OCR Flashcards
define ‘radar identification’
The situation which exists when the radar position of a particular aircraft is seen
on a radar display and positively identified by the air traffic controller.
define ‘radar position symbol’
The visual indication, in symbolic form, on a radar display, of the position of an aircraft obtained after automatic processing of positional data derived from primary and/or secondary surveillance radar
Provided safety is not jeopardised, how shall traffic priorities be applied?
• an aircraft known or believed to be in a state of emergency or impaired operation has priority over
all other aircraft; and
• an aircraft landing, or in the final stages of an approach to land, has priority over a departing
aircraft; and
• an aircraft landing or taking off has priority over taxiing aircraft.
Define ‘coordination’
Coordination is the process of negotiation between two or more parties that results in an agreed course of action. To ensure a common understanding and continuity in the provision of an air traffic service to aircraft concerned, coordination shall be carried out between affected sectors/units for all IFR and controlled VFR flights, with agreement being reached on:
- clearances/instructions, as appropriate;
- estimate messages;
- information estimate messages;
- transfers of control;
- revisions to the significant point or level contained in an estimate message;
- approval requests;
- advice or information to be issued to aircraft.
Where practical and following a request from a pilot aircraft involved in or positioning for what form of activities shall be granted priority?
- ambulance or mercy missions; and
- search and rescue; and
- civil defence or police emergencies; and
- carriage of heads-of-state, heads-of-government, or equivalent dignitaries.
State the methods by which coordination may be achieved
- direct two-way negotiation and agreement for individual flights, either verbally or electronically; or
- agreements specified in LOA/LUO. These may include the use of appropriate functions of the ATM system (e.g. XNote) provided that their use is clearly documented in LOA/LUO; or
- use of SkyLine for specific coordination:
- using IFL in the datablock for aircraft under radar control and the IFL is below the coordinated level between sectors; or
- where documented in LOA/LUO, VIS key function when an aircraft requests and is cleared for a visual approach, and instructions are issued to the aircraft that includes tracking to an agreed distance on final coincident with the advertised approach and a descent restriction at least 500 ft above upper level of aerodrome area of responsibility
What is the time criteria for passing an estimate between and oceanic sector and an area sector for arriving and departing flights?
20 minutes
List the elements of an estimate message
- “ESTIMATE
- (aircraft callsign)
- (departure/set heading time . . . minutes only), for domestic to oceanic flights only
- (significant point), NA V AID, REP , aerodrome, etc.
- (ETO next REP or ETA at DEST), whichever is applicable
- (level) or
CLIMBING TO (level) or
(level) DESCENDING TO (level) - (type of approach [and route if required]), area/approach to aerodrome
- (other information, if necessary and not passed by an FDP)”, e.g. routing requests.
Within the radar environment, what is the criteria for revising the level information contained in an estimate message?
When the CPL or estimate has been passed to the next sector, the next sector shall be advised of any change to the coordinated level, except where specified in LUO/LOA
What shall an accepting controller do in response to an estimate message received in sufficient time to meet the coordination time criteria?
- if no objection is raised, be understood to have accepted the transfer of control in accordance with LOA/LUO or the terms offered; or
- indicate any required amendments, including a change of cruising level or route if the level offered is below the MSA for the route sector or the minimum level above SUA within the accepting controller’s area of responsibility; and
- if necessary, specify any other information or clearance applicable at the transfer of control point.
When shall an information estimate be passed?
when an aircraft will pass within the specified distance of a contiguous airspace boundary, but transfer of control or RTF will not be effected
During coordination it may be necessary to specify or confirm who is providing separation between flight. What phraseology is used in this situation?
“YOUR SEPARATION (callsign of traffic from which separation is required)”
“MY SEPARATION (callsign of conflicting traffic)” may be used in response to “YOUR
SEPARATION”, or to further identify who is providing the separation
Provide an example of the phraseology used to request an early release of an aircraft?
“MAY I ASSUME CONTROL OF (callsign)”; or
“REQUEST RELEASE OF (callsign)”
Following early release of an aircraft, when is an accepting controller required to verbally coordinate with the previous controller?
prior to climbing an arriving aircraft, descending a departing aircraft or instructing an aircraft to hold while the aircraft is still in the transferring controller’s airspace
Who is responsible for ensuring an aircraft established radio contact with the next controller and what guidance is provided for making initial enquiries as to the whereabouts of the aircraft?
The accepting controller. Initial enquires as to the whereabouts of the aircraft shall be commenced not later than three minutes after the anticipated time of contact.
When may an ATC clearance be denied or withheld?
- for traffic reasons, when ATC cannot accommodate traffic additional to that already accepted due to traffic congestion, limitations of equipment, procedures, weather or environmental conditions, emergencies and other similar factors; or
- when instructed by the General Manager Air Traffic Services provided that:
- a clearance shall not be withheld unless the aircraft is on the ground and the clearance is for entry onto the manoeuvring area.
- a normal ATC service shall be provided for any aircraft entering the manoeuvring area without an ATC clearance.
Where direct communications cannot be established certain agencies are permitted to relay ATC clearances. Give 4 examples of a relaying agency
- an operating position at the same unit;
- another ATS unit;
- an air-ground station; or
- another aircraft.
State the objectives of instructions contained in a clearance to an IFR flight
- provide separation:
- where prescribed, between the aircraft concerned and other controlled flights; and
- from SUA and GAA as required by RAC5; and
- enable the flight to comply with the promulgated procedures for IFR flights published in the AIPNZ; and
- conform with the terms for acceptance of control by the next controlling authority; and
- conform, where possible, with the details requested in the flight plan and the Air Traffic
Management route requirements as specified in the AIPNZ; and - where the aircraft has flight planned for flight within controlled airspace, enable the aircraft to remain within controlled airspace, unless applying the criteria for direct routing on unevaluated routes.
If a clearance would involve a significant delay, a pilot may be offered an alternative which would take the aircraft out of controlled airspace, provided that:- the pilot is advised that the clearance will take the aircraft outside controlled airspace; and
- the pilot confirms acceptance of the clearance.
What elements should an ATC clearance issued to an IFR aircraft to operate enroute contain?
- Aircraft identification as shown on the flight plan, and
- If appropriate, notification and reason for unavailability of requested route and/or cruising level,
and - Authorisation to operate in controlled airspace in accordance with instructions issued, and
- Clearance limit, and
- Route instructions, and
- Level instructions, and
- Any other instructions or information as required, i.e.
- departure and diversionary climb instructions;
- oceanic transition
- separation or reporting instructions;
- SSR code allocation;
- any special information;
- frequency change instructions;
- release instructions;
- delivery instructions.
What phraseology shall be used when it is not possible to clear a flight via the flight planned route or cruising level?
“(route and/or level) NOT AVAILABLE DUE (reason) [ALTERNATIVE(S) IS/ARE (route(s) and/or level(s)) ADVISE]”
State the Clearance Limit for an IFR flight
The clearance limit shall be the aerodrome of first intended landing, a significant point or an airspace boundary.
Where a pilot intends to carry out an instrument approach at more than one aerodrome, the clearance limit shall be the aerodrome at which the first instrument approach is to be flown.
Where the pilot intends to operate in an operating area such as a MOA, the clearance limit shall be specified as the operating area or other suitable point.
When an aircraft intends to leave controlled airspace, or leave and subsequently re-enter the same or other controlled airspace on the same continuous route, the clearance limit shall be the aerodrome of first intended landing. Such a clearance or revisions to it shall apply only to those portions that are conducted in controlled airspace. Traffic information shall be provided for the portion outside controlled airspace.
Name eight ways in which the ‘IFR route to be followed’ can be described
by using a standard route clearance and the runway-in-use at destination; or
• by using a standard route clearance and the runway-in-use at a controlled aerodrome adjacent to the aerodrome of departure or destination or
• by using a standard route clearance and the arrival procedure at aerodrome of destination; or
• by using the arrival procedure for the aerodrome of destination provided that the arrival procedure commences at or adjacent to the aerodrome of departure; or
• by using a standard route clearance; or
• by using the word “VIA” followed by a detailed description of the route, using reporting points and/or ATS routes; or
• by using the phrase “VIA FLIGHT PLANNED ROUTE”, to describe the route (as filed by the pilot/company) which is detailed in the flight plan, or
• by using the word “VIA” followed by a detailed description of the route, using reporting points and /or ATS routes, up to and including the point at which the flight is to rejoin the route in the flight plan, followed by the phrase “THEN FLIGHT PLANNED ROUTE”
What restrictions apply to the use of the term “VIA FLIGHT PLANNED ROUTE” when describing the IFR route to be followed?
The phrase “VIA FLIGHT PLANNED ROUTE” shall not be used when the flight plan has been annotated with “RDR” in the RMK field.
Domestically, the use of the term “FLIGHT PLANNED ROUTE” should be avoided if at all possible. Its use should be limited to:
• oceanic flights; or
• flights where the route is identified with latitudes and longitudes; or
• flights with a long or complicated route field.
What procedures shall apply where an aircraft wishes to fly IFR on an unevaluated route through airspace in which an ATC clearance is required?
Within controlled airspace, when traffic permits, an IFR aircraft may be cleared on an unevaluated route direct to a navigation aid, reporting point, significant point, or specified fix (for pilot interpreted intercept of an instrument approach) subject to the following conditions:
- the pilot requests the direct routing, or agrees to a controller proposal; and
- the pilot is responsible for navigation unless being radar vectored; and
- separation, including from SUA, GAA and parachuting, is provided where appropriate; and
- irrespective of any strip posting which has or has yet to take place, direct routing or any deviation which affects the next and subsequent sectors requires coordination: either;
- verbally; or
- by agreement in LUO/LOA; and
- when under radar control, the track and distance of the direct route is passed to the pilot when
considered necessary; and
- when under radar control but under their own navigation, the controller shall monitor the track and
inform the pilot whenever a deviation greater than 5 NM from track is observed; and
- when direct routing to a fix for a pilot intercept of an RNAV (GNSS) approach, the specified fix
shall be no later than the fix prior to:
- the final approach fix (FAF);or
- the final approach point (FAP);and
- when direct routing to a fix for a pilot intercept of an RNAV (RNP) approach, the specified fix shall be no later than the fix prior to the final approach (FAF), and this fix must not be on or at the start of a constant radius arc to a fix (RF) leg; and
- when direct routing to a fix on an instrument approach the aircraft must be able to intercept the VPA or GP at an altitude that will enable normal descent on the approach from the intercept point.
Within controlled airspace, the controller is responsible for obstacle clearance which can be based on:
- radar terrain when under radar control; or
- at or above 13 000 ft (FL160 in the Mt Cook Raised Transition Area); or
- an approved area MSA.
What do the level instructions in an ATC clearance to an IFR flight achieve?
Cruising levels, including intermediate levels, issued to an IFR flight shall enable the flight to be conducted at or above:
- On an evaluated route, the Minimum Flight Altitude (MFA) for the applicable route sector(s), except that:
- if the aircraft is GNSS approved, compliance with MFA, MRA or MEA is not required except that the aircraft must be at or above danger, restricted or military operating area upper limit; or
- if the aircraft is under radar control, or will be under radar control on departure, the flight may be conducted at or above the level(s) indicated on the radar terrain map; or
- if the aircraft is expected to be established under radar control en-route, at or above 13 000 ft or approved area MSA.
- On an unevaluated route:
- the level(s) indicated on the radar terrain map provided the aircraft is under radar control or will be under radar control on departure; or
- at or above 13 000 ft or approved area MSA.
State the rules associated with the use of Non-Standard levels
Prior to the aircraft reaching the boundary of an ATS sector, verbal approval shall be obtained from the subsequent sector/unit for the flight to continue at the non-standard level.
Aircraft at standard flight levels should be afforded priority over aircraft using non-standard flight levels.
When clearing a controlled flight at a non-standard level, the words “NON-STANDARD” shall prefix the level except for departing oceanic flights that are cleared at a correct level for oceanic flight in accordance with the Level Instructions above.
What level should be inserted into the CFL of a VFR flight plan?
- In controlled airspace where the VFR is subject to level restrictions, the cleared level; or
- In controlled airspace where the VFR is not subject to level restrictions, or in uncontrolled airspace, 000.
Where an aircraft is to hold in a published holding pattern, name the elements that make up the clearance for the aircraft to hold
- instructions to join the holding pattern;
- identification of the holding pattern;
- level instructions (at or above the minimum holding level);
- maximum holding speed if required (e.g. for lateral separation or terrain).
What should the minimum level be when instructing an aircraft to hold in a non-published holding pattern?
- at or above 13 000 ft (FL160 in the Mount Cook Raised Transition Area); or
- for aircraft under surveillance control, at or above the minimum terrain contour levels displayed on the Situation Display. Allowance must be made for the navigation tolerance within the holding pattern. This is not permitted using Tower Situation Displays; or
- for aircraft holding relative to or between prominent landmarks or visual reporting points, by visual reference to terrain, provided it is at pilot’s request and by day.
List the air traffic procedures that apply to flights departing from within the NZ FIR to operate in the Auckland Oceanic FIR
- Any advice that an aircraft cannot meet the Required Navigation Performance (RNP) or Reduced Vertical Separation Minimum (RVSM) requirements shall be passed to the oceanic sector.
- Verbal coordination with the Oceanic Sector is not required for the issue of a route clearance. Except that:
- Verbal coordination with the Oceanic Sector shall be carried out following a pilot request for a:
- level other than that indicated in the flight plan CFL field.
- block level clearance.
- weather deviation.
- Route clearances shall be issued at the last acknowledged RFL except at aerodromes where level requirements are specified in LUO/LOA.
- An intermediate departure level may be inserted in the IFL field of the flight plan .
- The last Area Sector shall ensure the aircraft is level at the approved CFL, or, for flights with block level clearances, within the-coordinated block of levels, prior to entering the Auckland Oceanic FIR, unless coordinated otherwise.
With respect to parachute operations, what separation should be applied within Class C and D airspace?
- IFR flights shall be kept clear of an active PDA or PDS unless visual separation can be applied.
- Traffic information shall be passed to known VFR flights in respect to PDA, except that VFR aircraft shall be kept clear of a PDA when a clearance to drop through cloud has been given.
- VFR aircraft shall be kept clear of an active PDS unless visual separation can be applied.
What is a controllers responsibility when advised that a controlled flight is manoeuvring in response to an RA?
After being informed that an aircraft is responding to an RA, the controller shall pass essential traffic information or traffic information (as applicable) to the aircraft reporting the RA and to all other aircraft that may be affected by the manoeuvre. Control instructions shall not be issued to the aircraft responding to an RA or to any other aircraft involved with the RA event as this may interfere with the resolution action planned by the ACAS.
Once an aircraft has begun a manoeuvre in response to an RA, the controller is not responsible for providing separation between the aircraft that is responding to an RA and any other aircraft, airspace, terrain or obstructions.
When a pilot advises “Clear of conflict” but the traffic situation is such that separation is still in jeopardy, the controller shall make every endeavour to restore separation and an orderly traffic flow as soon as possible.
The controller’s responsibility for separation resumes from the time that separation is re-established between all aircraft involved with the manoeuvre associated with the RA.
When alternative methods of separation are available, which should you select?
select the least restrictive, compatible with workload and the overall traffic situation
When arranging separation what allowances shall be taken into account?
allowance shall be made for the time involved in the compilation and transmission of clearances
What action must a controller take when the separation or minimum between aircraft cannot be maintained?
another type of separation or another minimum shall be established prior to the time when the current separation minimum would be infringed
Where flights are required to be separated, how shall this be achieved?
by the application of vertical, horizontal or visual separation:
- Vertical separation is achieved by requiring aircraft using prescribed altimeter setting procedures to operate at levels that are separated by a specified minimum.
- Horizontal separation is achieved by applying longitudinal, lateral, geographical or radar separation.
- Visual separation is achieved by the sighting of aircraft and the application of procedures described in this section.
List the seven examples provided in MATS where increased separation should be applied
- requested by a pilot or considered necessary by the controller; or
- a pilot reports severe turbulence or mountain wave activity or the aircraft is known to be entering an area of severe turbulence or mountain wave activity; or
- the navigational accuracy of an aircraft may be impaired; or
- failure of a navigational aid reduces the capacity for frequent determination of position and speed; or
- an aircraft is experiencing communications failure; or
- an aircraft’s performance is abnormal; or
- an aircraft is being subjected to unlawful interference.
According to MATS, under what circumstances may separation be reduced?
- when visual (including composite visual) separation is applied; or
- when military separation is being applied, see “Reduction of separation to military aircraft”; or
- between aircraft in formation, providing prior notice of the formation flight has been given to ATC, or the formation flight consists of an aircraft in distress and its escort.
State the elements essential traffic information shall include
- The words “ESSENTIAL TRAFFIC”
- Direction of flight
- Type of aircraft
- Level information
- Position information.
Is the NZ Domestic FIR designated as RVSM airspace? If so between what flight levels?
Yes between F290 and F410 inclusive
State the guidance provided by MATS with regard to priority for level allocation within the RVSM stratum
RVSM approved aircraft shall have priority for level allocation over non-RVSM approved aircraft within the RVSM stratum. A non-RVSM State aircraft (military, customs or police service) shall be afforded the same priority within the RVSM stratum as an RVSM approved aircraft.
Detail the 3 occasions where non-RVSM civil aircraft may flight plan with the intention of operating in or transiting through the RVSM stratum
An aircraft that is:
- is being delivered for initial acceptance, change of ownership, or lease; or
- was formerly RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair to meet RVSM requirements and/or obtain approval, or is transporting externally a spare engine or strut assembly; or
- is being utilised for mercy or humanitarian purposes.
When is a revised Non-RVSM clearance required to be issued to an aircraft operating within the RVSM stratum?
An aircraft that advises:
• encountering weather turbulence that affects the aircraft’s capability to maintain the CFL; or
• encountering wake turbulence; or
• experiencing distracting aircraft system alerts.
What phraseology should be used to verbally supplement an automates EST message exchange which does not automatically transfer item 18 flight plan information regarding non-RVSM?
NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT
How shall and aircraft operator indicate that the appropriate state authority has approved the aircraft for RVSM operations?
The letter ‘W’ in field 10 (equipment) of the flight plan
