MATS General Question Bank

Question 1

Describe the routeing that you would give an aircraft overflying the London FIR if you were the initial LAC sector.

Answer 1

A fix to fix route clearance to confirm that it is on the expected route, with sufficient fixes to at least the end of the next sector, and also to ensure that it is following a standard route known to the subsequent sector.

Question 2

What route is to be given to an aircraft inbound to an airfield within the London FIR?

Answer 2

Cleared for the entire route by the initial LAC sector to a specified holding facility or to leave regulated airspace at an appropriate point.

Question 3

What action must the tactical take when a radar service is terminated?

Answer 3

Instruct the aircraft to change to SSR code allocated by the receiving unit or advise the aircraft to squawk 7000

Question 4

What are the minimum and maximum rates of climb/descent for aircraft operating within UK controlled airspace?

Answer 4

500 ft per minute and 8000ft per minute. this does not apply to civil aircraft in an emergency or in receipt of an avoiding action instruction.

Question 5

Which SSR code may be used by the FISO to assist in the location of an aircraft which may be lost?

Answer 5

30. This causes the word lost to appear on the display. Any emergency SSR code will result in an automatic notification to D&D so controllers are to ensure the 0030 is deselected ASAP.

Question 6

What happens to iFACTs pairing when 0000 is displayed?

Answer 6

If the aircraft has been previously paired the pairing will continue with normal trajectories etc. However if the aircraft had not previously been paired it will not be possible to pair using 0000 and iFACTs will use flight plan information, timings and BADA to produce trajectories, in this case the aircraft is to be considered as primary only and total transponder failure procedures should be followed.

Question 7

What action should be taken if it is observed that Mode C data is unavailable or incorrect for a particular flight?

Answer 7

Inform the pilot and ask them to recycle their mode C or select an alternative transponder. If the does not resolve the problem inform the pilot and confirm the level verbally. If the aircraft is in conflict with another, the priority is to resolve the confliction and if appropriate avoiding action should be issued prior to confirming the cleared level. If relevant ask the pilot to confirm the correct pressure setting. If this still does not resolve the issue then the aircraft will be treated as non RVSM and the flight plan amended accordingly. IFACTs data may not be accurate and additional interactions may occur.

Question 8

What are the levels of RVSM airspace?

Answer 8

FL290-FL410 inclusive.

Question 9

What actions and considerations should be taken when a non RVSM aircraft is operating in RVSM airspace?

Answer 9

If possible prevent the aircraft from flying at a level immediately above or below a division of flight level. If this is not possible then the sector working the non RVSM traffic is responsible for notifying the sector above or below. Planners shall annotate the SCCs as appropriate, inform the tactical, consider raising an electronic blocking strip and using point out functionality.

Question 10

Explain what you understand by 8.33 equipped and which aircraft are required to be equipped?

Answer 10

The ability to dial up 6 digit frequencies. Carriage of 8.33 kHz RTF equipment is mandatory for aircraft intending to fly in UK airspace.

Question 11

What options are available to the GS to handle 83x or 83n aircraft?

Answer 11

1. Obtain a suitable available 25khz frequency to cross couple with the 8.33khz sector frequency being used.
2. Obtain a suitable UHF/VHF frequency from swanwick mil.
3. Tactically reroute around the 8.33 sector.
4. Arrange with swanwick mil supervisor for transfer of aircraft to military.
5. Arrange for the arrival of the aircraft into LAC AoR to be delayed until it can be accommodated using one of the above options (LTMA departures only).
6. Refuse entry to the 83n aircraft.

Question 12

What is RNAV 5?

Answer 12

RNAV 5 equipment enables aircraft to maintain a lateral track accuracy of +/-5nm for 95% of the flight time.

Question 13

What is RNAV 1?

Answer 13

RNAV 1 equipment enables aircraft to maintain a lateral track accuracy of +/-1nm for 95% of the flight time.

Question 14

How can Swanwick mil be contacted using the indirect access functionality of the telephone panel?

Answer 14

Dial 5 + role + sector number.
Roles: 
Tac left 1
Planner 2
Tac right 3

Question 15

How can the Swanwick Mil controller ID be identified from a military TDB?

Answer 15

Line 3A of the TDB shows the controller ID.

Question 16

What does ADPF stand for and what is the impact on the sectors?

Answer 16

Air defence priority flights eg intercepting, tanker support, early warning aircraft transiting. There may be little if any warning, they must be given priority without infringing flight safety. When intercepting the TDB will have a flashing yellow and red border unless the aircraft needs to stop squawking mode A.

Question 17

Where must an OAT on a CFP remain?

Answer 17

OAT on a CFP will remain within 5nm of the coordinated track, If OAT deviates off the cleared path (laterally of vertically) it will be assumed, unless otherwise advised, that the military area controller is taking their own separation against GAT and that the CFP has been cancelled.

Question 18

List the autonomous radar units.

Answer 18

RNAS Yeovilton
Warton
RAF Spadeadam
Plymouth Military
Swanwick Mil

Question 19

Is it possible for formation flights to operate as GAT in UK airspace?

Answer 19

Normally formation flights fly as OAT within UK airspace but when that is not possible they may file as GAT.

Question 20

What are the lateral and vertical Military and Civil formation flight parameters within CAS?

Answer 20

Mil: 1nm and within 100ft of the formation leader
Civil: 0.5nm and with 100ft of the formation leader.

Question 21

What are the main points to consider when controlling a formation flight?

Answer 21

Lead aircraft to state number of aircraft in formation and only the leader will squawk the assigned code.
Clearances instructed to the leader who will report when all aircraft have left the level and subsequently reached the CFL.
To be considered non RVSM
Leader to inform ATC immediately if unable to stay in formation
Leader responsible for separation until standard separation can be achieved and all aircraft have been identified and provided an ATS.
If the leader has an emergency, new leader appointed, aircraft to squawk 7700 nd is joined in flight by another aircraft in close formation.

Question 22

What action should be taken on receipt of an estimate for a formation flight inbound to the UK arriving as GAT?

Answer 22

Pre note the appropriate agency with the squawk and estimate for the UK boundary fix.
The military controller will then provide a new squawk and frequency.
Ask the adjacent ACC to transfer the aircraft directly to the military frequency but don’t ask them to change the squawk.
The UK military agency will change the squawk when the aircraft enters UK airspace and coordinate to enable the aircraft to leave the route structure ASAP.
The UK military are not allowed to operate in airspace delegated from another state so the AC sector is responsible for providing a service within delegated airspace.
ACmay chosose to work the formation if appropriate for safety reasons and transfer to the military ASAP.

Question 23

What condition applies to military aircraft from non-NATO countries?

Answer 23

Notwithstanding quiet hours procedures, military aircraft from a non-NATO country must not be permitted to deviate more than 5nm from the centre line of published ATS routes.

Question 24

Which two air defence units have fighter controllers authorised to operate within the UK ATS route structure and what coordination is required?

Answer 24

RAF Boulmer and RAF Scrampton. They may enter the route structure without coordination but must provide either 5000ft or 5nm separation against GAT.

Question 25

When asked to relay a message from the UK air defence authorities to investigate the identity of an aircraft flying over the UK how should your message be prefixed?

Answer 25

I have a message for you from the United Kingdom air defence authority. For national security reasons you are instructed to…

Question 26

What do you understand about the quiet hours procedure?

Answer 26

On route status may be afforded to off route GAT outside UAR structure when Mil allows either by individual coordination or extended periods during quiet hours.
Core times 1700-0800 UTC (winter) daily, weekends and UK public holidays.
Can be requested at other times for certain areas and individual a/c.
Direct routings do not take into account danger area activity.
Controllers are reminded that other ATC and/or air defence units may be operating under autonomous/authorised radar unit status both within and outside the lateral limits of the UK route structure. Controllers at such units are responsible for resolving conflictions and ensuring appropriate vertical or lateral separation is achieved.

Question 27

What are the procedures for combined tac and planner operations?

Answer 27

The controller must not be isolated
There must be a nominated reliefe controller available to assist in transitioning out of CTAP at short notice.
There must be at least one GS in the ops room at all times
The GS will first liaise with abutting sectors before commencing CTAP procedures.
The procedure only has safety assurance for low moderate workload.
GS shall request that any relevant point outs are sent to both tactical and planner.
Controllers of adjacent sectors shall take into consideration the need to make non-essential phone calls, however if there is too much delay in the CTAP answering the telephone they shall inform the GS.
Each abutting sector has a laminated CCTAP strip which should be annotated appropriately.

Question 28

What is the role of the support tactical controller when using two tactical controllers?

Answer 28

Monitor RTF, CPDLC, radar displays, and he general tactical situation and offer assistance to the primary tactical or the planner.
Liaise with the planner or GS at the request of the Primary tactical.
Assist in ensuring that tactical data is input accurately and read back correctly.
Assist the primary tactical in prioritising outstanding tasks.

Question 29

What are the joint responsibilities of the tac and planner?

Answer 29

Under the general supervision of the GS, sector controllers shall:
Provide a safe orderly and expeditious flow of air traffic within their area of jurisdiction.
Provide an air traffic control service, and may provide a basic traffic, deconfliction or procedural service, to aircraft flying within the appropriate areas of jurisdiction.
Verify the accuracy of flight data relating to the aircraft that are being provided with the above services.
Notify unserviceabilities of equipment as necessary.
Ensure that sector tasks are carried out in accordance with the specified procedure.

Question 30

What are the responsibilities of the tactical controller?

Answer 30

Maintain a listening watch and conduct standard RTF communications with aircraft and remain at the operational position.
Conduct CPDLC with suitably equipped aircraft
Acknowledge any magenta boxes as appropriate
Issue instructions to ensure that when aircraft exit the secotr airspace it is in accordance with the terms of a standing agreement, coordination or release. When aircraft cannot comply with the defined procedures for transfer of control to adjacent sectors or units ensure that coordination is effected.
Maintain an up to date set of TDLs, which should at all times reflect all clearance instructions issued, all communications received and amendments made to coordination by the tactical.
Respond to, and clear if necessary, any CPDLC timeout/unable/standby/failed/reject indications.
When workload permits, monitor the actions of the planner and assist when required. Agree coordination when requested by the planner.
If necessary and in consultation with the planner vary or suspend standing agreements for a limited period.
Alert the GS when there is a requirement to vary or suspend a standing agreement for an extended period or to tactically reduce the number of aircraft entering the designated airspace.

Question 31

What are the responsibilities of the planner?

Answer 31

Coordinate the passage of aircraft, which are not operating under the terms of a standing agreement, into and out of the sector.
Ensure that separation exists at the time of acceptance between the NFL of aircraft entering the sector and:
The NFLs or SFLs, if these have been entered, of all previously accepted aircraft,
the allocated XFLs of all previously accepted arcraft
Where less that PRS exists (except between aircraft entering from the same LACC sector) agree coordination with the tactical.
Ensure that any coordination conditions applying to an aircraft, or to be applied to an aircraft, are notified to that tactical.
Maintain an accurate electronic display of NFL and XFL data known to the planner on all sector traffic, unless the offering sector Tactical determines this to be unnecessary.
Issue joining clearances and crossing clearances, in consultation with the tactical.
Ensure that the crossing clearances, joining clearances releases and any changes to coordination are reflected in the coordination tools as necessary, and that any such changes to coordination are notified to the tactical.
Ensure that estimates and revisions are passed to the appropriate unti if Local are assistant is not available.
The planner should monitor the RTF when primary duties permit, in order to facilitate efficient operation of the sector.
The planner should monitor CPDLC dialogues for any alerts that require specific action to be taken, as well as requests received from the aircraft.
If necessary and in consultation with the tactical, vary or suspend standing agreements for a limited period.
Ensure that the local area assistant has carried out appropriate FDE ammendments.
When necessary, alert the GS when there is a requirement to vary or suspend a standing agreement for an extended period or to reduce tactically the number of aircraft entering the designated airspace.

Question 32

Are mobile devices allowed in the ops room?

Answer 32

Mobile devices are allowed in the ops room but must be disabled or switched to flight safe mode. No device shall be allowed to cause a distraction to anyone in the ops room.

Question 33

In the event of a controller incapacitation, can an ATCO that is not valid on that sector provide ATC services?

Answer 33

If it is considered that there is an immediate and substantial risk to life then an ATCO that is not valid on the sector may provide ATC services wihle a sector valid ATCO is found. Non-licensed ATCOs including trainees or supports staff shall not attempt in any circumstance to control aircraft.

Question 34

What are the four levels of disruptive passenger behaviour that may be reported by a pilot and what should be done on receipt of such a report?

Answer 34

Level 1 - disruptive (suspicious or verbally threatening) behaviour.
Level 2 - physically abusive behaviour
Level 3 - Life threatening behaviour
Level 4 - Attempted or actual breach of the cockpit
This information should be relayed to the swanwick mil supervisor.

Question 35

What are the TRAs and what are they for?

Answer 35

Temporary reserved areas used to accommodate various VFR airspace users eg. military, gliders.

Question 36

What levels are the TRAs in UK airspace and what level of service is provided to TRA users?

Answer 36

FL195-FL245

Service provision based on UK FIS.

Question 37

What are conditional routes?

Answer 37

Conditional routes are ATS routes which are usable only under specified conditions. Three types of CDRs are used, as described below.
CDR1 - A route which is permanently plannable during the times published in UK AIP ENR 3
CDR2 - A route which is only plannable in accordance with the conditions stated in the daily conditional route availability message issued by the directorate of network management.
CDR3 - A route which is not permanently plannable per se but may be used tactically at the discretion of ATC.
A CDR may have more than one category.

Question 38

If an aircraft wishes to divert to a LTMA airfield what action is to be taken?

Answer 38

Establish who their handling agent is, inform the GS of the handling agent and the diversion request.
The GS will coordinate with TC GS airports.
A DV message must not be input until approval has been received from TC GS airports.

Question 39

What actions and considerations should be taken into account in the event of a mode a failure?

Answer 39

If safe to do so allow the flight to continue.
Notify swanwick mil supervisor
Ensure coordination with the adjacent ATSU
Consider loss of STCA and ACAS
If previously paired in iFACTS, pairing will be retained with normal iFACTS trajectories
If not previously paired in iFACTS, pairing not available, therefore flight plan route used for detection (not accurate).
Consider use of custom route blocker if aircraft not on flight planned route.

Question 40

What actions should be taken into account in the event of a mode c failure?

Answer 40

If aircraft is unable to maintain level, treat as an emergency.
Within RVSM airspace provide 2000ft or lateral separation.
Amend NAS to ensure correct RVSM attention getters are produced.
Consider loss of STCA and ACAS.
iFACTS will retain last known level which may increase SM clutter.
Potential increase in workload, consider splitting sector.

Question 41

What actions should be taken in the event of a transponder failure before departure?

Answer 41

Operator should refile as direct as possible to a suitable aerodrome where the problem can be fixed.

Question 42

What actions and considerations should e taken into account in the event of a transponder failure notified whilst airborne?

Answer 42

If safe to do so allow the aircraft to continue in accordance with the original flight plan.
Consider treating as an emergency.
Notify Swanwick mil supervisor and if appropriate TC GS airports.
Update equipment in FPL.
Ensure coordination with adjacent ATSUs
Consider loss of STCA and ACAS
Increase in workload, consider splitting sector.
iFACTS will not be accurate, consider use of custom route blocker.

Question 43

What action and consideration should be taken in the event of an ACAS failure?

Answer 43

ATC notified but flight allowed to continue, aircraft may operate for up to 10 days with U/S ACAS equipment.
No ACAS functionality between aircraft without ACAS and one with functioning ACAS.

Question 44

What action is to be taken if both SSR and ACAS fail during flight?

Answer 44

The aircraft should be treated as an emergency.

Question 45

List the aircraft that civil controllers are to prioritise.

Answer 45

Aircraft in an emergency have the highest priority.

Military flight that have priority over GAT:
Military special flights (as notified)
Air defence priority flights
Non deviating status flights

On route GAT has priority over OAT and DAT.
GAT off route has the same priority as OAT and DAT.

Question 46

What are the responsibilities of the planner during holding situations in the LTMA?

Answer 46

Endeavour to monitor the traffic situation in TC airspace and alert the tactical of any need to commence vertical separation of inbound traffic or enroute holding.

Question 47

What are the responsibilities of the tactical during holding scenarios?

Answer 47

Ensure the planner is alerted if it becomes apparent that en-route holding may be required.
Ensure that holds are kept as level compact as possible and monitor the lateral extent of holding patterns.
Endeavour to monitor level availability in the inner holds and alert planner if required.
Ensure that an onward clearance time is transmitted if an aircraft is held en route. EATs or an estimated or an estimate of the inner tack delay are also to be transmitted.
When delays are 15 minutes or more endeavour to reduce the speed to absorb delay en-route. Aircraft must still achieve their standing agreement level. (There may be specific holding procedures to be followed on individual sectors.)

Question 48

When holding what actions on the iFACTS checklist should the sector team complete?

Answer 48

Select hold fix in the hold lists window and open the hold palette.
Planner or LAA enters the fix hold in NAS
Tac checks hold button for aircraft cleared to hold. This will populate the right hand side of the hold palette.
Flights relevant to the holding situation should be manually added to the hold palette or relevant level blocked.
Use paper iFACTS hold sequencing sheet to record passing of OCT/EAT and holding sequence as required.

Question 49

Once a flight has been given onward learance from the hold, what are the actions on the iFACTS checklist?

Answer 49

Cancel the hold in iFACTS tools by unchecking the hold button and repopulating the GREX route
Manually remove flight from hold palette.
Cancel nas hold fix.

Question 50

What will neighbouring ANSPs endeavour to do when AMAN indicates a delay of greater than 7 minutes?

Answer 50

Issue a speed reduction of up to 0.04M at a range of 350nm from heathrow (XMAN used by Maastricht, Shannon, Reims and Prestwick.)

Question 51

What action should be taken if a pilot reports minimum fuel or indicates that they may be low on fuel?

Answer 51

The latest EAT shall be reported to the aircraft. TC shall be informed and they may be able to manipulate the landing order to reduce the delay to the aircraft in question but no priority shall be given unless the pilot declares an emergency.

Question 52

What is an OCT and when would it be issued?

Answer 52

Onward clearance time for en route holds issued when destination not covered by AMAN. If EAT is available it should be passed instead of an OCT.

Question 53

What type of hold should be entered for an aircraft routing from AC to AC/TC/PC and AC to OLDI?

Answer 53

AC/TC/PC - fix hold as this breaks the coordination and blanks the xfl
OLDI - present position hold if the ACT hasn’t been sent. If the ACT has been sent then a fix hold shall be entered.

Question 54

What are the two modes of operation of SLAM?

Answer 54

SLAM ATSOCAS mode and SLAM emergency mode.

Question 55

What is SLAM emergency mode?

Answer 55

The primary responsibility of the western radar unit whilst in emergency mode is, in the highly unlikely event of a sudden loss of all ATC service from swanwick centre, to safely disperse or provide a limited approach service to aircraft within the London TMA. The majority of traffic would be dispersed to adjacent ATC units/ANSPs with only aircraft already established in terminal holds landing at London airports.

Question 56

What colour do the beacons flash when the SLAM emergency mode has been activated?

Answer 56

Blue

Question 57

What is BURT, when is it used and what should controllers be aware of during its use?

Answer 57

Back up RTF used only in the event of a total failure of the primary RTF system on all frequencies.
It is provided for use solely for the maintenance of flight safety and not a business continuation system. BURT may be used with discretion to resolve safety-critical situations in the even of a single channel failure, and to move aircraft from a failed channel to an alternative.
The coverage of a BURT transceiver will not be as great as that of the associated main channel especially in large sectors.
Except where all mains RTF hass failed, BURT may be subject to interference from other transmitters at the site.
BURT cannot be cross soupled so controllers should exercise caution when selecting a frequency to be used for coverage in a bandboxed environment.

Question 58

What is the procedure for obtaining a standby frequency?

Answer 58

A standby frequency shall be requested through the GS. The GS shall select the appropriate frequency using the SIS page and advise the OS that it is in use.
The OS is to ensure that the in use status and LAG, or sector using the frequency are entered on the SIS page by the WAS.
The GS shall then advise the sector of the requency to use, ensuring the planner uses the standby frequency in use laminate strip with the revised frequency. It is important that the use of the standby frequency is accurately reflected on the SIS page at all times to counteract the possibility of a sector assigning a frequency already in use by another controller.