before the boundary;
b) If an entry clearance is not available the pilot will inform S15 who shall hold the aircraft within its airspace with an OCT of +10 minutes;
c) Instruct the pilot to repeat the request for entry clearance until approved.

28
Q
  1. What conditions apply to Belgian Danger Area Activity?
A
  1. a) EBD17B/C (SFC-FL240), EBD21 (SFC-FL150) and TRA14 (SFC-FL245) lie adjacent to Q70. Brussels will notify AC when active, initially by NOTAM, then by telephone to the OS/GS Channel or GS East, giving 15 minutes notice, who shall then inform the relevant GSs and sector staff in turn.
    b) When either EBR17C or TRA 14 are active, traffic must be on or south of the (U)Q70 centre-line by 10nm west of MADUX.
29
Q
  1. What separation conditions apply between Q70 and (U)L610?
A
  1. Q70 and (U)L610 are 10nm apart at their closest point (MADUX); the following conditions will therefore apply:
    a) The ‘KOKSY Buffer Zone’ is established between S13/S14 and S15. S15 is to ensure that traffic either remains south of the KOKSY Buffer Zone.
    b) Traffic operating on the centre-line of Q70 is to be regarded as clear of the zone.
    c) On completion of radar vectoring, traffic flight-planned via Q70 shall be instructed to resume its own navigation, to VABIK, MADUX or KOK, subject to Danger Area Activity.
    d) Neither Brussels nor S14 shall vector traffic south of the centre-line of L610.
    S13 and S14 will ensure that traffic remains north of the KOKSY Buffer Zone unless otherwise coordinated with Maastricht and S2 or S15 as appropriate. S15, S2 and Maastricht controllers shall ensure that flights routeing UL9/UL607 shall be positioned within the KOKSY Gate dependent on its status.
30
Q
  1. What is the procedure when CDR1 UQ70 is closed?
A
  1. In Belgian airspace, UQ70 is a Category 1 CDR available H24. If this route is not available, the CANAC Supervisor will notify the OS giving at least 15 minutes notice. On receipt of this information the OS shall inform GS Channel, who shall inform S15, who are to ensure that traffic FL200 to FL240 on UQ70 is either re-routed via L9 or descended to FL190 or below by VABIK via Q70.
31
Q
  1. How shall traffic be presented to Maastricht UAC by S15 and what effect does CBA1 activity have on this?
A

Traffic transferred to Maastricht on own navigation, or on radar headings, shall be positioned within KOKSY Gate according to its status, which depends on the availability of the CBWV and the activity of CBA1. Maastricht Duty Supervisor shall inform GS Channel, who will in turn advise GS Central, of any changes to the status of the KOKSY Gate with a minimum of 10 mins notice using the terms:
a) KOKSY Gate (UL9 Restricted)
b) KOKSY Gate (CBWV off)
c) KOKSY Gate (Full)
Traffic positioned by S15/S02 to enter the KOKSY Buffer Zone shall be coordinated with S13/S14/TC JACKO. Maastricht will consider this coordination to have been affected.
S15/S02 shall endeavour to position traffic in the same general direction as UL607.Traffic transferred to Maastricht on own navigation, or on radar headings, shall be positioned within KOKSY Gate according to its status, which depends on the availability of the CBWV and the activity of CBA1. Maastricht Duty Supervisor shall inform GS Channel, who will in turn advise GS Central, of any changes to the status of the KOKSY Gate with a minimum of 10 mins notice using the terms:
a) KOKSY Gate (UL9 Restricted)
b) KOKSY Gate (CBWV off)
c) KOKSY Gate (Full)
Traffic positioned by S15/S02 to enter the KOKSY Buffer Zone shall be coordinated with S13/S14/TC JACKO. Maastricht will consider this coordination to have been affected.
S15/S02 shall endeavour to position traffic in the same general direction as UL607.

32
Q
  1. Under what conditions may silent radar handovers be used between S15 and Maastricht UAC?
A
  1. Silent radar handovers may be used provided that:
    a) Both PSR and SSR is fully serviceable at both units;
    b) The direct telephone line is fully serviceable;
    c) Aircraft have functioning transponders; and
    d) Longitudinal separation is at least 10nm.
    Where possible, 5 minutes notice shall be given when suspending this procedure.
33
Q
  1. Under what conditions may aircraft be transferred from S15 to Maastricht UAC on parallel headings without coordination?
A
  1. Provided the conditions for a silent radar handover are met, aircraft may be transferred to Maastricht UAC on parallel radar headings without coordination, provided that:
    a) Lateral separation is at least 5nm;
    b) The pilot shall be instructed to report the assigned radar heading on transfer;
    c) The receiving controller shall ascertain whether the aircraft is on a radar heading or its own navigation before altering the heading of the aircraft; and
    d) The requirement for a minimum radar separation of 10nm is not applicable.
34
Q
  1. What SSR procedures exist between S15 and Maastricht UAC?
A
  1. a) Both LAC and Maastricht shall transfer aircraft on validated, discrete SSR codes which shall normally be retained by the receiving centre.
    b) If the SSR code needs to be changed, the receiving centre is to use a code from its own allocation.
    c) Traffic is not to be instructed to change squawk before KONAN.
    d) Any irregularity in the operation of transponders is to be notified to the adjacent centre.
35
Q
  1. What is the minimum longitudinal separation between S15 and Maastricht UAC?
A

3 minutes and 20nm will normally be available at all levels in both directions. The procedures may be withdrawn by agreement between Maastricht WS and GS Channel.

36
Q
  1. What is the procedure following OLDI and communications failure between AC and Maastricht UAC?
A

In the event of failure of both OLDI and telephone lines between AC and Maastricht, where the use of public phone lines via the switchboard is either not available or practicable, S15 shall:

a) Instruct pilots, at least 5 minutes prior to the transfer of control point, to pass data on the appropriate frequency, obtaining an ATC entry clearance from Maastricht.
b) If Maastricht cannot issue an entry clearance to the pilot, the pilot will inform S15, who shall hold the aircraft and after at least 10 minutes, instruct the pilot to request another clearance. This procedure shall be repeated until a clearance has been obtained from Maastricht.
c) Aircraft are to be provided with at least 5 minutes and 30nm longitudinal separation before transfer to Maastricht.
d) Flight levels are to be assigned in accordance with any FLAS in force, requesting level change after the boundary, if necessary.
e) All aircraft are to be maintaining the appropriate allocated exit level by the transfer of control point.

37
Q
  1. What conditions apply to S15 coordinating formation flights with Maastricht UAC?
A

Maastricht must handle formation flights with radar separation increased by 1nm, so a 10 minute notice is required. AC will also receive 10 minutes notifice from Maastricht so that aircraft can be notified to Swanwick (Mil).

38
Q
  1. What RVSM contingency procedures exist between AC and Maastricht UAC?
A
  1. In the event of the suspension of RVSM or the withdrawal of individual Flight Levels, coordination shall take place between the relevant Maastricht and LAC Sectors.
    In the case of RVSM suspension, the following flight levels will be used by Maastricht and AC:
    a) Even Flight Levels - FL320, FL380.
    b) Odd Flight Levels - FL290, FL350, FL410.
39
Q
  1. What is the MDI for LL westerly departures via DVR?
A

3 minutes. Any reduction must be agreed between the TC SE Coordinator, GS Channel and S15P.

40
Q
  1. What is the MDI for LL easterly departures via DVR?
A
  1. 2 minutes, except between 0700-0800(L), when 3 minutes shall be used. Between these times, any reduction must be agreed between the TC SE Coordinator, GS Channel and S15P.
41
Q
  1. What is the procedure for survey and calibration flights?
A
  1. a) Paris ACC will be the controlling authority for the flights. The Paris Chef de Salle will notify the GS Channel 1 hour before a flight, passing the squawk and the anticipated start and finish times.
    b) GS Channel shall, after consultation with GS South and the DVR/WOR planner, agree a level with the Paris Chef de Salle. The GS Channel shall pass this information to the DVR/WOR team and GS South.
    c) The Paris Chef de Salle inform the GS Channel of the flight’s completion. GS Channel shall pass this information to the DVR/WOR team and GS South.
42
Q
  1. What is the procedure for military CFPs in the KOKSY RFC areas?
A
  1. a) Swanwick (Mil) will send an electronic CFP request to both S2 and S15.
    b) S2 will inform Maastricht of all military CFP crossing traffic within the RFC/RFT Areas at FL320 and above. However, if the conflict is in Maastricht’s airspace, Belga Radar will be responsible for coordination of this traffic with Maastricht.
    c) If on receipt of a CFP request S15 has conflicting traffic or if traffic has already been released to Maastricht, they shall either inform Swanwick (Mil) of any conditions prior to acceptance of the CFP, or coordinate with Maastricht.
    d) S15 shall inform Maastricht of all military CFP crossing traffic between FL250 and FL310.
    e) Swanwick (Mil) may ‘take 5’ between their traffic and civil traffic. However, they are unable to apply Standing Coordination Procedures against civil traffic in this area as they have no agreement in place with Maastricht to do so.
43
Q
  1. List the DVR/LYDD holds, levels, axes of turn, and conflicting routes and holds.
A
  1. a) AMDUT
    a. i. FL160-190
    a. ii. 314˚ RH (90 second legs)
    a. iii. LYD, Y803, M189, N57, L613, T420, M733, T421, Y8, M8
    b) LYD
    b. i. FL140- RH, FL150+ LH
    b. ii. 317˚
    b. iii. AMDUT, DET, BIG, DVR, SFD, CLN, TIGER, (U)L613, (U)T420, N57, (U)M733, (U)T421, UL15, (U)M140
    c) BIG
    c. i. All levels
    c. ii. 303˚ RH
    c. iii. DET, DVR, LYD, WOD, MID, LAM, CLN, BNN, OCK, TIGER
    d) DET
    d. i. All levels
    d. ii. 310˚ RH
    d. iii. DVR, BIG, SND, WOD, LYD, LAM, CLN, BNN, TIGER
    e) DVR
    e. i. All levels
    e. ii. 124˚ LH
    e. iii. DET, BIG, LYD, UL610
    f) TIGER
    f. i. FL180-FL240
    f. ii. 317˚ RH (90 second legs)
    f. iii. SFD, OCK, AMDUT, WILLO, BIG, WEALD, LYD, DET, TIMBA, N57, (U)L613, (U)M733, (U)T421, M189, M140, Y803
    g) UNDUG
    g. i. FL200-FL240
    g. ii. 320˚ RH (90 second legs)
    g. iii. LYD, AMDUT, TIGER, OCK, BIG, DET, TIMBA, M189, M140, Y8, M8, N57, L613, M733, T420, T421, Y803
44
Q
  1. What special procedure exists for holding at TIGER?
A

When holding at TIGER:

a) the EGLL/EGWU standing agreement between S17 and TC TIMBA shall be suspended and further inbounds held at TIGER;
b) TC BIG will inform TC TIMBA & TC VATON when TIGER holding commences and finishes;
c) S17 shall transfer the lowest holding aircraft cleared to FL180 to TC BIG. S17 may descend the next aircraft in the TIGER hold to FL180 when the preceding aircraft has been observed to have vacated FL180; and
d) TC BIG will not hold aircraft at TIGER at FL160 or FL170 without coordination with TC TIMBA.

45
Q
  1. What special procedure exists for holding at AMDUT?
A

When holding at AMDUT:

a) The EGKK standing agreement between S17 and TC TIMBA shall be suspended and further inbounds held at AMDUT;
b) TC TIMBA will inform TC BIG when AMDUT holding commences and finishes;
c) S17 will transfer the lowest holding aircraft cleared to FL160 to TC TIMBA. S17 may descend the next aircraft in the AMDUT hold to FL160 when the preceding aircraft has been observed to have vacated FL160; and
d) S17 shall coordinate with Paris, on an individual basis, any traffic holding at AMDUT that will conflict with traffic holding at DPE.

46
Q
  1. What is CBA1, where is it located and what is its purpose?
A

CBA 1 is a Cross Border Area within the French and Belgian FIR/UIRs. It is used for a variety of training, mainly air combat. Composed sections A, B and C the airspace required depends on the mission and the number of aircraft participating. Activities requiring the use of CBA 1A in its entirety will in turn result in the various restrictions imposed on adjacent routes.

47
Q
  1. What is the process for French Air Defence Missions within the Channel Sector?
A

If French Air Defence missions are to take place within the Channel Sector, the aircraft will squawk A7400 or A7401. The appropriate CDC will notify GS Channel, who will inform GS Central, which may include Flight Level reservations.

48
Q
  1. What are the French Military areas of responsibility and who are the controlling authorities?
A

French airspace is divided into six military areas of responsibility covered by four CDCs at:
a) Cinq Mars La Pile (Callsign ‘Raki’)
b) Drachenbronn (Callsign ‘Riesling’)
c) Lyon (Callsign ‘Rambert’)
d) Mont de Marsan
and the CMCC’s at:
e) Reims (callsign ‘Champagne Radar’), Paris (callsign ‘METRO radar’) and Brest (callsign ‘Menhir radar’).
‘Raki’ may be considered as the single point of contact for all CBA1 activity under normal operating conditions.
If Raki is unavailable, the CDC de Drachenbronn (Riesling) or the CDC Lyon (Rambert) replace it, who will inform LAC of the CDC responsible for CBA1 activity. The OS/WAS will inform GS Channel.

49
Q
  1. What is the Reims CMCC and what are their duties?
A

Reims CMCC, when available, provides ATS to :
a) OAT in QX sector, outside of CBA1, for traffic above FL265, and ‘Raki’ provides ATS to OAT in QX sector below FL265.
b) AEW (AWACs orbit) flights on FR20, squawking 7404.
The CMCC Supervisor will inform GS Channel, who will inform GS Central, of the times of activation of FR20 and the level to be blocked, giving 1 hours notice. The DVR Planner shall create a custom blocking strip or use the FR20 Blocker to block the active FL, which will give the required iFACTS interactions for traffic routing via MOTOX on UL15.
The CMCC Supervisor will notify GS Channel at the end of activities.
CMCC Availability - 0700 (L) until the end of planned flying activity, from Monday to Friday.
In the event that Reims CMCC cannot be contacted, coordination shall be made with Drachenbronn CRC (Reisling) or the replacement CRC. Exceptions to this schedule may be considered for technical or operational reasons.

50
Q
  1. What is the Paris CMCC and what are their duties?
A
  1. Paris CMCC provides ATS to:
    a) OAT in VX sector, outside CBA1 (except FR20 below FL265) between FL115 and FL265 and in the RINTI box between FL115 and FL195.
    b) OAT in UX sector, outside TRA’s between FL115 and upper limits (FL265/FL295).
    c) The AEW (AWACs orbit) flights in FR20 below FL265, squawking 7414.
    FR20 is wholly contained within French airspace. The CMCC Supervisor will inform the GS Channel of the times of activation of FR20 and the level to be blocked, giving at least 1 hours notice. The DVR Planner may create a custom blocking strip or use the FR20 Blocker to block the active FL.
    The CMCC Supervisor will notify the GS Channel at the end of activities.
51
Q
  1. What is the procedure for flights in emergency and off route flights that will penetrate French Military airspace?
A

GS Channel will inform the respective CDC about any GAT in emergency, who will inform the CMCC.
Similarly, any route deviation (e.g. for weather avoidance), will be coordinated by GS Channel with respective CDC, who will inform the CMCC.

52
Q
  1. What is the Brest CMCC and what are their duties?
A

The military counterpart of ID, Jx, Qx, Mx, Xx, Zx including the Channel sectors, is called WX sector (callsign ‘Menhir Radar’).
BREST CMCC provides ATS to OAT in WX sector, From FL295 to UNL. CMLP (RAKI) CDC provides ATS to OAT in the WX sector.
BREST CMCC Availability: 0700 (L) until the end of planned flying activity, Monday - Friday. Exceptions to this schedule may be considered for technical or operational reasons.

53
Q
  1. What is the CDPGE and what are their duties?
A

CDPGE is the French Military Airspace Booking and Coordination Cell. It is responsible for the coordination of military bookings by the French or Belgian Air Force of CBA1 for up to four days in advance of the day (D-4). They work office hours but their civilian counterparts work longer hours and cover some of the weekend.
The CDPGE receive notification, from the UK FMP Office, of peaks in traffic demand in order to deconflict CBA1 activations where possible. This information is sent to them at D-3. In any emergency or unusual circumstances, the CDPGE will accept any deconfliction requests from NATS up until 0900 UTC on the day of operation, through FMP.
The CDPGE will send faxes every day notifying their intended activity for the next day, any restrictions of (U)L9 and identity of the controlling CDC. For weekends and bank holidays, they will send faxes on the last working day for the period. The same fax is sent to Maastricht and Brussels.
If the fax is not received at LAC by 1415 UTC, the Operations Supervisor may call the CDPGE, who is aware of any activity in CBA1 up to 3 hours before commencement.
On the day of operations, the CDC chief Controller will inform GS Channel by phone of activation/de-activation/cancellation of activity and restrictions.
The responsible CDC will notify GS Channel of each CBA1 activation with a 10 minute prior notice, each CBA1 de-activation of more than 15 minutes and any cancellations of activity. The GS Channel shall advise GS Central, GS South and the Dover sector staff accordingly.
On D-day, if the CDC has an unexpected need to use CBA1A outside the periods notified in the fax sent on D-1, they will request CBA1 to become ‘Active and Restricted’ to the GS Channel giving at least 1 hours notice.
If it is necessary to extend a period whereby CBA1 is ‘Active and Restricted’, the GS Channel will be informed as soon as possible.
If less than 1 hours notice is provided, GS Channel has the right to refuse additional or extended activity.
The GS Channel may ring ‘Raki’ at any time to confirm any activity.
Late notice cancellations are usually due to bad weather conditions. However, in good conditions the same may apply; where the pilots may request to perform their activity under VFR in a nearby local area below the base of CBA1 (‘Baie de Somme’), without a radar control service.

54
Q
  1. What is meant by CBA1A being ‘Active and Restricted’, and what restrictions apply to this?
A

When CBA1 is ‘Active and Restricted’, GAT operating above FL195 shall be at least 5nm from the boundary of CBA1A. CBA1 is only ‘Active and Restricted’ when there are more than 3 aircraft operating within the area or there is UAA, including night flying.
Traffic shall be presented to Brussels or Maastricht on or north of the centre-line of (U)L9 and UL607. On transfer of control it is the responsibility of Brussels/Maastricht to ensure traffic remains on or north of the centreline until the traffic is east of KOK.
GS Channel will advise GS South when CBA1 is ‘Active and Restricted’ and when the activity has ceased. TC GODLU and TC BIG will ensure traffic with an RFL 195+ is on or the north of the L9 centreline.

55
Q
  1. What is meant by CBA1A being ‘Active and Not Restricted’, and what restrictions apply to this?
A

When CBA1A is not used to its northern limit, the full width of (U)L9/UL607 may be used. The military controller of the CDC will keep OAT operating in CBA1A separated from GAT on (U)L9 and UL607. This is referred to as ‘Active and Not Restricted’.

56
Q
  1. What is meant by CBA1A being ‘Not Active’, and what restrictions apply to this?
A

When CBA1 is ‘Not Active’, aircraft may be flying in the same area under their own separation from GAT. GS Channel may call ‘Raki’ at any time to confirm the status of CBA1.

57
Q
  1. What restrictions apply to UL613 when there is CBA1A activity?
A

When any CBA1A activity is taking place, S2 and S15/S16 shall ensure that traffic, remains on or to the west of the centre-line of (U)L613.

58
Q
  1. List the French Military transponder codes.
A

0300 - OAT traffic flying VFR under their own separation below FL195
0400 - OAT traffic flying VFR under their own separation FL115-FL195
3601- 3677 - Aircraft under ‘Rambert’ control in CBA1
455x - 457x - Aircraft under ‘Menhir’ control in WX Sector (FL295+)
46xx / 61xx - Aircraft under ‘RAKI’ control in WX Sector when ‘Menhir’ are closed
464x - 467x - Aircraft under ‘RAKI’ control in QX/VX Sectors when ‘Champagne/Metro’ are closed (61xx in UX sector)
4601 – 4637 - Aircraft under ‘RAKI’ control in CBA1
4640 – 4657 - Aircraft under ‘Riesling’ control in CBA1 or in VX/QX sectors when Champagne or Metro are closed
650x - 656x - Aircraft under ‘Metro’ control in VX Sector (FL265-) 650x to 653x dedicated to Paris CMCC, 654x to 656x to Reims. Code can be maintained from one CMCC to the other when the aircraft is transferred in order to avoid FPL correlation problems.
650x - 656x - Aircraft under ‘Metro’ control in UX Sector (FL295-)
654x - 656x - (FL265+) Aircraft under ‘Champagne’ control in QX sector outside CBA1 (except FR20) and above FL265 within ACI1, CBWV1A, CBWV1B and between FL195-FL265 in the RINTI box
7400 to7402 - Aircraft under CDC control for air policing/assistance
7404 - AEW aircraft under ‘Champagne’ Control
7414 - AEW aircraft under ‘Metro’ Control
7415 - AEW aircraft under OAT with high priority mission (non planned)
7420 to 7437 - AAR in CBA1

South Airspace (9 decks)

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