Section 1, Chapter 11 - Traffic Information & Co-ordination Between ATS Personnel Flashcards
What is the purpose and nature of traffic information in air traffic services?
Traffic information in air traffic services is information about aircraft relevant to service provision. Its purpose is to help determine necessary actions to achieve or maintain required separation. It does not imply a commitment to an agreed course of action and may become obsolete due to the dynamic air traffic environment.
If co-ordination is needed after receiving traffic information, the controller should use the term “request co-ordination” and follow the specified verbal procedure.
What is the definition and responsibility of co-ordination in air traffic services?
Co-ordination in air traffic services is the act of negotiation between two or more parties with the authority to make executive decisions. It is achieved when the parties agree on a course of action based on known intelligence. One of the controllers involved may be responsible for obtaining the agreement and ensuring the implementation of the agreed course of action.
What should controllers be aware of regarding co-ordination between parties in air traffic services?
Controllers should be aware that co-ordination can involve aircraft that are either currently receiving or about to receive an air traffic service.
Under what conditions can a controller carry out co-ordination on behalf of another controller?
A controller can carry out co-ordination on behalf of another controller if the traffic situation and available time allow the represented controller to implement the agreed actions.
What are the methods of achieving co-ordination in air traffic services?
Co-ordination in air traffic services can be achieved by:
- Tactical Co-ordination: This involves the co-ordination of individual aircraft by controllers providing or about to provide an ATS. It can be done verbally (face-to-face or over a landline) or silently using an electronic data communications system, as detailed in MATS Part 2 and Unit Military Procedures.
- Standing Co-ordination: This is automatically implemented on a permanent basis without communication between controllers. It follows a written agreement between the units or sectors involved and is valid only for the aircraft and circumstances specified in MATS Part 2.
What are the steps involved in the “Request Co-ordination” verbal procedure for controllers?
When requesting co-ordination, a controller should:
- Make verbal contact with the appropriate controller, identify themselves, and start the dialogue with “Request Co-ordination.”
- Refer to their aircraft and the aircraft involved in the co-ordination in the order most appropriate to the situation.
- Propose a course of action and obtain a clear decision on that proposal. Before ending the call, both parties must clearly state the action required for their aircraft to achieve the agreed course of action. For instance, the correct response to a request for an aircraft to maintain FL120 is, “My traffic maintaining FL120.” A response like “Roger” is not acceptable.
What additional information must be included in the co-ordination message when co-ordinating aircraft within RVSM designated airspace?
When co-ordinating aircraft within RVSM designated airspace, the RVSM approval status of the individual aircraft involved must be included in the co-ordination message, unless the status is known to be self-evident to both controllers.
How should the proposed course of action to achieve separation be expressed during co-ordination?
The proposed course of action to achieve separation must be expressed in unambiguous terms. A statement that no action will be taken can constitute an agreement, but both controllers are still required to explicitly state the actions required of their aircraft.
What precautions should be taken when co-ordinating climbing or descending aircraft?
When co-ordinating climbing or descending aircraft, great care must be taken to ensure accurate information is given and any agreement considers the actual or proposed flight profile and cleared level. Controllers may use horizontal separation until a flight profile provides adequate vertical separation and must closely monitor aircraft tracks and levels. Mode C indications can be used for expeditious step climbs/descents while maintaining required separation.
What are the considerations for traffic receiving a service outside controlled airspace?
In Class F/G airspace, controller instructions to IFR/VFR flights are not mandatory but rely on pilot compliance to enhance safety. Key considerations include:
- Tactical Co-ordination: Controllers decide and initiate tactical co-ordination as needed and should not rely on others unless specified in MATS Part 2.
- Deconfliction/Procedural Service: Pilots must obtain approval before changing heading/track or level, allowing co-ordination in both lateral and vertical planes without prior pilot recourse.
- Traffic Service: Pilots must advise and receive a response before changing level, route, or heading, enabling vertical co-ordination and lateral co-ordination for aircraft with an ATC heading without pilot recourse.
- Basic Service: Pilots can change level, heading, or route without advising the controller unless an agreement is made. Conditions for co-ordination include:
1. Aircraft identification must be maintained.
2. Pilot agreement to maintain the required profile.
3. Agreed horizontal limits for manoeuvring aircraft or those following a route.
What are the rules regarding the penetration of airspace by aircraft receiving an ATS?
Aircraft receiving an ATS from an ATC unit must not penetrate the airspace of another unit without prior co-ordination. The responsibility for initiating co-ordination lies with the transferring unit’s controller, who must comply with any conditions set by the accepting controller. Certain CAA-approved units are allowed to operate within controlled airspace without prior co-ordination.
What is required if the first reporting point after take-off is in an adjoining area?
An approval request must be made to the adjoining ACC and coordination achieved before clearance is given to the aircraft, unless the requirement has been waived by the CAA.
