Rules & Procedures Flashcards
How is UK airspace divided laterally and vertically?
a. UK airspace, including that over the surrounding waters, is divided into 2 FIRs. Above each of these FIRs is an UIR. These 4 regions are collectively termed the London and Scottish FIRs/UIRs. The airspace boundaries are detailed in RAF FLIPs.
b The London and Scottish FlRs/UIRs are divided vertically into the following bands:
i. UIR. Upper Airspace (UAS) from FL245 to unlimited.
ii. FIR. Lower Airspace (LAS) from surface level to below FL245.
What is controlled airspace?
Airspace of defined dimensions within which an ATC service is provided iaw the airspace classification.
What is the difference between a Control Area and a Control Zone?
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What is a Terminal Control Area (TMA)?
A control zone extends upwards from the surface of the earth to a specified upper limit.
A control area extends upwards from a specified limit above the earth.
A Terminal Control Area normally established at the confluence of ATS Routes in the vicinity of one or more major aerodromes.
What are the methods of crossing an airway available to military ac?
a. Radar Crossing. Call the appropriate ATCRU at least 5 mins before entry. Use last assigned FL in case of an RT failure. Radar Corridors and the ATCRUs are in the BINA ERS.
b. Procedural Crossing. Need a flight plan. Get clearance at least 10 minutes before. The request for clearance should contain:
i. Identification and type.
ii. Position and heading.
iii. Level and flight conditions.
iv. Point of crossing.
v. Desired crossing level.
vi. Estimated time of crossing.
c. In an Emergency. Use an intermediate 500ft level, and report to the parent ATCC on landing.
What are the various classifications of airspace?
i. Class A. In the UK, Class A airspace comprises all airways below FL195 (except where they pass through a Terminal Control Area (TMA or CTA) or CTR of a lower status), the London TMA, the Manchester TMA, the Daventry, Cotswold and Worthing CTAs and the London CTR.
ii. Class B. Not allocated in the UK.
iii. Class C. Within the London and Scottish FIR/UIRs, Class C airspace extends from FL195 to FL660. The UIR contains, inter alia, the HUTA and a network of domestic and international routes for use by GAT. Military upper airspace routes, based on TACAN beacons, are available to OAT operating above FL245.
iv. Class D. Comprises CAS-T; CTAs and/or CTRs surrounding notified aerodromes, including some military aerodromes, together with part of the Scottish TMA.
v. Class E. Comprises the Scottish TMA at and below 6000 ft AMSL and the Belfast TMA.
vi. Class F. Consists of Advisory Routes (ADRs) along which a civil air traffic advisory service is available to participating ac. ADRs in the FIR may pass through, originate from or terminate in CAS. Within CAS, ADRs acquire the status of the surrounding airspace. The UK AIP and RAF FLIPs provide details.
vii. Class G. The remainder of the UK airspace.
A-E are controlled, F&G are uncontrolled
What are the ATC classifications for aerodromes?
a. Military Emergency Diversion Aerodromes (MEDAs). MEDAs should be operated on a continuous basis and provide facilities for the handling of all types of ac. They should be equipped with the appropriate radio and radar approach aids, provide VHF/UHF emergency services and have a minimum runway length of 7000ft.
b. Extended Hours Aerodromes. Extended Hours Aerodromes, in addition to operating to a Command requirement, have extended operating hours to meet additional military diversion commitments. They should be equipped with VHF/UHF communications and radio/or radar approach aids to meet their operational role.
c. Standard Aerodromes. Standard Aerodromes should be operated to a Command requirement. They should be equipped with VHF/UHF communications and radio and/or radar approach aids to meet their operational role.
d. Miscellaneous Aerodromes. Miscellaneous Aerodromes are those at which the flying role requires a lesser scale of VHF/UHF communications and approach aids than is specified for standard aerodromes e.g. relief landing grounds.
e. Aerodromes Abroad. While following the general classifications given in Paragraph 1 above, aerodromes abroad will be provided with emergency and other services according to Aviation Duty Holders and Commanders policy.
What is the vertical extent of an Aerodrome Traffic Zone (ATZ) and, in general terms, its’ lateral dimensions?
Except for any part of the airspace within the ATZ of another aerodrome which is notified as being the controlling aerodrome of a Combined ATZ, the airspace extends from the surface to 2000ft above the aerodrome level and:
a. Where the length of the longest runway is notified as greater than 1850m, within the area bounded by a circle centred on the mid-point of the longest runway and having a radius of 2.5nm.
b. Where the length of the longest runway is 1850m or less, the radius is 2nm. Where this is notified as producing an ATZ extending less than 1.5nm beyond the end of any runway, this radius is increased to 2.5nm.
For what purpose is a Military Air Traffic Zone (MATZ) established?
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What are the dimensions of a MATZ?
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When 2 or more MATZ form a combined MATZ how is the upper limit of each zone in the group measured?
a. MATZs are established at some military aerodromes for the increased protection of traffic in the circuit, approach and climb-out.
b. A 5nm radius of the mid-point of the longest runway, from the surface to 3000ft above aerodrome level. A stub 5nm long, 4nm wide (2nm either side of the centreline) from 1000ft to 3000ft above aerodrome level. In some cases, the stub or stubs may be absent or reduced in size.
c. From the elevation of the higher or highest aerodrome in the group.
What are the operating hours for a MATZ or a CMATZ?
A MATZ is operative when the aerodrome concerned, or in the case of a CMATZ, any one of the aerodromes, is open.
Normally, a Controlling Aerodrome ATC unit for the CMATZ should remain open while any one of the aerodromes in the CMATZ is open for flying.
Alternatively, the Controlling Aerodrome should delegate overall responsibility to the aerodrome remaining open, including arrangements for operating the CMATZ frequency.
What status does a MATZ have to military and civilian pilots?
At certain military aerodromes a MATZ is established to provide a volume of airspace within which increased protection may be given to ac in the critical stages of circuit, approach and climb-out.
A MATZ acquires the status of the airspace classification within which it lies; however, additional mandatory ATC requirements are invariably specified for military pilots. In the airspace outside the ATZ, observation of MATZ procedures is not compulsory for civil pilots.
What are the Quadrantal rules in the UK?
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Are Quadrantal rules mandatory for VFR traffic above 3000 ft?
AND (AREA ONLY)
What are the Semi-circular rules in the UK?
Within the UK, an ac in level flight under IFR between 3000 ft amsl and FL195 outside CAS, or within an active TRA between FL195-245, should be flown at a level appropriate to its magnetic track in accordance with the Quadrantal Rules listed below:
Magnetic Track Cruising Level
000 - 089 Odd thousands of ft
090 - 179 Odd thousands of ft + 500 Expressed
180 - 269 Even thousands of ft as FLs.
270 - 359 Even thousands of ft +500
NB Don’t put 2 ‘e’s together (Even/East)
Note: Neither FL195 nor FL245 are to be allocated as cruising levels.
Quadrantal rules are not mandatory. Pilots are advised to fly at such FLs whenever possible in the interests of flight safety.
AREA ONLY SEMI CIRCULAR RULES: Above FL195. Within the UK Class C airspace between FL195 and FL660, an ac under IFR in level flight will normally be expected to fly at a level appropriate to its magnetic track iaw the rules listed below. Notwithstanding the above, and in recognition of the need to provide the appropriate vertical separation against ac flying at RVSM levels, ac may be cleared to fly at a different level by ATC for separation purposes. Semi-circular rules are as follows:
Above FL195, Below FL290:
Magnetic Track Cruising Level
000 - 179 FLs 210, 230, 250 and 270
180 - 359 FLs 200, 220, 240, 260 and 280
At or Above FL290, Below FL 410. Within RVSM designated airspace Single Alternate Flight Levels separated by 1000ft based on magnetic track:
Magnetic Track Cruising Level
000 - 179 Odd Numbered Flight Levels
180 - 359 Even Numbered Flight Levels.
At or above FL410: Flight Levels separated by 2000ft from FL410 to FL660.
What constitutes IFR outside CAS within the UK?
Above 3000ft amsl, pilots should select cruising levels according to the quadrantal or semi-circular rule as applicable, based on the standard altimeter setting 1013.2 hPa, unless they are flying in conformity with instructions from ATC, HM Ships or an ASACS Unit.
Note: Throughout any period of level flight above the transition altitude, other than at a Flight Level, the aircraft should be in receipt of a radar service or carrying out a holding procedure established in relation to an airfield.
What constitutes VFR within the UK?
Within the UK, VFR are as follows:
a. Avoidance of Collision. Pilots should maintain safe separation from other traffic.
b. Flight Conditions. The ac should remain in weather conditions which satisfy the VMC minima specified in the MMATM.
What are the rules of the air regarding:
Ac Converging?
Subject to the provisions of b and c below, ac in the air should give way to other converging ac as follows:
powered ac should give way to ac towing other ac or objects;
flying machines should give way to airships, gliders and balloons;
airships should give way to gliders and balloons;
gliders should give way to balloons.
Subject to these conditions, when 2 ac are converging in the air at approximately the same altitude, the ac that has the other on its right should give way.
What are the rules of the air regarding:
Ac head on
When 2 ac are approaching head-on or approximately so and there is a danger of collision, each should alter course to the right.
What are the rules of the air regarding:
Overtaking
An ac that is being overtaken in the air should have the right of way, and the overtaking ac, whether climbing, descending or in horizontal flight, should keep out of the way of the other ac by altering course to the right, and shall not cease to keep out of the way of the other ac until that other ac has been passed and is well clear, notwithstanding any change in the relative positions of the 2 ac. A glider, however, overtaking another glider in the UK can alter its course to the right or the left.
What are the rules of the air regarding:
Ac landing
An ac while landing, or on the final approach to land, should have the right of way over other ac in flight or on the ground or water.
What are the rules of the air regarding:
Right-hand traffic rule?
An ac flying within the UK in sight of the ground and following a road, railway, canal or coastline or any other line of landmarks, should keep such line of landmarks on its left. Occasional exceptions to this rule exist; they should be included in local orders when appropriate.
A brief pause.
I know you’re stressed, keep going, It’ll all be over soon.
