Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

South Airspace > MATS Question Bank - Worthing > Flashcards

MATS Question Bank - Worthing Flashcards

1
Q

When is traffic routeing UL612 (through XAMAB) deemed separated from traffic on UN859 north of the London/Paris FIR boundary?

A

Traffic routeing UL612 is deemed separated from traffic on UN859 when:

a) UL612 traffic is at least 1nm east of the centreline and directly inbound to RESMI; and
b) UN859 traffic is on or west of the centreline.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q
  1. What action should be taken when traffic from S18 for which ACT messages have already been sent to Brest MS/QS are unable to cross XAMAB/SITET FL295 or above?
A

S18 traffic which has already been accepted by Brest MS and is unable to cross XAMAB/SITET FL295+ is to be stopped at FL290 or below and S18 shall:

a) Coordinate the flight with Paris UK; and
b) Inform Brest MS/QS of the new transfer flight level; or
c) Agree with S1 who will inform Brest MS/QS of the new level if already accepted into S1.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q
  1. What is the maximum level traffic may route northbound on L151 (through SITET)?
A

Traffic inbound to the LTMA, LF Group, HH, HI, LD, LM, TB, TC or TK may route northbound on L151 at a maximum level of FL120.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q
  1. When is traffic routeing (U)M605 deemed separated from traffic on UL612/N612?
A

Traffic on (U)M605 is deemed separated from traffic on (U)L612 provided traffic on (U)M605 is on or east of the centreline.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q
  1. Which JJ Group departures are permitted to route via ORTAC?
A
  1. a) All Solent Group inbounds;
    b) All traffic departing EGJA and EGJB;
    c) Non-jet traffic overflying the LTMA; and
    d) Jet traffic inbound to the LTMA (excl. SS, SC, GW RFL200+).
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q
  1. What are the routeings for the following flights via Q41 from the south?
A
  1. a) EGBB, EGBE inbounds, FL170 and below
    SAM-NORRY-WCO-GROVE1B
    b) EGBB, EGBE inbounds, FL180 and above
    MID-OCK-HEMEL-BUZAD-GROVE1C
    c) EGNX, EGNE inbounds, FL170 and below
    SAM-NORRY-WCO-DTY-PIGOT1H
    d) EGNX, EGNE inbounds FL180 and above
    MID-OCK-HEMEL-WELIN-PIGOT1J
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q
  1. What conditions exist for reroutes of Mids Group and EGNE arrivals?
A

S22 shall coordinate such flights with TC CAP, who will in turn coordinate with TC Midlands. If TC Midlands are unable to accommodate the request, the aircraft shall follow the original route via MID-OCK-HEMEL.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q
  1. What is the purpose of the S20/S22 Buffer Zone and what conditions exist?
A

The S20/S22 Buffer Zone exists to ensure separation between northbound and southbound traffic. Neither sector shall vector within the Buffer Zone without coordination with the other.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q
  1. What are the vectoring restrictions when traffic is rerouted via ORIST due to Portsmouth Danger Area Activity?
A

S20 must not vector traffic east of the MARUK-LELNA track and S22 must not vector traffic west of the ORIST-VEXEN track.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q
  1. List the responsibilities of S18, S19 and TC CAP for the TELTU triangle.
A
  1. a) TC CPT are responsible for separating traffic from S19 to TC CPT against traffic from TC CPT to S18.
    b) S18 are responsible for separating traffic from TC CPT to S18 against:
    b. i. Traffic from S19 to S18; and
    b. ii. Traffic from S18 to S19.
    c) S19 are responsible for separating traffic from S19 to TC CPT against:
    c. i. Traffic from S19 to S18; and
    c. ii. Traffic from S18 to S19.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q
  1. List the conditions that exist for S18, S19 and TC CAP for operation of the TELTU triangle.
A
  1. a) Traffic from TC CPT to S18 may route through the TELTU triangle without coordination with S19;
    b) Traffic from TC CPT to S18 is released for left turns only if positioned within the TELTU triangle;
    c) S18 shall not position traffic in the TELTU triangle without coordination with S19;
    d) S19 is only permitted to position standing agreement traffic within the TELTU triangle unless coordinated with S18 and TC CPT.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q
  1. What conditions exist for separation of GODLU/GEGMU arrivals via NETVU against LF Group, Solent inbounds and westbound M189 traffic?
A
  1. a) TC TIMBA will position all westbound M189 traffic south of MAY and north of the AMDUT-WAFFU track.
    b) TC WILLO are responsible for separating LF Group/Solent inbounds against inbounds via NETVU.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q
  1. What conditions exist for level allocation via LELNA/LORKU?
A
  1. a) Northbound flights are allocated even flight levels, southbound flights are allocated odd flight levels.
    b) The use of ODLs is not permitted.
    c) LELNA/LORKU shall be treated as a single exit point. Controllers may use the same level when parallel headings are used, provided one is an H3 and one is an H4.
    d) FL350 max level for LTMA and LF Group outbounds (excl. SS, SC).
    e) FL310 max level for H2 (UPALO) traffic.
    f) FL250 max level for LFRR group from LTMA/LF Group.
    g) FL200 max level for JJ Group inbounds. Traffic must be level by MARUK. JJ control will ensure traffic is below FL190 by 15nm south of LELNA.
    h) Minimum 3 minutes longitudinal separation at all levels.
    i) LTMA outbounds may be transferred in the climb.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q
  1. What conditions exist for level planning via Q41/Z171 (through ORTAC)?
A
  1. a) FL180 max level for Solent departures.
    b) Even levels FL60-FL180 may be allocated.
    c) Minimum 3 minutes and 20nm longitudinal separation.
    d) When JJ control is closed, even levels below FL195 will be allocated by AC to Brest ID.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q
  1. What level allocation conditions exist via SITET?
A
  1. a) FL270 max level for E2 traffic.
    b) FL130 max level for E3 traffic.
    c) Minimum 3 minutes longitudinal separation at all levels.
    d) Traffic may be planned at the same level, provided one is inbound to the Paris TMA and a radar handover is carried out.
    e) S18 should endeavour to request climb from S1 for traffic likely to reach FL290 before the RFC line.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q
  1. What level planning conditions exist via XAMAB?
A
  1. a) FL350 max level for LFSD inbounds.
    b) FL330 max level for LFSB inbounds.
    c) FL290 max level for LTMA (excl. SS and SC), Solent and LF Group departures to Lyon, Strasbourg, St. Yan, Chambery and Basle Groups.
    d) Minimum 3 minutes longitudinal separation may be used.
    e) S18 should endeavour to request climb from S1 for traffic likely to reach FL290 before the RFC line.
    f) Traffic FL210+ may be planned at the same level providing they are transferred in accordance with Silent Radar Handover conditions.
    g) FL210 and FL230 may be planned for traffic requesting FL250+.
    h) Aircraft requesting FL230 and below must route via SITET.
    i) X codes are level capped at FL290.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q
  1. What level planning conditions exist for traffic routeing UM605 (through XIDIL)?
A
  1. a) FL265+ not available;
    b) All levels FL260 and below may be planned;
    c) FL260 max level for jet traffic inbound to LFPG, LFPB, LFPT. FL250 and FL240 may be used during heavy traffic. PB arrivals should be transferred below PG inbounds;
    d) FL220 max level for non-jet traffic inbound to LFPG, LFPB, LFPT. PB arrivals should be transferred below PG inbounds;
    e) FL190 max level for traffic inbound to LFOB and LFOB. This traffic is to be transferred below PG and PB inbounds;
    f) Traffic inbound to the Paris TMA to be level by XIDIL and transferred to Paris TP at or before XIDIL;
    g) Minimum longitudinal separation above FL200 3 minutes, FL200 and below 10 minutes;
    h) LAC shall endeavour to provide at least 10nm between traffic inbound to the Paris TMA using speed control;
    i) After verbal coordination, traffic may be transferred to Paris TP on parallel headings.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q
  1. What level planning conditions exist for traffic via M189 (through NEVIL)?
A
  1. a) All westbound levels below FL205 may be planned with a minimum of 10 minutes longitudinal separation.
    b) Any reference to UZ273 is to be amended to M189 in NAS.
    c) Only overflights and traffic inbound to the following will be offered via NEVIL – EGLC, EGSG, EGMC, EGKB, EGMD, EGTO.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q
  1. What conditions exist for coordination of traffic from S19 to S1?
A
  1. a) London FIR overflights should be asked if they can accept a higher flight level.
    b) This traffic is to be offered to S1 at a westbound level. The S1P will accept or amend this NFL as appropriate.
    c) If transferred on a radar heading, these are released for right turns only, subject to Portsmouth Danger Area activity.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q
  1. What conditions exist for traffic offered to S20 from S25 at FL300?
A

Traffic offered to S20 by S25 at FL300 may be transferred in the climb as long as it can achieve FL240+ by PEPIS.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q
  1. What is the process for Jersey Control closing at night?
A

Jersey ATC will inform the GS Channel by telephone, who will inform the flight plan manager, GS West and the OS. If an AC sector receives this phone call, they must inform the GS Channel.
The flight plan manager will then enter a message into NAS which will send details of aircraft to Brest ID instead of Jersey.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q
  1. What is the process for Jersey Control opening?
A

Jersey ATC will inform the OS by telephone, who will inform the flight plan manager, GS West and GS Channel and update the SIS. If an AC sector receives this phone call, they must inform the OS. The flight plan manager will then enter a message into NAS which will send details of aircraft exiting via ORTAC to Jersey or Brest as appropriate.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q
  1. What are the transfer of control conditions for aircraft inbound to the Jersey Group via ORTAC/LELNA?
A

This traffic is RFD and RFT, unless transferred on a radar heading, after passing south of the DOMUT-MARUK track. When S20/S21 are split, the S21P shall inform Jersey Control. All aircraft routeing via LELNA inbound to the Jersey Group are RFD after passing south of the DOMUT-MARUK track, provided they remain on or west of the N621 centreline. This traffic is not known to S21. Any vectoring of this traffic east of the N621 centreline is to be coordinated with S21.
When S20/S21 bandbox the S21P shall inform Jersey Control.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q
  1. What are the longitudinal separation conditions for aircraft transferred to Jersey Control?
A

3 minutes longitudinal separation may be used, provided that:

a) The aircraft are monitored by radar and never less than 20nm apart;
b) The aircraft are equipped with functioning transponders, and radar and telephone facilities are fully serviceable; and
c) One aircraft must be landing at a Jersey Group airfield.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
25
Q
  1. What are the conditions for radar handover between AC and Jersey Control?
A

Radar handovers may be used between AC and Jersey, subject to the serviceability of the respective radars and two-way direct speech facilities between the radar positions. The minimum radar separation is 10nm.
Silent radar handovers may be used provided that:
a) Labelled SSR displays are serviceable at both units;
b) Direct radar-radar telephone lines are serviceable at both units; and
c) The aircraft concerned must be following the same route and spaced by a minimum of 10nm in trail.
10nm is not a separation standard.
For planning and data transfer purposes, vertical or longitudinal separation should be applied. Except in an emergency, or due to loss of radar, the OS and Jersey WS may agree to cancel these procedures, giving at least 30 minutes notice where possible.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
26
Q
  1. What coordination conditions exist for HI and HH departures via ORTAC?
A
  1. a) FL180 max level via ORTAC.
    b) This traffic is RFC to FL190 5nm after ASPEN.
    c) Traffic transferred on a radar heading is not RFT.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
27
Q
  1. What transfer of control conditions exist from Brest to S19/S21/S22?
A
  1. a) All northbound flights are RFT within the Brest RFT area after passing 5nm south of REVTU/AKIKI/DIKRO.
    b) Traffic from Brest JS/JU is RFC and RFD to FL260 after passing 5nm south of REVTU/AKIKI/DIKRO.
    c) Traffic from Brest ID is RFD and RFC to FL250 after passing 5nm south of REVTU/AKIKI/DIKRO.
    d) Brest ID will deliver Solent inbounds direct to S21 at FL220 level REVTU. This traffic is not known to S22, so S21 shall ensure that this traffic is FL190 or below by VEXEN.
    e) S21 are responsible for separation of traffic on UY110 below FL210 against traffic inbound to Jersey via LELNA at FL200.
    f) When EGD036-38 are active above 19000ft, traffic will reroute.
    g) Northbound flights via M189 are RFD and RFT with Brest JS/ID after passing ANGLO. Traffic must not be vectored more than 5nm from the centreline.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
28
Q
  1. What transfer of control conditions exist from S20 to Brest ID/VS/VU?
A
  1. a) Southbound traffic (except LTMA and LF Group outbounds) are to be level 10nm north of the FIR boundary.
    b) Traffic is RFC and RFT 30nm from LELNA/LORKU provided they remain west of the N63 centreline.
    c) Traffic planned to enter VS/VU must cross the boundary FL260 or above.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
29
Q
  1. What longitudinal separation conditions exist from Jersey Control to LAC?
A

3 minutes longitudinal separation may be applied on the same track, provided that:

a) The actual distance between aircraft is never less than 20nm. If speed has been applied, this shall be reported on transfer;
b) The aircraft have functioning transponders and all appropriate radar and telephone facilities are fully serviceable;
c) This procedure may be suspended by GS Channel or Brest WS, giving at least 30 minutes notice where possible.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
30
Q
  1. What transfer of control conditions exist from Jersey Control to LAC?
A

All aircraft transferred to LAC are RFT within 15nm of ORTAC, unless on a radar heading.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
31
Q
  1. What radar handover conditions exist between AC and Brest?
A

Radar handovers may be used between AC and Brest, subject to the serviceability of the respective radars and two-way direct speech facilities between the radar positions.
Traffic may be transferred on parallel headings provided:
a) A radar handover call is made;
b) The lateral distance is at least 8nm; and
c) Traffic is cleared to different levels; or
d) The traffic is cleared to the same level (must be on routes that diverge within the accepting centre’s airspace. If the routes don’t diverge, the speed differential shall be sufficient to provide at least 10nm longitudinal separation within 15 minutes of passing the transfer of control point).
Silent Radar Handovers are approved for use between AC and Brest provided that:
a) Labelled SSR displays are fully serviceable at both units;
b) Direct radar-radar telephone lines are fully serviceable;
c) Traffic must be following the same route with at least 15nm in trail (not a separation standard).
For planning and data transfer purposes, vertical or longitudinal separation shall be applied. GS Channel or the Brest WS may suspend this procedure. The sector controller may only do this in an emergency.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
32
Q
  1. What are the conditions for SSR code changes in Brest airspace?
A

AC shall inform Brest before changing SSR codes in their airspace. Brest will inform AC before changing SS codes in their airspace.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
33
Q
  1. What action should be taken following telephone communications and OLDI failure between Brest and LAC?
A

Should both telephone and OLDI links between centres fail:

a) Aircraft are to be instructed to pass their own details to the appropriate frequency before the transfer of control point.
b) AC shall ensure coordination has been effected before entering Brest airspace.
c) Aircraft shall be transferred in level flight with at least 10 minutes longitudinal separation.
d) If OLDI remains operational, aircraft are not required to pass their own details but must be in level flight with 10 minutes separation.

34
Q
  1. What are the conditions for use of parallel radar headings between AC and Brest?
A

Provided that silent handover conditions are met, aircraft may be transferred to Brest VS/VU on parallel headings without coordination, provided that:
a) Favourable weather conditions exist;
b) The aircraft are cleared to different levels if exiting via the same point, or may be cleared to the same level if exiting via different points, provided the LORKU traffic is west of the LELNA traffic;
c) Both aircraft are planned to enter the same Brest sector;
d) Lateral separation is at least 8nm;
e) The aircraft shall be instructed to report their headings on transfer; and
f) Any headings must keep the aircraft west of DOMOK.
If the receiving controller believes the aircraft is on a heading but is not reported, they will ascertain this.

35
Q
  1. What are the longitudinal separation conditions between AC and Paris/Brest?
A

AC may apply 3 minutes longitudinal separation, provided that:
a) The aircraft are cleared to or at levels above FL195;
b) The distance between aircraft is never less than 20nm;
c) The aircraft have functioning transponders; and
d) Respective primary and secondary radars are serviceable and normal phone communications are available.
The Paris WS or GS Channel may suspend this procedure giving 30 minutes notice where possible.

36
Q
  1. What are the conditions for radar handover between S18 and Paris/Brest?
A

S18 may carry out radar handovers with Paris or Brest subject to the serviceability of both radars and of two-way direct speech facilities between the sectors. Radar handovers may be used above FL195 and AC and Paris or Brest shall use SSR to identify the aircraft being transferred.
Where these criteria are not met, a radar handover call is to be made by the S18 Tac to the receiving sector containing:
a) Callsign;
b) The latest FL report and cleared level;
c) Any heading assigned; and
d) Any other pertinent information.

37
Q
  1. When may traffic be transferred from S18 to Brest on parallel headings?
A

Traffic may be transferred from S18 to Brest on parallel headings under the conditions of a radar handover, provided that:

a) A radar handover call is made;
b) The lateral distance between the aircraft is at least 5nm; and
c) The traffic is cleared to different levels, unless on routes that diverge within the accepting centre’s airspace, or the speed differential is such that at least 10nm longitudinal separation will exist within 15 minutes of passing the transfer of control point.

38
Q
  1. When may silent radar handovers be used between S18 and Brest?
A

Silent radar handovers may be used between AC and Brest, provided that:

a) Labelled SSR displays are fully serviceable at both units;
b) Direct radar-radar phone lines between both units are fully serviceable; and
c) The aircraft concerned are following the same route and spaced by at least 10nm.

39
Q
  1. When may traffic be transferred from S18 to Paris on parallel radar headings?
A

Traffic may be transferred from S18 to Paris on parallel headings under the conditions of a radar handover, provided that:

a) A radar handover call is made;
b) The lateral distance between the aircraft is at least 5nm;
c) Traffic via SITET may be at the same level provided that one is inbound to the Paris TMA; and
d) Traffic via XAMAB may be at the same level provided that at least one is requesting a higher level.

40
Q
  1. Under what conditions may traffic through XAMAB be transferred on parallel headings without coordination being effected?
A

Provided the conditions for a silent radar handover are met, aircraft via XAMAB may be transferred to Paris/Brest on parallel headings without coordination being effected, providing that:
a) Favourable weather conditions exist;
b) Both are planned to enter the same sector;
c) The aircraft are cleared to different levels, unless routing through different points after RESMI;
d) The aircraft are positioned correctly according to their intention code; and
e) The aircraft are at least 8nm apart.
The pilot shall be instructed to report their heading on transfer.

41
Q
  1. What conditions apply to intention codes through XAMAB?
A

NAS intention codes V1/X1-V6/X6 are allocated based on the routeing after RESMI and where appropriate, a level restriction. S18 shall endeavour to position aircraft according to their intention code, east to west:
a) V1/X1 – UL491 – TEPRI
b) V2/X2 – UM975 – PEKIM
c) V3/X3 – UL612 – ODEBU
d) V4/X4 – unused
e) V5/X5 – UM728 – KOTAP
f) V6/X6 – UN857 – DEKOD
V is a default code for incorrectly flight planned aircraft, therefore the next point after RESMI must be ascertained before positioning against other V/X code aircraft. X1-6 is used for aircraft restricted to FL290 with Paris.
Aircraft transferred under a silent radar handover cleared to the same level must be positioned according to their intention codes.

42
Q
  1. What conditions apply when climbing traffic above FL350 through SITET and XAMAB?
A

Traffic planned out of S18 FL345+ unable to achieve FL345+ by SITET/XAMAB shall be coordinated with the relevant Brest sector.

43
Q
  1. What conditions apply to the ‘La Manche’ RFC/T area in S18?
A

Traffic transferred to Brest within the RFC/T area is RFC and limited turns by up to 20 degrees above FL295. S18 and S1 are to ensure that the ACT details have been sent and accepted before the RFC/T area, or coordinated by telephone after this.
All XAMAB and SITET traffic is known to Brest M and Q sectors, therefore is RFC in both S18 and S1.
Brest M and Q sectors will coordinate with each other before penetrating the other’s airspace by turning aircraft. S18 is to coordinate any traffic likely to penetrate another sector due to direct routeings.
TACAN route TB6 penetrates this area. Should S18 or S1 approve a CFP within the area, communications shall not be transferred until the military traffic is no longer in confliction.

44
Q
  1. What are the responsibilities of S18 when a CFP request is received from Swanwick (Mil) in the RFC/RFT area?
A

Swanwick (Mil) will send an electronic CFP request to both S18 and S1 irrespective of level. If S18 has conflicting traffic, the S18P shall inform Swanwick (Mil) of any conditions or coordinate with Brest.
Swanwick (Mil) may continue to apply standing coordination procedures, or take 5 north of the FIR/UIR boundary.

45
Q
  1. What is the coordination procedure for non-RVSM aircraft exiting the UK FIR via SITET, XAMAB, LELNA or LORKU?
A

When AC have details of a non-RVSM flight exiting via S18 or S20, the following applies:

a) Except for state flights, Brest and Paris will not accept non-RVSM flights.
b) AC shall initiate an approval request for state flights.
c) Brest or Paris may refuse this traffic due to traffic complexity or safety.
d) The request should be made in good time so traffic may be descended if refused.

46
Q
  1. What is the process for aircraft joining CAS at GIBSO when Western Radar is open?
A

Western Radar will telephone S20 and request a clearance, passing the callsign, destination and joining estimate. The S20P shall:
a) Activate the flight plan;
b) Assess the traffic situation and accept the EFS from the departure bay;
c) Pass the joining clearance and contact frequency, obtaining a readback;
d) Annotate the SCC with a ✓ alongside the clearance; and
e) Pair the track with the appropriate NAS plan.
Western Radar will advise S20 of:
a) Any revision to the joining estimate of +/- 5 minutes or more;
b) The Western Radar SSR code; and
c) The airborne time and any revision to this of +/- 3 minutes or more.

47
Q
  1. What is the process for aircraft leaving CAS at GIBSO when Western Radar is open?
A

For all GIBSO/SAM leavers, S20 shall pre-note Western Radar, who will issue an SSR code, flight level and contact frequency.

48
Q
  1. What is the process for aircraft joining CAS at GIBSO when Western Radar is closed and Swanwick (Mil) are providing ATS?
A

Swanwick (Mil) will request a joining clearance, passing the callsign, destination and joining estimate. S20 shall:
a) Activate the flight plan;
b) Accept the EFS from the departure bay;
c) Assess the traffic situation and, if appropriate, issue a joining clearance, obtaining a readback;
d) Annotate the SCC with a ✓alongside the clearance; and
e) Inform the S6 planner.
Swanwick (Mil) will advise S20 of:
a) Any revision to the joining estimate of +/-5 minutes or more;
b) Any revisions to the airborne time of +/-3 minutes or more; and
c) The Swanwick (Mil) SSR code.

49
Q
  1. What is the process for aircraft leaving CAS at GIBSO when Western Radar is closed and Swanwick (Mil) are providing ATS?
A

For all GIBSO/SAM leavers, S20 shall pre-note Swanwick (Mil) who will issue an SSR code, flight level and contact frequency. The S20P is to advise the S6P.

50
Q
  1. What is the process for EGTE departures joining CAS at GIBSO when Western Radar is closed and Swanwick (Mil) are not providing ATS?
A

Exeter ATC will request a joining clearance, passing the callsign, destination and joining estimate. S20 shall:
a) Activate the flight plan;
b) Accept the EFS from the departure bay;
c) Assess the traffic situation and, if appropriate, issue a joining clearance, obtaining a readback;
d) Annotate the SCC with a ✓alongside the clearance; and
e) Inform the S6 planner.
Once the aircraft has completed noise abatement procedures, Exeter will turn it on track to GIBSO/SAM. The aircraft will be released to S20 when it is clean.

51
Q
  1. What is the process for EGTE arrivals leaving CAS at GIBSO when Western Radar is closed and Swanwick (Mil) are not providing ATS?
A

For all EGTE arrivals via GIBSO/SAM, S20 shall:

a) Pass details and an estimate for GIBSO/SAM;
b) Obtain an SSR code, contact frequency and acceptance level;
c) Transfer the aircraft clean, descending to the acceptance level direct to EGTE ATC no later than 35nm west of SAM; and
d) Inform the S6 planner.

52
Q
  1. What is the process for aircraft joining L620 north or west of SAM?
A

All requests for joiners north or west of SAM FL60+ will be made with S20 who shall coordinate with S21 and TC SW accordingly. S21 is responsible for coordinating with TC SW, Solent Radar and Jersey when split from S20.

53
Q
  1. What are the responsibilities of S20 with regard to L620 and liaison with Solent Radar?
A

All Q41 traffic and L620 traffic west of SAM FL105 and below must be coordinated with Solent Radar during their hours of operation. Outside of these hours, S20 is responsible for L620 at all levels.

54
Q
  1. What actions will be taken and by whom during an evacuation of Solent Radar?
A

Solent radar will:
a) Transfer all arrivals on their frequency to Bournemouth Approach, or instruct them to hold at SAM or NEDUL; and
b) Inform GS Channel that an evacuation is taking place and that the silent handover procedure is cancelled, advising the lowest level available at NEDUL.
S21 shall:
a) Instruct Solent inbounds to hold at the lowest available level at NEDUL; and
b) Liaise with Bournemouth Approach until further notice.

55
Q
  1. What is the procedure for Solent departures when Solent Radar is open?
A

Solent will request a joining clearance using the phraseology “request release (callsign)”. For these abbreviated clearances, the clearance will be to join on-track THRED, climbing FL100, contact 129.430.
S21 shall clear the aircraft using the phraseology “(callsign) released”. Aircraft requesting below FL100 will require individual coordination, the phraseology being “(callsign) standard south departure to FLXXX”, or a full departure clearance. In addition, a full clearance is required when:
a) Solent SSR is unserviceable; and/or
b) Direct communication between Solent and S21 is not available.
Solent will coordinate with TC SW if the departure clearance will penetrate their airspace. S21 shall coordinate with TC SW any further climb to penetrate their airspace. Standard departures are RFC/T with Solent.
Solent will ensure EGHH and EGHI departures are transferred to S21 in trail by at least 10nm. Bournemouth outbounds will be provided the appropriate ATSOCAS and not transferred to S21 until inside Q41.

56
Q
  1. What is the procedure for Bournemouth departures when Solent Radar is closed?
A

Bournemouth Radar will request a clearance for all southbound departures. A full clearance will be issued to join at THRED. Bournemouth will endeavour to provide the appropriate ATSOCAS and will only transfer to S21 once inside Q41.

57
Q
  1. What is the process for Solent inbounds when the Solent NAS link is unavailable?
A

If the Solent NAS link is unavailable, S21 shall pass an estimate on traffic intending to enter the Solent CTA, containing the following:

a) Inbound estimate/transit (as applicable);
b) Callsign;
c) ETA for THRED; and
d) SSR code.

58
Q
  1. What is the procedure for Solent inbounds from the south when Solent Radar is open?
A

When Solent Radar is open, arrivals from the south will be descended to FL110L THRED, on their own navigation to THRED or NEDUL (NEDUL is the clearance limit). This traffic can then be transferred on a Silent Radar Handover.
Traffic shall be released at ASPEN, 10nm in trail. Aircraft should be transferred at ASPEN, and only retained after this for separation purposes, and must be transferred by THRED. Solent will ensure traffic crosses NEDUL FL100 or below. Any Solent inbounds cruising below FL110 shall be subject to individual coordination by ASPEN.
When Solent is closed, aircraft shall be individually coordinated with Bournemouth Radar. If the acceptance level is within CAS, the aircraft is to be level by NEDUL. Otherwise, S21 shall clear the aircraft to leave CAS according to the release.

59
Q
  1. What is the definition of a Standard Release?
A

A “Standard Release” is defined as: released at APSEN and contact at or before THRED.

60
Q
  1. What is the procedure for coordination with Solent Radar for overflights from the south when Solent Radar is open and when it is closed?
A

Solent open:
a) Northbound traffic FL100 or below is to be coordinated with Solent by ASPEN.
b) Northbound traffic FL110 or above is to be coordinated with TC.
Solent closed:
a) Northbound traffic FL70 or above is to be coordinated with TC (FL90 is the minimum TMA overflying level).

61
Q
  1. What is the procedure for Solent Radar and TC coordinating aircraft overflying from the north?
A

Solent Radar open:
a) At FL 100- TC will co-ordinate with Solent Radar who will co-ordinate with S21
Solent Radar closed:
a) TC will co-ordinate with S21

62
Q
  1. What are the objectives, vertical limits and opening times of the Boscombe Down Advisory Radio Area?
A

FL50-FL245 (FL195-245 contained within TRA002), 0930-1730(L). Objectives:

a) To advise pilots in the ARA of limited manoeuvrability test flights;
b) To highlight such to flights to adjacent ATSUs; and
c) To provide the opportunity to plan detours clear of such flights and enhance flight safety.

63
Q
  1. List the SSR codes likely to be found in the Boscombe Down ARA.
A

2601 – 2645 - MOD Boscombe Down
2646 – 2647 - MOD Boscombe Down High Risk Trials
2650 - MOD Boscombe Down Conspicuity
2651 – 2657 - MOD Boscombe Down
3301 – 3304 - Swanwick (Mil) (Special Tasks)

64
Q
  1. What is the procedure when Western Radar receives an indication of possible loss of ATC services at Swanwick?
A

If Western Radar believes there has been a total loss of ATC services from Swanwick, they will follow their emergency mode verification checklist and:

a) Call the TC SW coordinator;
b) Call the S20P using the ‘Western Radar EM’ line. It is essential that this line is answered as soon as possible and any information requested given. If the call is not answered within 30 seconds this will be treated as verification for emergency mode.

65
Q
  1. List the Worthing holds, levels, axes and directions of turn and any route conflictions.
A
  1. a) GOKTU
    a. i. FL200-300
    a. ii. 018RH
    a. iii. D038, (U)N867 (All levels)
    b) ADLOG
    b. i. FL130-260
    b. ii. 005RH
    b. iii. D040, UN859 (All levels)
    c) KATHY
    c. i. FL160-190
    c. ii. 042LH
    c. iii. D036-38, Q41, P87, N867, S21 (All levels)
    d) SAM
    d. i. FL250+
    d. ii. 077LH
    d. iii. D123-127, UL18 (All levels)
    e) BILNI
    e. i. FL200-300
    e. ii. 109LH
    e. iii. (U)L620, N866, (U)N621, S6 (All levels)
    f) DOMUT
    f. i. FL230+
    f. ii. 042RH
    f. iii. (U)Y110, M185, (U)N867, D036-039 (All levels), S19 (FL275+), Brest JS (FL255+), Brest ID (FL255-)
66
Q
  1. What special procedures exist for the KATHY hold?
A

The S22P shall:
a) Inform S19, S20 and S21 and cancel the S20-22 Standing Agreement;
b) Determine the order of traffic from both BILNI and DOMUT/GOKTU and record this on the left hand side of the hold list to assist the Tactical;
c) Use the iFacts hold sequencing page of the iFacts holding checklist to record the sequence;
d) Ensure that a fix hold is entered into the FDE for each aircraft; and
e) Cancel the fix hold for each aircraft leaving the KATHY hold.
S21 shall:
a) Consider blocking the relevant hold levels with Jersey.
The S22T shall:
a) Radar monitor aircraft entering the KATHY hold from BILNI against EGD036/37/38. If vertical separation doesn’t exist against these Danger Areas, the aircraft should be vectored to the inbound leg of the hold;
b) Be aware that although notified as left hand, KATHY may be used tactically as right hand (not separated from ADLOG).

67
Q
  1. What special procedures exist for the BILNI hold?
A

S20 shall inform S6. When S22 and S20 are split, the following MOPS are to be used:

a) The electronic offer for all flights at BILNI shall be allowed to SLUT to S22;
b) The S22P will reject these flights if required to hold at BILNI;
c) The S22P or LAA shall enter the NAS fix hold as required;
d) The S22P is responsible for determining the order of traffic from both BILNI and DOMUT;
e) The S22T should agree a suitable transfer level for traffic holding at BILNI, in accordance with the order planned, ensuring the S20P is informed, who will RAM the offer to S22;
f) The NAS hold message shall be retained until leaving KATHY.

68
Q
  1. What special procedures exist for the DOMUT hold?
A

The following special procedures apply to the DOMUT hold:

a) The DOMUT hold infringes S20. The S22P shall inform S20 when holding at DOMUT. S20 shall remain clear of DOMUT unless vertical separation exists.
b) S22 shall inform S19 and block the hold levels with BREST through BOLRO and GARMI.
c) The DOMUT hold may be used tactically as left hand if Danger Area activity precludes the use of the standard hold.

69
Q
  1. What special procedures exist for the GOKTU hold?
A

S22 shall:

a) Inform S19;
b) Inform Brest and block levels if necessary; and
c) Consider EGD038 activity.

70
Q
  1. What special procedures exist for the ADLOG hold?
A

S19 shall:

a) Inform S18;
b) Inform Brest and block levels if necessary; and
c) Consider EGD040 activity.

71
Q
  1. What are the conditions for AVANT-TNT direct routing?
A

The following conditions apply for AVANT-TNT direct routing:

a) Not available 0600-0900(L);
b) Northbound use only;
c) FL360 and above, overflying the London FIR;
d) Traffic that have filed FL350 or below that subsequently request FL360 or above may be rerouted AVANT-TNT; and
e) Traffic that has filed FL360 or above that subsequently request FL350 or below shall be individually coordinated and rerouted via the standard route: AVANT-MID-OCK-HEMEL-WELIN-TNT.

72
Q
  1. What are the levels of activity for EGD026 (Lulworth) and routes affected?
A

EGD026 (Lulworth) – SFC-Alt15000’, OCNL 20000’. N866, N621 and N17 affected.

73
Q
  1. What are the responsibilities of the S20 Tac and Planner regarding EGD026?
A
  1. a) The S20 Tactical must ensure that traffic is vectored clear of EGD026 until 1000ft above the notified upper limit of EGD026.
    b) The S20 Planner is to notify the Lulworth Range Controller of traffic that may penetrate EGD026 when notified as active. Such requests shall be kept to a minimum to reduce disruption to Range activity.
74
Q
  1. List the Portland Danger Areas, levels of activity and routes affected by activity.
A
  1. a) EGD017 – SFC-ALT22000’, OCNL 55000’
    b) EGD023 – SFC-ALT22000’, OCNL 55000’
    c) EGD031 – SFC-ALT15000’
    N866/UM915/UN621/N63
75
Q
  1. What are the responsibilities of AC when the Portland Danger Areas are notified as active?
A

When routes are closed, they will still be available for use tactically, subject to the minimum level available (providing 1000ft between the notified upper level, or 2000ft if UAA is occurring).
The S20P shall notify Plymouth Radar of any traffic that may penetrate EGD017, 23 and 31. Such reports shall be kept to a minimum to prevent disruption to range activity.

76
Q
  1. List the Portsmouth Danger Areas, their vertical limits and the routes affected by activity.
A
  1. a) EGD036 – SFC-ALT19000’, OCNL 55000’
    b) EGD037 – SFC-ALT55000’
    c) EGD038 – SFC-ALT55000’
    d) EGD039 – SFC-ALT55000’
    e) EGD040 – SFC-ALT22000’, OCNL 55000’
    (U)N867, (U)M184, (U)M185, (U)N6, (U)P83, (U)P87 and (U)P88
77
Q
  1. What are the responsibilities of AC when the Portsmouth Danger Areas are notified as active?
A

When routes are closed, they will still be available for use tactically, subject to the minimum level available (providing 1000ft between the notified upper level, or 2000ft if UAA is occurring).
There is no requirement for AC to provide a lateral buffer between traffic in the Portsmouth CTA and EGD036-40. Controllers should be aware that this does not imply that the military will apply a buffer within the Danger Areas.
AC shall provide 5nm from EGD039 during UAA. EGD023 requires 2000ft or 5nm during UAA.

78
Q
  1. What action should be taken if traffic is likely to penetrate the Portsmouth Danger Areas?
A

The S22/19P shall notify Plymouth Radar of any traffic that may penetrate the Portsmouth Danger Areas. Such requests shall be kept to a minimum to reduce disruption to range activity.
When Plymouth Radar is not available, AC should contact Swanwick (Mil) for a Danger Area Crossing Service.

79
Q
  1. List the Salisbury Plain Danger Areas and levels of activity.
A
  1. List the Salisbury Plain Danger Areas and levels of activity.
    a) EGD123 (Imber) – SFC-ALT50000’
    b) EGD124 (Lavington) – As notified
    c) EGD125 (Larkhill) – SFC-ALT50000’
    d) EGD126 (Bulford) – SFC-ALT1400’, OCNL FL90
    e) EGD128 (Everleigh) – SFC-ALT1400’, OCNL 50000’
80
Q
  1. Under what conditions may LAC penetrate the Salisbury Danger Areas and what action should be taken?
A

AC may request DTE Salisbury Plain to immediately cease activities hazardous to flight to permit emergency transit through the Salisbury Plain Danger Areas. A minimum of 2 minutes is required to implement such a ‘Check Fire’. This procedure may be used for:
a) Aircraft experiencing control, navigation or communications problems;
b) Aircraft diverting to avoid extreme weather; and
c) Any situation which the pilot or controller believes would be detrimental to flight safety if the aircraft was not coordinated through the Danger Areas.
When severe weather is forecast, upon request for transit from controllers, Salisbury Plain will consider restricting activities hazardous to flight for a specified period. This should be considered as an exceptional measure, for which as much warning as possible should be given.

81
Q
  1. List the procedures regarding LFP81.
A

LFP81 is established H24 from SFC-FL195. S21 Controllers shall ensure traffic is not descended below FL200 until clear on LFP81.

82
Q
  1. List the procedures regarding LFD082.
A

LFD082 is established for French Navy sea firing. Brest ACC are informed directly of ay activity and it is also published via NOTAM. The Brest WS will inform GS Channel, who shall inform GS Central of any activity.
GS Channel shall advise the WAS, who will update the SIS, and Swanwick (Mil) West Supervisor.
When LFD082 is active:
a) Aircraft routing between DIKRO and NEVIL shall be positioned on or west of the centreline. Brest will ensure traffic is presented to AC in the same manner;
b) Aircraft routing between EPATI/DIKRO and ANGLO are to remain at least 5nm from the edge of LFD082; and
c) Traffic routing UN859/L151 remain at least 5nm from the edge of LFD082. Paris will ensure traffic is presented to AC in the same manner.

South Airspace (9 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions