Possible Written Questions? Flashcards
According to MATS Part 1:
a) When may a pilot file a flight plan?
b) When is a pilot required to file a flight plan?
c) When is a pilot advised to file a flight plan? (16)
a) A pilot may file a flight plan for any flight.
b) A pilot is required to file a flight plan for:
1) Any flight or portion thereof to be provided with an air traffic control service.
2) Any IFR flight within advisory airspace.
3) Any flight within or into areas, or along routes designated by the Authority, to facilitate the provision of flight information, alerting and search and rescue services.
4) Any flight within or into areas, or along routes designated by the Authority, to facilitate coordination with appropriate military units or with air traffic service units in adjacent States in order to avoid the possible need for interception for the purposes of identification prescribed by the States concerned.
5) Any flight across international boundaries. (FIR boundaries)
6) Any flight planned to operate at night, if leaving the vicinity of an aerodrome.
c) A pilot is advised to file a flight plan:
1) If his flight involves flying over the sea more than 10 miles from the UK coast or over sparsely populated areas where SAR operations would be difficult, or
2) If he intends to fly into an area in which SAR operations are in progress. The flight plan should include the expected times of entering and leaving the area and the details must also be passed to the parent ACC. The ACC is to notify the ARCC concerned.
As listed in the AIP, state what the following SSR codes signify:
7500, 7600, 7700, 0000, 0020, 0023, 0030, 0032, 0033, 0037, 1177, 2000, 7000, 7001, 7002, 7003, 7004, 7005, 7006, 7010, 7007.
(15)
7500- Hijack, 7600- Radio failure, 7700- Emergency, 0000- SSR data unreliable, 0020- Air ambulance/helicopter emergency/medivac, 0023- A/c engaged in actual SAR operations, 0030- FIR lost , 0032- A/c engaged in police support operations, 0033- Parachute dropping, 0037- Royal flights/helicopters, 1177- LACC FIS, 2000- Proceeding from non SSR environment, 7000- Conspicuity code, 7001- Military fixed wing low level conspicuity/climb out, 7002- Danger areas general, 7003- Red arrows transit/display, 7004- Aerobatics and Displays, 7005- High-Energy Manoeuvres, 7006- Autonomous Operations within TRA or TRA(G), 7010- Aerodrome traffic pattern, 7007- Open Skies observation flight.
As stated in MATS Part 1, describe the different types of mode A codes the controllers are to assign to aircraft, as detailed in the Code Assignment Plan. Include in your answer the actions of controllers at SSR equipped units when allocating such a code. (9)
Controllers are to assign Mode A codes to aircraft according to the Code Assignment Plan, which comprises:
a) Discrete codes comprising:
i) domestic codes which are assigned to aircraft flying within the areas of responsibility of the unit;
ii) ORCAM codes which are assigned to international flights and will normally be retained beyond the area of responsibility of the assigning unit.
b) Special Purpose Codes allocated internationally.
c) Conspicuity codes, allocated nationally, or to specific users/units.
When providing a surveillance service to aircraft, controllers operating at SSR equipped units should allocate that flight with a discrete code in accordance with the SSR assignment plan. Unless otherwise directed by an ATC unit, Mode C will be selected in conjunction with Mode A. Controllers must, therefor, verify the accuracy of the Mode C readout when assigning discrete codes to aircraft.
According to the AIP, detail the pilots responsibilities with regard to SSR operating procedures for codes other than special purpose codes 7000, 0033 and 7004. (8)
UNVERIFIED
Pilots SHALL:
a) If proceeding from and area where a specific Mode A code has been assigned by an ATS unit, maintain that code setting unless otherwise instructed.
b) Select or reselect Mode A codes, or switch of the equipment when airborne only when instructed by an ATS unit.
c) Acknowledge Mode A code setting instructions by reading back the code to be set.
d) Select Mode C pressure-altitude reporting mode of the transponder simultaneously with Mode A unless otherwise instructed by an ATS unit.
e) When reporting levels under routine procedures or when requested by ATC, state the current altimeter reading to the nearest 100ft. This is to assist in the verification of Mode C pressure-altitude reporting data transmitted by the aircraft.
According to MATS Part 1:
a) What considerations must be taken into account in respect of the Mode A and Mode C of conspicuity codes?
b) When are pilots required to, and advised to, squawk conspicuity code 7000? List the occasions when a suitable equipped aircraft would squawk a different code. (13)
a) The Mode A code and associated Mode C data of conspicuity codes must be considered un-validated and un-verified.
b) Pilots are required to squawk conspicuity code 7000 when operating at and above FL100 and are advised to do so when below FL100 unless:
- they have been assigned a discrete code,
- they are transponding on one of the special purpose codes or on one of the other specific conspicuity codes assigned in accordance with the Code Assignment Plan,
- they are flying below 3000 feet in the aerodrome traffic pattern and have been instructed to select the aerodrome traffic pattern conspicuity code 7010, or
- on grounds of safety the aircraft has been instructed to squawk standby. In view of the associated reduction in protection from ACAS, such circumstances are to be regarded as exceptional. ATSUs shall log the circumstances and duration of any such occurrences. Records are to be made available to the CAA on request.
According to the AIP, what are the pilots responsibilities and actions when an aircraft transponder fails before intended departure and cannot be repaired? Include ATC considerations, but not the temporary failure of Mode C alone. (8)
UNVERIFIED
Pilots shall:
a) Plan to proceed as directly as possible to the nearest suitable aerodrome where repair can be made;
b) Inform ATS as soon as possible, preferably before the submission of a flight plan. When granting clearance to such aircraft, ATC will take into account the existing and anticipated traffic situation and may have to modify the time of departure, flight level or route of the the intended flight;
c) Insert in item 10 of the ICAO flight plan under SSR the letter N for complete unserviceability of the transponder or in the case of partial failure, the letter corresponding to the remaining transponder capability, including un-serviceability of any Mode S functionality.
According to the AIP, what are the actions and responsibilities of ATS units when an aircraft transponder fails after departure? Include in your answer the pilots responsibilities where appropriate, but not the temporary failure of Mode C alone. (7)
UNVERIFIED
If the transponder fails after departure or en-route, the ATS Units will endeavour to provide for continuation of the flight in accordance with the original flight plan.
In certain traffic situations this may not be possible particularly when the failure is detected shortly after take off. The aircraft may then be required to return to the departure aerodrome or to land at another aerodrome acceptable to the operator and to ATC.
After landing, pilots shall make every effort to have the transponder restored to normal operation.
If the transponder cannot be repaired then the provisions for failure before departure apply.
As listed in MATS Part 1 Appendix E, list the 9 items of ‘operationally significant information’ to which controllers must ensure they receive a read back, during telephone and intercom coordination messages. (9)
Levels Headings Speed restrictions Airways or route instructions Runway in use SSR codes Pressure settings, including units when the value is below 1000hPa Frequencies Release and contact points.
Let’s Have Sex And Rum Some People Forget Rum
According to MATS Part 1, what are the meanings of the following Standard Speech abbreviations? (8)
Acknowledge, Freecall, Roger, Correction, Negative, Contact
UNVERIFIED
Acknowledge- Let me know that you have received and understood this message.
Freecall- Call . Your details have not been passed.
Roger- I have received all of your last instruction. (Note: under no circumstances to be used in reply to a question requiring a direct answer in the affirmative or the negative).
Correction- an error has been made in this transmission (or message indicated). The correct version is…
Negative- No, or Permission not granted, or That is not correct, or Not capable.
Contact- Establish communication with . Your details have been passed.
As detailed in MATS Part 2, what are the frequencies for the following Medway/Fisher sectors? (8)
Fisher High, Fisher Low, Fisher Hayle, Medway Upper, Chiltern Sector, Medway TC, Fens Sector, Peaks Sector, Wight Upper, Wight Lower.
Fisher High- 132.050 Fisher Low- 135.650 Fisher Hayle- 129.425 Medway Upper- 130.875 Chiltern Sector- 132.600 Medway TC- 123.900 Fens Sector- 128.050 Peaks Sector- 131.200 Wight Upper- 134.450 Wight Lower- 128.275
As detailed in MATS Part 2, name all of the airfields (including the 4 letter designator) contained within or on the boundary of the Tyne Sector. (6)
Longtown- EGXL Polbrook- EGMP Seaton- EGGS Lissett- EGGL Blyton- EGMB Metfield- EGVM
As detailed in MATS Part 2, list all the reporting points in the correct order that an aircraft would fly over on the following routes. Include the reporting point immediately preceding the Tyne sector, and the first reporting point after the aircraft has left the Tyne sector. (6)
L17, L17/T45, T45, L173, L17/L173, T45/L173, T45/L17, UY96, UN9/UL173
L17: ZEBRA-DAR-TYN-OLIVE-GROVE
L17/T45: ZEBRA- DAR-TYN-SWALO-RYE-WIJIN
T45: CHE-SHARK-PEWSI-TYNE-SWALO-RYE-WIJIN
L173: ALLEY-HAYLE-STONE-PEWSI-CHARD-TAV-LEMUR
L17/L173: ZEBRA-DAR-TYNE-STONE-HAYLE-ALLEY
T45/L173: WIJIN-RYE-SWALLOW-TYNE-PEWSI-CHARD-TAV-LEMUR
T45/L17: CHE-SHARK-PEWSI-TYN-OLIVE-GROVE
UY96: SWIFT-TYN-STONE-HAYLE-ALLEY
UN9/UL173: REDEX-CHERRY-STONE-PEWSI-CHARD-TAV-LEMUR
According to MATS Part 2, what classes of airspace exist in the Tyne sector? Include where these different classes of airspace exist. (4)
Class A- Airways below FL195
Class C- All airspace above FL195
Class D- Seaton CTR/CTA
Class G- All airspace below FL195 outside controlled airspace
According to MATS Part 2, state the vertical sectorisation (upper and lower limits) of the following sectors: (7)
Fisher High, Fisher Low, Wight Upper, Wight Lower, Medway TC, Chiltern, Medway Upper.
Fisher High- FL305-660 Fisher Low- DB-FL305 Wight Upper- FL255-660 Wight Lower- DB-FL255 Medway TC- DB-FL175 Chiltern- FL175-255 Medway Upper- FL255-660
According to MATS Part 1, between which flights shall standard separation (vertical or horizontal) be provided? Include arrangements for aircraft in Class F and G airspace. (7)
Standard separation (vertical or horizontal) shall be provided between:
1) All flights in Class A airspace
2) IFR flights in Class C, D and E airspace
3) IFR flights and VFR flights in Class C airspace
4) IFR flights and SVFR flights.
5) Special VFR flights, except where a reduction is authorised by the CAA.
Standard separation shall be provided, in so far as possible, between aircraft that have flight planned to operate on Class F ADR.
In Class G airspace, separation between aircraft is ultimately the responsibility of the pilot; however in providing a Deconfliction Service or Procedural Service, controllers will provide information and advice aimed at achieving a defined deconfliction minima.
According to MATS Part 1, how is lateral separation applied and how is it achieved? (5)
Lateral separation shall be applied so that the distance between aircraft is never less than a specified amount. It is achieved by requiring aircraft to fly on different tracks or in different geographical locations as determined by visual observations or by use of navigational aids.
According to MATS Part 1, how is longitudinal separate applied and how is it achieved? (6)
Longitudinal separation based on either time or distance shall be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minima. It is achieved by requiring aircraft to:
a) Depart at a specified time;
b) Lose or gain time to arrive at a geographical location at a certain time, or
c) Hold over a geographical location until a specified time.
As stated in MATS Part 1, describe the procedure and methods for the validation of Mode A codes. Include in your answer the procedure to be carried out when validation is not possible. (12)
A controller assigning any Mode A code must validate the code by checking as soon as possible, either by direct reference to his display or with the assistance of another controlling agency, that the data displayed corresponds with the code which has been assigned. At units where code Callsign conversion equipment is in use, procedures to ensure the correct correlation of the callsign with the assigned code are to be applied.
The code must be checked by one of the following methods:
1) Instructing the aircraft to squawk the assigned code and observing that the correct numbers appear on the situation display.
2) Instructing the aircraft to ‘squawk IDENT’ and simultaneously checking the code numbers associated with the SSR response.
3) Matching an already identified Position Indication with the assigned code for the flight.
If the code readout does not correspond to that assigned, the pilot is to be instructed to reset the assigned code. Where this fails to achieve display of the assigned code then the pilot is to be instructed to select code 0000. If a corrupt code still exists the pilot should normally be instructed to switch off the transponder. However, the corrupt code may be retained to assist identification and tracking, provided the Mode C has been verified. Associated ATC units are to be informed of the retention of corrupt data.
As stated in MATS Part 1: (9)
a) Describe when, and how, controllers are to verify the accuracy of Mode C data.
b) Detail when a Mode C readout can be assumed to have been verified.
c) What action must a controller take if he observes a discrepancy involving a Mode C readout?
a) Controllers are to verify the accuracy of Mode C data, once the aircraft has been identified and the Mode A validated, by checking that the readout indicates 200 feet or less from the level reported by the pilot. If the aircraft is climbing or descending, the pilot is to be instructed to give a precise report as the aircraft passes through a level.
Verification may be achieved with the assistance of an ATSU with which the aircraft is in contact.
b) If it is associated with a deemed validated Mode A code.
c) There is no requirement to monitor level readouts when Mode C information is not being used to provide vertical separation. However, if a controller observes a discrepancy the pilot is to be asked to confirm his altimeter setting and level. If the discrepancy remains, the pilot is to be instructed to switch off Mode C if independent switching off of Mode C is not possible the pilot is to be instructed to select A0000.
As given in MATS Part 1, state the definition of the following, together with an explanation of the term:
a) Transition Altitude
b) Transition Level (7)
a) The altitude at or below which the vertical position of an aircraft is normally controlled by reference to altitude. Wherever possible there is a common transition altitude for aerodromes within a control zone. Unless otherwise notified the transition altitude for civil aerodromes is 3000ft.
b) The lowest Flight Level available above the transition altitude. Within controlled airspace it is determined by the controlling authority and will normally be based on the QNH of the major aerodrome. Outside controlled airspace it is determined by the Aerodrome Operator and based on the aerodrome QNH.
According to MATS Part 1, under what circumstances may a controller consider a Mode A code to be deemed validated? (4)
Controllers may deem Mode A codes to be validated when it can be ascertained from the Code Assignment Plan that an observed Mode A code has been assigned by a unit capable of validating the code, unless:
a) The code is promulgated as being unvalidated; or
b) The controller has been notified that the code is corrupt.
According to MATS Part 1, how is level occupancy assessed using Mode C? Include in your answer when an aircraft has reached, left, passed and is maintaining a level, and how this information may be displayed. (14)
a) An aircraft may be considered to be at an assigned level provided that the Mode C readout indicates 200 feet or less from that level.
b) An aircraft which is known to have been instructed to climb or descend may be considered to have left a level when the Mode C readout indicates a change of 400 feet or more from that level and is continuing in the anticipated direction.
c) An aircraft climbing or descending may be considered to have passed through a level when the the Mode C readout indicates that the level has been passed by 400 feet or more and continuing in the required direction.
d) An aircraft may be considered to have reached an assigned level when three successive Mode C readouts indicate 200 feet or less from that level.
Mode C information is normally displayed as a Flight Level, but on some ground equipment the vertical position of an aircraft flying below a pre-determined datum is displayed as an altitude.
