OCR Oral Flashcards
Define Radar Identification (1)
MATS RAC 1-30
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 (1)
MATS RAC 1-31
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.
Provide safety is not jeopardised, how shall traffic priorities be applied? (3)
MATS RAC 2-6 7
Provided safety is not jeopardised, traffic priorities shall be applied as follows:
- 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.
Where practical, and following a request from the pilot, aircraft involved in, or positioning for what form of activities shall be granted priority? (4)
MATS RAC 2-6 7
Where practical, and following a request from the pilot, aircraft involved in, or positioning for, the following 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.
Define Coordination (8)
MATS RAC 3-1 1.1
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.
State the methods by which Coordination may be achieved? (4)
MATS RAC 3-1 1.1
Coordination may be achieved by:
- direct two-way negotiation and agreement for individual flights, either verbally or electronically; or
- agreements specified 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 the coordination process is documented in LOA/LUO between two units:
(a) X-Note function when approved by Policy, Standards and Safety Improvement for that coordination; or
(b) 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 an oceanic sector and an area sector for arriving and departing flights? (1)
MATS RAC 3-2 1.3
For a flight crossing a sector boundary where continuous radar control service is being provided, the time criterion is reduced to 10 minutes. A further reduction from 10 minutes may be specified in LOA/LUO. The time criteria between flights crossing from Area to Oceanic sectors may be reduced when specified in LOA/LUO
List the Elements of an Estimate message (8)
MATS RAC 3-3 1.4.1
The applicable elements from those listed shall be included in the estimate message:
- ESTIMATE
- (aircraft callsign)
• (departure/set heading time . . . minutes only), for domestic to oceanic flights only
(significant point), NAVAID, 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? (1)
MATS RAC 3-5 1.4.2.3
When an aircraft requests a level change after the CPL or estimate has been passed traffic permitting, it may be cleared to the requested level before the revision is passed provided: • The revision and acceptance is entirely within a radar environment; and
• the revision, acceptance or alternative level coordination is completed prior to the aircraft being 5 NM from the transfer of control point
What shall an accepting controller do in response to an Estimate message that is passed within the applicable time criteria for such a message? (3)
MATS RAC 3-9 1.5.4
When a CPL or estimate message is passed in sufficient time to meet the coordination time criteria, the accepting controller shall:
- 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 message be passed? (1)
MATS RAC 3-3 1.4
An information estimate shall be passed to the appropriate unit(s) when an aircraft will pass within the specified distance of a contiguous airspace boundary, but transfer of control or RTF will not be effected. Information estimates shall contain the following minimum data:
• call sign,
• SSR code (if allocated),
• route,
• time
• level over the significant point on or nearest to the contiguous airspace boundary.
During Coordination it may be necessary to specify or confirm who is providing separation between flights. What phraseology is used in this situation? (2)
MATS RAC 3-10 1.5.7
During coordination, when it is necessary to specify or confirm who is providing separation, or where one controller may be able to offer a more expeditious resolution of a confliction than the other, the following phraseology shall be used:
“YOUR SEPARATION (callsign of traffic from which separation is required)”
Details of any information pertinent to the provision of separation shall be passed to the controller effecting the separation.
The phraseology “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? (2)
MATS RAC 3-10 1.5.8
An early release may be requested using the following phraseology:
“MAY I ASSUME CONTROL OF (callsign)”; or
“REQUEST RELEASE OF (callsign)”
Note: Response as for Transfer of Control - Transferring Controller
Following an early release of an aircraft, when is an accepting controller required to verbally coordinate with the previous controller? (3)
MATS RAC 3-10 1.5.8
Verbal coordination is required prior to an accepting controller 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 establishes radio contact with the next controller and what guidance is provided for making initial enquiries as to the whereabouts of the aircraft? (2)
MATS RAC 3-12 1.6.1
The responsibility for ensuring that the aircraft establishes radio communication lies with the accepting controller. If the aircraft does not establish radio communication at the RTF contact point, efforts shall be made to establish communication. 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 withheld? (3)
MATS RAC 3-14 2.1.1.1
An ATC clearance shall not be denied or withheld except:
• 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 Head of Service Delivery 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.
- 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. (4)
MATS RAC 3-15 2.1.2.1
Where direct communications are not established, clearances may be transmitted through a relay agency that may be:
- 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. (8)
MATS RAC 3-17 2.1.4.2
Instructions contained in a clearance to an IFR flight shall:
provide separation:
• where prescribed, between the aircraft concerned and other controlled flights; and
• from SUA and GAA as required by RAC 5; and
(A flight departing under radar control may be issued with initial track or level instructions which, while not providing separation for the entire route, will provide separation until it can be identified and instructed to climb under radar control.)
- 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 should instructions in a clearance to an IFR flight contain? (7)
MATS RAC 3-22 2.2.1
An ATC clearance issued to an IFR or VFR flight to operate enroute shall contain the following elements in the order listed:
- 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? (2)
MATS RAC 3-22 2.2.2
Where it is not possible to clear a flight via the requested or flight planned route or cruising level, the pilot shall be advised using the phrase:
“(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. (3)
MATS RAC 3-23 2.2.4
- 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. (8)
MATS RAC 3-23 2.2.5
The IFR route to be followed shall be described:
- by using a standard route clearance and the runway-in-use at destination e.g. “FASTAIR 102 CLEARED WN1 RWY 16…”; or
- by using a standard route clearance and the runway-in-use at a controlled aerodrome adjacent to the aerodrome of departure or destination e.g. “PAPA KILO MIKE CLEARED HN 1 WHENUAPAI RWY 03 …” or
- by using a standard route clearance and the arrival procedure at aerodrome of destination e.g. “FASTAIR 001 CLEARED WN2 NS1B ARRIVAL . . .”; 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 e.g. “FASTAIR 996 CLEARED SF1A ARRIVAL . . .”; or
- by using a standard route clearance e.g. “FASTAIR 919 CLEARED PM1 . . .”; or
- by using the word “VIA” followed by a detailed description of the route, using reporting points and/or ATS routes; e.g. “FASTAIR 616 CLEARED TO NR VIA V393 WN H103 . . .”; 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. e.g. “FASTAIR 317 CLEARED TO PM VIA FLIGHT PLANNED ROUTE . . .”
[The phrase “VIA FLIGHT PLANNED ROUTE” shall not be used when the flight plan has been annotated with “RDR” in the RMK field (“RDR” shall not be entered into international flight plans). “RDR” requires the route to be described as per the previous bullet;] 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”. e.g. “FASTAIR 442 CLEARED TO AA VIA SW H159 CH THEN FLIGHT PLANNED ROUTE . . .”
Note: For this option the flight planned route can be a Standard Route Clearance
What restrictions apply to the use of the term ‘Via Flight Planned Route’ when describing the IFR route to be followed? (3)
MATS RAC 3-24 2.2.5.2
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? (9)
MATS RAC 3-25 2.2.6
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
What do the level instructions in an ATC clearance to an IFR flight achieve? (5)
MATS RAC 3-27 2.2.7.2
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? (3)
MATS RAC 3-30 2.2.7.3
A non-standard level is one that is not appropriate to track, in accordance with the applicable Table of Cruising 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? (2)
MATS RAC 3-30 2.2.7.7
The following shall be inserted in the CFL field 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. (5)
MATS RAC 3-40 2.3.1
Where an aircraft is to hold in a published holding pattern, the clearance shall include:
- 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? (3)
MATS RAC 3-41 2.3.1
When instructing an aircraft to hold at other than a published holding pattern, consideration should be given to airspace containment. The level selected shall be:
- 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.
Note: Use of approved area MSA for terrain clearance is not permitted
List the air traffic prcedures that apply to flights departing from within the NZ FIR to operate in the Auckalnd Oceanic FIR. Explain the procedure as per MATS but also the current procedure which is pending change. (7)
MATS RAC 3-52 2.6.3
For all flights planned to operate in the Auckland Oceanic FIR, the following procedures apply:
- 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.
- Route clearances shall be issued at the last acknowledged RFL except at aerodromes where level requirements are specified in LUO/LOA. CAUTION: The CFL may not be in accordance with the New Zealand FIR Table of Cruising Levels for the direction of flight.
- An intermediate departure level shall not be inserted in the flight plan CFL field.
- For aircraft requesting block levels, the CFL shall be the lower of the block levels. Any block level clearance shall be pre-coordinated with the oceanic sector.
- On acceptance of control of a flight and after AIDC coordination with oceanic sector is complete, the last area sector shall seek approval for the CFL from oceanic sector. Oceanic sector shall approve the level or coordinate another, ensuring that a conflict probe at the approved CFL has been made.
- If approval of a CFL is not obtained, the area controller shall hold the aircraft in domestic airspace until a level is approved.
- 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
What separation shall be applied between a PDA/PDS and a radar controlled flight? (3)
MATS RAC 3-58 3.6.2
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.
Note 1: Visual separation may be applied by either the controller or a pilot.
Note 2: “clear of an active PDA or PDS” has not been quantified. It relies on controller judgement to ensure that a flight will not be within the defined area at the material time
What is a controllers responsibility when advised that a controlled flight is manoeuvring in response to an RA? (5)
MATS RAC 3-66 3.14.3
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.
Since aircraft without operative transponders cannot be detected by ACAS equipment they may be vulnerable if they are in the vicinity of aircraft manoeuvring in response to an RA. Because of the inability to predict the movement of aircraft responding to an RA, the importance of keeping all aircraft aware of the position of conflicting traffic cannot be overemphasised. Traffic avoidance advice may be passed to non-transponder equipped aircraft should the need arise.
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? (2)
MATS RAC 5-1 101
When alternative methods of separation are useable, controllers should select the least restrictive, compatible with workload and the overall traffic situation
When arranging separation what allowances should be taken into account? (1)
MATS RAC 5-1 101
When arranging separation, allowance shall be made for the time involved in the compilation and transmission of clearances to ensure that the required separation minimum is not infringed
What action must a controller take when the separation or minimum between aircraft cannot be maintained? (1)
MATS RAC 5-1 101
When the type of separation or minimum used to separate two 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? (3)
MATS RAC 5-1 101
Where flights are required to be separated, this shall 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. (7)
MATS RAC 5-2 201.2
Whenever circumstances call for extra precautions, increased separation should be applied, e.g. when:
- 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 my be reduced? (3)
MATS RAC 5-3 201.3
Vertical or horizontal (including radar) separation standards may be reduced under the following circumstances:
- 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.
Aircraft in formation may be cleared to operate under instrument flight rules in controlled airspace provided that all clearances are addressed to the formation leader
State the elements Essential Traffic Information shall include.
MATS RAC 5-4 201.6
Essential traffic information shall include, but not necessarily be limited to, the following items:
- 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? (1)
MATS RAC 5-12 204.1
The Auckland Oceanic FIR and New Zealand FIR between FL290 and FL410 inclusive are designated RVSM exclusive airspace
State the guidance provided by MATS with regard to priority for level allocation within the RVSM stratum. (2)
MATS RAC 2-7 7.2
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 three occasions where non-RVSM civil aircraft may flight plan with the intention of operating in or transiting through the RVSM stratum. (3)
MATS RAC 5-13 204.4
Operators/pilots of non-RVSM civil aircraft may flight plan with the intention to operate within, or transit vertically through, RVSM stratum (between FL290 and FL410 inclusive) on an ad hoc basis.
This would normally be limited to an aircraft that:
- 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? (3)
MATS RAC 5-15 204.8
Traffic permitting, a revised non-RVSM clearance shall be issued to an aircraft operating within the RVSM stratum 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 automated EST message exchange which does not automatically transfer item 18 flight plan information regarding non-RVSM? (2)
MATS RAC 5-15 204.9
The following phraseologies shall be used for coordination between ATC units:
To verbally supplement an automated estimate message exchange which does not automatically transfer item 18 flight plan information.
• NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]
How shall an aircraft operator indicate that the appropriate state authority has approved the aircraft for RVSM operations? (1)
MATS RAC 5-12 204.1
Aircraft require individual RVSM operational approvals from the origin State authority to operate within the RVSM stratum. Operators insert the letter “W” in field 10 (Equipment) of the flight plan to indicate/confirm RVSM operational approva
