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010 07 01 00 ICAO Annex 11 — Air Traffic Services
010 07 01 01 Definitions
(01) X Recall the definitions given in ICAO Annex 11.
Source: ICAO Annex 11, Chapter 1 Definitions
010 07 01 02 General
(01) X State the objectives of ATS.
- Prevent collisions between aircraft
- prevent collisions between aircraft and other stuff on the ground
- Expedite and maintain an orderly flow of traffic
- Provide advice and information for the safe and efficient conduct of flights.
- Notify and assist appropriate organisations regarding aircraft in distress
Source: ICAO Annex 11, Chapter 2, 2.2 Objectives of ATS
(02) X Describe the three basic types of ATS.
Source: ICAO Annex 11, Chapter 2, 2.3 Divisions of the air traffic services
(03) X Describe the three basic types of ATC services.
Source: ICAO Annex 11, Chapter 2, 2.3 Divisions of the air traffic services
(04) State on which frequencies a pilot can expect ATC to contact them in case of an emergency.
Source: ICAO Annex 11, Chapter 2, 2.25 In-flight contingencies
(05) Describe the procedure for the transfer of an aircraft from one ATC unit to another.
- Departing;
- When aircraft leaves vicinity of aerodrome,
- before IMC,
- after becoming airborne (IFR)
- At some other appointment position or level.
- Arriving
- In the aerodrome’s vicinity when approach and landing can be completed with the ground in sight or uninterrupted VMC.
- Some other agreed point.
- Has landed.
Source: ICAO Annex 11, Chapter 3, 3.6.1 Transfer of responsibility for control
010 07 01 03 Airspace
(01) Describe the purpose for establishing flight information regions (FIRs) including upper flight information regions (UIRs).
When ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be provided.
Source: ICAO Annex 11, Chapter 2: 2.10; 2.11
(02) Describe the various rules and services that apply to the various classes of airspace.
Class A. IFR flights only are permitted, all flights are provided with air traffic control service and are separated from each other.
Class B. IFR and VFR flights are permitted, all flights are provided with air traffic control service and are separated from each other.
Class C. IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights.
Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic infor- mation in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.
Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical. Class E shall not be used for control zones.
Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested.
Note.— Where air traffic advisory service is implemented, this is considered normally as a temporary measure only until such time as it can be replaced by air traffic control. (See also PANS-ATM, Chapter 9.)
Class G. IFR and VFR flights are permitted and receive flight information service if requested.
Source: ICAO Annex 11, Chapter 2, 2.6 Classification of airspaces and Annex 11, Appendix 4
(03) Explain which airspace shall be included in an FIR or UIR.
(04) State the designation for those portions of the airspace where flight information service (FIS) and alerting service shall be provided.
When it has been determined that air traffic services will be provided in particular portions of the airspace or at particular aerodromes, then those portions of the airspace or those aerodromes shall be designated in relation to the air traffic services that are to be provided.
Source: ICAO Annex 11, Chapter 2, 2.5 Designation of the portions of the airspace and controlled aerodromes where air traffic services will be provided
(05) State the designations for those portions of the airspace where ATC services shall be provided.
Source: ICAO Annex 11, Chapter 2, 2.5 Designation of the portions of the airspace and controlled aerodromes where air traffic services will be provided
(06) Identify whether or not control areas (CTAs) and control zones (CTRs) designated within an FIR shall form part of that FIR.
Source: ICAO Annex 11, Chapter 2, 2.5 Designation of the portions of the airspace and controlled aerodromes where air traffic services will be provided
(07) State the lower limit of a CTA as far as ICAO Standards are concerned.
Source: ICAO Annex 11, Chapter 2, 2.11.3 Control areas
(08) State whether or not the lower limit of a CTA has to be established uniformly.
Source: ICAO Annex 11, Chapter 2, 2.11.3 Control areas
(09) Explain why a UIR or upper CTA should be delineated to include the upper airspace within the lateral limits of a number of lower FIRs or CTAs.
Source: ICAO Annex 11, Chapter 2, 2.11.4 Flight information regions or control areas in the upper airspace
(10) Describe in general the lateral limits of CTRs.
Source: ICAO Annex 11, Chapter 2, 2.11.5 Control zones
(11) State the minimum extension (in NM) of the lateral limits of a CTR.
Source: ICAO Annex 11, Chapter 2, 2.11.5 Control zones
(12) State the upper limits of a CTR located within the lateral limits of a CTA.
Source: ICAO Annex 11, Chapter 2, 2.11.5 Control zones
010 07 01 04 Air traffic control (ATC) services
(01) Name all classes of airspace in which ATC services shall be provided.
Source: ICAO Annex 11, Chapter 3, 3.1 Application
(02) Name the ATS units providing ATC services
Source: ICAO Annex 11, Chapter 3, 3.2 Provision of air traffic control service
(03) Describe which unit(s) may be assigned with the task to provide specified services on the apron.
Source: ICAO Annex 11, Chapter 3, 3.2 Provision of air traffic control service
(04) State the purpose of clearances issued by an ATC unit.
Source: ICAO Annex 11, Chapter 3, 3.3 Operation of air traffic control service
(05) List the various (five possible) parts of an ATC clearance.
- Aircraft ID as flight plan.
- Limit of clearance.
- Authorised route
- The level(s) for the entire or part of route.
- Anything else, e.g expiry
Source: ICAO Annex 11, Chapter 3, 3.7.1 Contents of clearances
(06) Explain why the movement of persons, vehicles and towed aircraft on the manoeuvring area of an AD shall be controlled by the aerodrome control tower (TWR) (as necessary).
To avoid hazard to them or to aircraft landing, taxiing or taking off.
Source: ICAO Annex 11, Chapter 3, 3.8 Control of persons and vehicles at aerodromes, 3.8.1
010 07 01 05 Flight information service (FIS)
(01) X State for which aircraft FIS shall be provided.
Flight information service shall be provided to all aircraft which are likely to be affected by the information and which are:
a) provided with air traffic control service; or
b) otherwise known to the relevant air traffic services units.
Source: ICAO Annex 11, Chapter 4, 4.1 Application
(02) X State whether or not FIS shall include the provision of pertinent significant meteorological information (SIGMET) and air meteorological information report (AIRMET) information.
Source: ICAO Annex 11, Chapter 4, 4.2 Scope of flight information service
(03) X State which information FIS shall include in addition to SIGMET and AIRMET information.
- Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds;
- Information concerning the release into the atmosphere of radioactive materials or toxic chemicals;
- Information on changes in the serviceability of navigation aids;
- Information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water;
- Information on unmanned free balloons;
….and of any other information likely to affect safety.
Source: ICAO Annex 11, Chapter 4, 4.2 Scope of flight information service
(04) X Indicate which other information the FIS shall include in addition to the special information given in Annex 11.
- Weather conditions reported or forecast at departure, destination and alternate aerodromes;
- Collision hazards, to aircraft operating in airspace Classes C, D, E, F and G;
- For flight over water areas, in so far as practicable and when requested by a pilot, any available information such as radio call sign, position, true track, speed, etc., of surface vessels in the area.
Source: ICAO Annex 11, Chapter 4, 4.2 Scope of flight information service, 4.2.2 Note 2 and Attachment B
(05) X State the meaning of the acronym ‘ATIS’ in plain language. Source: ICAO Annex 11, Chapter 4, 4.3.4 Voice-automatic terminal information service (Voice-ATIS) broadcasts
(06) List the basic information concerning automatic terminal information service (ATIS) broadcasts
- Continuous broadcast
- Usually dedicated VHF frequency or on a VOR – NOT ILS
- Updated on change
- May cover clutch aerodromes
- <30 seconds
- Prepare by ATSU at the aerodrome.
Source: ICAO Annex 11, Chapter 4, 4.3.4 Voice-automatic terminal information service (Voice-ATIS) broadcasts
(07) State the content of an ATIS message.
- Aerodrome name and arrival or departure indicator
- Contract Type eg D-ATIS
- Designator
- Time
- Runway and Approach
- Significant surface conditions
- Delays
- Transition level
- Operation information
- Surface wind MAGNETIC and variations and visibility or RVR
- Present weather and if cumulous are present in the club out area and the trend.
- Cloud below 5000 ft or below highest MSA whichever is greater.
- If sky is obscured plus vertical visibility if required.
- Temperature and dew point.
- Altimeter settings
Source: ICAO Annex 11, Chapter 4, 4.3.7 ATIS for arriving and departing aircraft
(08) State the reasons and circumstances when an ATIS message shall be updated.
Source: ICAO Annex 11, Chapter 4, 4.3.6 Automatic terminal information service (voice and/or data link)
010 07 01 06 Alerting service
(01) State who provides the alerting service.
Source: ICAO Annex 11, Chapter 2, 2.10 Establishment and designation of the units providing air traffic services
(02) State who is responsible for initiating the appropriate emergency phase.
Source: ICAO Annex 11, Chapter 5 Alerting service
(03) State the aircraft to which alerting service shall be provided.
All provided with an ATC service
Aircraft with a flight plan or known
Any aircraft believed to be subject to unlawful interference.
Source: ICAO Annex 11, Chapter 5 Alerting service
(04) State which unit shall be notified by the responsible ATS unit immediately when an aircraft is considered to be in a state of emergency.
Flight information centre or area control centre
Source: ICAO Annex 11, Chapter 5 Alerting service
(05) Name the three stages of emergency and describe the basic conditions for each kind of emergency.
- Uncertainty (INCERFA)
- Alert (ALERFA)
- Distress (DETRESFA)
Source: ICAO Annex 11, Chapter 5 Alerting service
(06) X State the meaning of the expressions ‘INCERFA’, ‘ALERFA’ and ‘DETRESFA’.
- Uncertainty (INCERFA) (2)
- No communication up to 30 minutes after time expected.
- Fails to arrive within 30 minutes of ETA or ATC estimated ETA (latest)
- Attempts to contact fail or no other news.
- Fails to land within 5 minutes of estimated Landin time with no communication.
- Information that the operating efficiency has been impaired.
- Known or believed to be subject to unlawful interference.
- All attempts to contact have failed or enquiries suggest distress.
- Fuel onboard exhausted or insufficient to reach destination.
- Aircraft likely to be compelled to make a forced landing.
Source: ICAO Annex 11, Chapter 5 Alerting service
(07) X State the information to be provided to those aircraft that operate in the vicinity of an aircraft that is either in a state of emergency or unlawful interference.
5.6.1 When it has been established by an air traffic services unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved shall, except as provided in 5.6.2, be informed of the nature of the emergency as soon as practicable.
5.6.2 When an air traffic services unit knows or believes that an aircraft is being subjected to unlawful interference, no reference shall be made in ATS air-ground communications to the nature of the emergency unless it has first been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation.
Source: ICAO Annex 11, Chapter 5 Alerting service
010 07 01 07 Principles governing required navigation performance (RNP) and air traffic service (ATS) route designators
(01) State the meaning of the acronym ‘RNP’.
Source: ICAO Annex 11, Chapter 1 Definitions
(02) State the factors that RNP is based on.
A statement of the navigation performance necessary for operation within a defined airspace.
For example Atlantic crossing requires less accuracy then when on final approach..
Note.— Navigation performance and requirements are defined for a particular RNP type and/or application.
Source: ICAO Annex 11, Chapter 1 Definitions
(Navigation specification)
(03) X
Describe the reason for establishing a system of route designators and navigation specifications.
The purpose of a system of route designators and required navigation performance (RNP) type(s) applicable to specified ATS route segment(s), route(s) or area is to allow both pilots and ATS, taking into account automation requirements:
- a) to make unambiguous reference to any ATS route without the need to resort to the use of geographical coordinates or other means in order to describe it;
- b) to relate an ATS route to a specific vertical structure of the airspace, as applicable;
- c) to indicate a required level of navigation performance accuracy, when operating along an ATS route or within a specified area; and
- d) to indicate that a route is used primarily or exclusively by certain types of aircraft.
Source: ICAO Annex 11, Appendix 1, 1. Designators for ATS routes and navigation specifications
(04) State whether or not a prescribed RNP type is considered an integral part of the ATS route designator.
Source: ICAO Annex 11, Appendix 1, 1. Designators for ATS routes and navigation specifications
(05) Explain the composition of an ATS route designator.
U (Upper or other types of airspace) Z (RNAV route or not) 270 (Up to 3 digits) F (Advisory or information services only)
Source: ICAO Annex 11, Appendix 1, 2. Composition of designator (not to the extent of memorising the codes in 2.2.1)
010 07 02 00 ICAO Doc 4444 — Air Traffic Management
010 07 02 01 Foreword (Scope and purpose)
(01) State which ATS units provide clearances that do, and do not, include the prevention of collision with terrain.
Source: ICAO Doc 4444, Foreword, 2 Scope and purpose, 2.1
010 07 02 02 Definitions
(01) X Recall all definitions given in ICAO Doc 4444 except the following:
- accepting unit/controller,
- AD taxi circuit,
- aeronautical fixed service (AFS),
- aeronautical fixed station,
- air-taxiing, allocation,
- approach funnel,
- assignment,
- data convention,
- data processing,
- discrete code,
- D-value,
- flight status,
- ground effect,
- receiving unit/controller,
- sending unit/controller,
- transfer of control point,
- transferring unit/controller,
- unmanned free balloon.
Source: ICAO Doc 4444, Chapter 1 Definitions
010 07 02 03 ATS system capacity and air traffic flow management (ATFM)
(01) X Explain when and where ATFM services shall be implemented.
Source: ICAO Doc 4444, Chapter 3, 3.2 Air traffic flow management, 3.2.1 General
010 07 02 04 General provisions for air traffic services (ATS)
(01) X Describe who is responsible for the provision of flight information and alerting services within an FIR, within controlled airspace and at controlled ADs.
- a) within a flight information region (FIR): by a flight information centre, unless the responsibility for providing such services is assigned to an air traffic control unit having adequate facilities for the exercise of such responsibilities;
- b) within controlled airspace and at controlled aerodromes: by the relevant air traffic control units.
Source: ICAO Doc 4444, Chapter 4, 4.2 Responsibility for the provision of flight information service and alerting service
010 07 02 05 ATC clearances
(01) State which information the issue of an ATC clearance is based on.
Source: ICAO Doc 4444, Chapter 4, 4.5 Air traffic control clearances, 4.5.1 Scope and purpose
(02) Describe what a PIC should do if an ATC clearance is not suitable.
Source: ICAO Doc 4444, Chapter 4, 4.5 Air traffic control clearances, 4.5.1 Scope and purpose
(03) State who bears the responsibility for adhering to the applicable rules and regulations whilst flying under the control of an ATC unit.
Source: ICAO Doc 4444, Chapter 4, 4.5 Air traffic control clearances, 4.5.1 Scope and purpose
(04) X State the two primary purposes of clearances issued by ATC units.
Source: ICAO Doc 4444, Chapter 4, 4.5 Air traffic control clearances, 4.5.1 Scope and purpose
(05) State why clearances must be issued ‘early enough’ to aircraft.
Source: ICAO Doc 4444, Chapter 4, 4.5 Air traffic control clearances, 4.5.1 Scope and purpose
(06) Explain what is meant by the expression ‘clearance limit’.
Source: ICAO Doc 4444, Chapter 4, 4.5.7 Description of air traffic control clearances, 4.5.7.1 Clearance limit
(07) Explain the meaning of the phrases ‘cleared via flight planned route’,
Source: ICAO Doc 4444, Chapter 4, 4.5.7 Description of air traffic control clearances, 4.5.7.2 Route of flight
(08) List which items of an ATC clearance shall always be read back by the flight crew.
- ATC route clearance.
- Clearances and instructions to;
- Enter
- Land on
- Take off from
- Hold short of
- Cross
- Taxi
- Backtrack
Source: ICAO Doc 4444, Chapter 4, 4.5.7.5 Readback of clearances
010 07 02 06 Horizontal speed control instructions
(01) Explain the reason for speed control by ATC.
Source: ICAO Doc 4444, Chapter 4, 4.6 Horizontal speed control instructions, 4.6.1 General
(02) X Define the maximum speed changes that ATC may impose.
- 4.6.3.3 Speed reductions to less than 460 km/h (250 kt) IAS for turbojet aircraft during initial descent from cruising level should be applied only with the concurrence of the flight crew.
- 4.6.3.6 Only minor speed adjustments not exceeding plus/minus 40 km/h (20 kt) IAS should be used for aircraft on intermediate and final approach.
Source: ICAO Doc 4444, Chapter 4, 4.6.3 Descending and arriving aircraft
(03) State within what distance from the THR the PIC should not expect any kind of speed control.
- 4.6.3.7 Speed control should not be applied to aircraft after passing a point 7 km (4 NM) from the threshold on final approach.
Source: ICAO Doc 4444, Chapter 4, 4.6.3 Descending and arriving aircraft
010 07 02 07 Change from IFR to VFR flight
(01) Explain how the change from IFR to VFR can be initiated by the PIC.
Source: ICAO Doc 4444, Chapter 4, 4.8 Change from IFR to VFR flight
(02) Describe the expected reaction of the appropriate ATC unit upon a request to change from IFR to VFR.
Source: ICAO Doc 4444, Chapter 4, 4.8 Change from IFR to VFR flight
010 07 02 08 Wake turbulence
(01) State the wake-turbulence categories of aircraft.
- Super (J) – MCTOM > 136 000 kg (Categorised in ICAO Doc 8643)
- Heavy (H) – MCTOM > 136 000 kg
- Medium (M) – MCTOM <136 000 kg but >7 000 kg
- Light (L) – MCTOM <7 000 kg
Source: ICAO Doc 4444, Chapter 4, 4.9.1 Wake turbulence categories of aircraft
(02) State the wake-turbulence separation minima. CHART TO COME
Chart to come.
Source:
ICAO Doc 4444, Chapter 5, 5.8 Time-based wake turbulence longitudinal separation minima;
ICAO Doc 4444, Chapter 8, 8.7.3.4 (table of distance-based wake turbulence separation minima) and 8.7.3.4.1 (appropriate conditions for application)
(03) Describe how a ‘heavy’ aircraft shall indicate this in the initial radiotelephony contact with ATS.
Source: ICAO Doc 4444, Chapter 4, 4.9.2 Indication of heavy wake turbulence category
010 07 02 09 Altimeter-setting procedures
(01) Define the following terms:
— TRL;
— transition layer; and
— TA.
Source: ICAO Doc 4444, Chapter 1 Definitions
(02) Describe how the vertical position of an aircraft in the vicinity of an AD shall be expressed at or below the TA, at or above the TRL, and while climbing or descending through the transition layer.
4.10.1.1 For flights in the vicinity of aerodromes and within terminal control areas the vertical position of aircraft shall, except as provided for in 4.10.1.2, be expressed in terms of altitudes at or below the transition altitude and in terms of flight levels at or above the transition level. While passing through the transition layer, vertical position shall be expressed in terms of flight levels when climbing and in terms of altitudes when descending.
Source: ICAO Doc 4444, Chapter 4, 4.10.1 Expression of vertical position of aircraft
(03) Describe when the HGT of an aircraft using QFE during an NDB approach is referred to the landing THR instead of the AD elevation.
4.10.1.2 When an aircraft which has been given clearance to land is completing its approach using atmospheric pressure at aerodrome elevation (QFE), the vertical position of the aircraft shall be expressed in terms of height above aerodrome elevation during that portion of its flight for which QFE may be used, except that it shall be expressed in terms of height above runway threshold elevation:
No mention of NDB??
Source: ICAO Doc 4444, Chapter 4, 4.10.1 Expression of vertical position of aircraft
(04) State in which margin altimeter settings provided to aircraft shall be rounded up or down.
4.10.4.7 Altimeter settings provided to aircraft shall be rounded down to the nearest lower whole hectopascal.
Source: ICAO Doc 4444, Chapter 4, 4.10.4 Provision of altimeter setting information
(05) Describe the expression ‘lowest usable FL’.
Source: ICAO Doc 4444, Chapter 4, 4.10.4 Provision of altimeter setting information
(06) Determine how the vertical position of an aircraft on an en- route flight is expressed at or above the lowest usable FL and below the lowest usable FL.
4.10.1.3 For flights en route, the vertical position of aircraft shall be expressed in terms of:
- a) flight levels at or above the lowest usable flight level; and
- b) altitudes below the lowest usable flight level;
Source: ICAO Doc 4444, Chapter 4, 4.10.1 Expression of vertical position of aircraft
(07) State who establishes the TRL to be used in the vicinity of an AD.
Source: ICAO Doc 4444, Chapter 4, 4.10.2 Determination of the transition level
(08) Decide how and when a flight crew member shall be informed about the TRL.
Source: ICAO Doc 4444, Chapter 4, 4.10.4 Provision of altimeter setting information
(09) State whether or not the pilot can request TRL to be included in the approach clearance.
Source: ICAO Doc 4444, Chapter 4, 4.10.4 Provision of altimeter setting information
010 07 02 10 Position reporting
(01) Describe when position reports shall be made by an aircraft flying on routes defined by designated significant points.
Source: ICAO Doc 4444, Chapter 4, 4.11.1 Transmission of position reports, 4.11.1.1
(02) List the six items that are normally included in a voice position report.
- Aircraft ID
- Position
- Time
- Level
- Next
- Ensuing significant point.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
(03) X State the requirements for using a simplified position report with FL, next position (and time-over) and ensuing significant points omitted.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
(04) State the item of a position report which must be forwarded on to ATC with the initial call after changing to a new frequency.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
(05) Indicate the item of a position report which may be omitted if secondary surveillance radar (SSR) Mode C is used.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
(06) Explain in which circumstances the airspeed should be included in a position report.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
(07) Explain the meaning of the acronym ‘ADS’.
(08) Describe which expression shall precede the level figures in a position report if the level is reported in relation to 1013.2 hPa (standard pressure).
Source: ICAO Doc 4444, Chapter 4, 4.5.7.5 Readback of clearances; ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice position reports
010 07 02 11 Reporting of operational and meteorological information
(01) List the occasions when special air-reports shall be made.
- a) moderate or severe turbulence; or
- b) moderate or severe icing; or
- c) severe mountain wave; or
- d) thunderstorms, without hail that are obscured, embedded, widespread or in squall lines; or
- e) thunderstorms, with hail that are obscured, embedded, widespread or in squall lines; or
- f) heavy duststorm or heavy sandstorm; or
- g) volcanic ash cloud; or
- h) pre-eruption volcanic activity or a volcanic eruption.
Note.— Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity which could presage a volcanic eruption.
In addition, in the case of transonic and supersonic flight:
- i) moderate turbulence; or
- j) hail; or
- k) cumulonimbus clouds.
Source: ICAO Doc 4444, Chapter 4, 4.12.3 Contents of special air-reports 4.12.3.1 (a to k inclusive)
010 07 02 12 Separation methods and minima
(01) Explain the general provisions for the separation of controlled air traffic.
- Horizontal may be longitudinal or lateral or both.
- Required amount depends on the circumstances.
- Minima assume a certain level of equipment capability.
- Where the failure or degradation affects the separation minimum currently being employed, the controller shall take action to establish another appropriate type of separation or separation minimum.
Source: ICAO Doc 4444, Chapter 5, 5.2.1 General and 5.2.2 Degraded aircraft performance
(02) X Name the different kinds of separation used in aviation.
Source:
ICAO Doc 4444, Chapter 5;
ICAO Annex 11, Chapter 3, 3.5.2
(03) State the difference between the type of separation provided within the various classes of airspace and the various types of flight.
- 5.2.1.1 Vertical or horizontal separation shall be provided:
- a) between all flights in Class A and B airspaces;
- b) between IFR flights in Class C, D and E airspaces;
- c) between IFR flights and VFR flights in Class C airspace;
- d) between IFR flights and special VFR flights; and
- e) between special VFR flights, when so prescribed by the appropriate ATS authority;
except, for the cases under b) above in airspace Classes D and E, during the hours of daylight when flights have been cleared to climb or descend subject to maintaining own separation and remaining in visual meteorological conditions. Conditions applicable to the use of this procedure are contained in Section 5.9.
Source: ICAO Doc 4444, Chapter 5, 5.2 Provisions for the separation of controlled traffic
(04) State who is responsible for the avoidance of collision with other aircraft when operating in VMC.
Source: ICAO Doc 4444, Chapter 5, 5.9 Clearances to fly maintaining own separation while in VMC
(05) Describe how vertical separation is obtained.
Source: ICAO Doc 4444, Chapter 5, 5.3.1 Vertical separation application
(06) State the required vertical separation minimum.
- <FL290: 1000 ft
- >FL290: 2000 ft
Source: ICAO Doc 4444, Chapter 5, 5.3.2 Vertical separation minimum
(07) Describe how the cruising levels of aircraft flying to the same destination and in the expected approach sequence are correlated with each other.
Source: ICAO Doc 4444, Chapter 5, 5.3.3 Assignment of cruising levels for controlled flights
(08) Name the conditions that must be adhered to when two aircraft are cleared to maintain a specified vertical separation between them during climb or descent.
- Direct communication with each other.
- Both agree.
Source: ICAO Doc 4444, Chapter 5, 5.3.4 Vertical separation during climb or descent
(09) State the two main methods for horizontal separation.
- Lateral
- Longitudinal
Source: ICAO Doc 4444, Chapter 5
(10) Describe how lateral separation of aircraft at the same level may be obtained.
Source: ICAO Doc 4444, Chapter 5, 5.4.1 Lateral separation, 5.4.1.1.2
(11) Explain the term ‘geographical separation’.
Source: ICAO Doc 4444, Chapter 5, 5.4.1 Lateral separation
(12) Describe track separation between aircraft using the same navigation aid or method.
- VOR: diverging radials >15° and one aircraft it >15 nm from the facility.
- NDB: Both on tracks to or from diverge by 30° and one aircraft is >15 nm from the facility.
- GNSS/GNSS: each aircraft is on a track with zero offset between two waypoints.. at least one is >15 nm up to FL190 or 23 nm about FL200 from a common point.
- VOR/GNSS: The aircraft singing the VOR is on a radial to or from the VOR. The one using GNSS is on a track with zero offset between two waypoints. At least one is >15 nm or >23 nm.
Source: ICAO Doc 4444, Chapter 5, 5.4.1.2 Lateral separation criteria and minima, 5.4.1.2.1.2
(13) Describe the three basic means for the establishment of longitudinal separation.
- Depart at a specific time.
- Arrive over a geographical location at a specified time.
- Hold over a geographical location at a specified time.
Source: ICAO Doc 4444, Chapter 5, 5.4.2
(14) State the minimum standard horizontal radar separation in NM.
Source: ICAO Doc 4444, Chapter 5
(15) Describe the method of the Mach number technique.
- Each aircraft maintains ATC specifies mach number.
- Must have reported over the same reporting point and must be be on the same track or diverging tracks (unless ADS or radar is used for surveillance)
- Co-speed: Minimum interval is 10 minutes.
- Minimum time interval the faster the leading aircraft is, down to 5 minutes.
Source: ICAO Doc 4444, Chapter 5, 5.4.2.4 Longitudinal separation minima with mach number technique based on time
010 07 02 13 Separation in the vicinity of aerodromes (ADs)
(01) Describe the expression ‘essential local traffic’.
Source: ICAO Doc 4444, Chapter 6, 6.2 Essential local traffic
(02) State which possible decision the PIC may choose to take if they are asked to accept take-off in a direction which is not ‘into the wind’.
Source: ICAO Doc 4444, Chapter 6, 6.3.3 Departure sequence
(03) State the condition to enable ATC to initiate a visual approach for an IFR flight.
- The pilot can maintain visual reference to terrain.
- Report ceiling is at or above the level of the beginning of the initial approach segment.
- The pilot reports at the beginning of the initial approach segment that conditions permit a visual approach and landing.
Source: ICAO Doc 4444, Chapter 6, 6.5.3 Visual approach, 6.5.3.1
(04) State whether or not separation shall be provided by ATC between an aircraft executing a visual approach and other arriving or departing aircraft.
Source: ICAO Doc 4444, Chapter 6, 6.5.3 Visual approach, 6.5.3.4
(05) State in which case, when the flight crew are not familiar with the instrument approach procedure being carried out, only the final approach track has to be given to them by ATC.
Source: ICAO Doc 4444, Chapter 6, 6.5.4 Instrument approach
(06) Describe which FL should be assigned to an aircraft first arriving over a holding fix for landing.
Source: ICAO Doc 4444, Chapter 6, 6.5.5 Holding
(07) State which kinds of priority can be applied to aircraft for a landing. (4)
- Any aircraft compelled to land
- Hospital aircraft
- Aircraft involved in search and rescue
- Authority approved
Source: ICAO Doc 4444, Chapter 6, 6.5.6 Approach sequence, 6.5.6.1 General
(08) Describe the situation when a pilot of an aircraft in an approach sequence indicates their intention to hold for weather improvements.
- ATC will approve once aware
- You’ll loose place in queue
- May be required to reroute
Source: ICAO Doc 4444, Chapter 6, 6.5.6 Approach sequence, 6.5.6.1 General
(09) Explain the term ‘expected approach time’ and the procedures for its use.
Source: ICAO Doc 4444, Chapter 6, 6.5.7 Expected approach time
(10) State the reasons which could probably lead to the decision to use another take-off or landing direction than the one into the wind.
Source: ICAO Doc 4444, Chapter 7, 7.2 Selection of runway- in-use
(11) State the possible consequences for a PIC if the ‘RWY-in-use’ is not considered suitable for the operation involved.
Source: ICAO Doc 4444, Chapter 7
010 07 02 14 Miscellaneous separation procedures
(01) State the minimum separation between departing and arriving aircraft.
Based on the position of arriving aircraft. 3 minutes before arrival is over beginning of the runway.
- Departing: 1 minute if both aircraft diverge by 45° immediately after departure. May be reduced if departing on parallel or diverging runways that don’t cross and lateral separation is immediately put in place.
- 2 minutes if they are to fly on the same track if preceding aircraft is 40 its faster or more.
Source: ICAO Doc 4444, Chapter 5, 5.7 Separation of departing aircraft from arriving aircraft
(02) State the non-radar wake-turbulence longitudinal separation minima.
- 2 minutes medium behind a heavy.
- 3 minutes light behind heavy or medium.
Source: ICAO Doc 4444, Chapter 5 and 6
(03) Describe the consequences of a clearance to ‘maintain own separation’ while in VMC.
Separation may be reduced but you become responsible for maintaining the wake turbulence separation minima.
Source:
ICAO Doc 4444, Chapter 5, 5.8 Time-based wake turbulence longitudinal separation minima, 5.8.1;
ICAO Doc 4444, Chapter 6, 6.5.3 Visual approach
(04) Give a brief description of ‘essential traffic’ and ‘essential traffic information’.
- Traffic – Controlled traffic for which separation minima apply but which are not separated by the appropriate minimum.
- Information – Must be given to the flights concerned if they continued essential traffic to each other.
Usually when they are maintaining their own separation.
Source: ICAO Doc 4444, Chapter 5, 5.10 Essential traffic information
(05) Describe the circumstances under which a reduction in separation minima may be allowed.
- Adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller; or
- Each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots thereof report that they can maintain their own separation; or
- In the case of one aircraft following another, the flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation can be maintained.
Source: ICAO Doc 4444, Chapter 6, 6.1 Reduction in separation minima in the vicinity of aerodromes
010 07 02 15 Arriving and departing aircraft
(01) List the elements of information which shall be transmitted to an aircraft as early as practicable if an approach for landing is intended.
- Type of approach
- Weather
- Runway surface condition
- Operational changes
Source: ICAO Doc 4444, Chapter 6, 6.6 Information for arriving aircraft
(02) List the elements of information to be transmitted to an aircraft at the commencement of final approach.
- Wind change
- Wind shear or turbulence
- Visibility or RVR
Source: ICAO Doc 4444, Chapter 6, 6.6 Information for arriving aircraft
(03) List the elements of information to be transmitted to an aircraft during final approach.
- Runway hazards and surface conditions
- Wind change
- Non- operational or visual aids
- Change in RVR
Source: ICAO Doc 4444, Chapter 6, 6.6 Information for arriving aircraft
(04) State the prerequisites for operating on parallel or near- parallel RWYs including the different combinations of parallel arrivals or departures.
Not sure if this is all..
- Radar monitored approaches
- Both approaching aircraft to be establish on the localiser before 1000 ft vertical separation is lost.
- Diverging missed approach tracks
Parallel runways may be used for independent instrument departures as follows:
- a) both runways are used exclusively for departures (independent departures);
- b) one runway is used exclusively for departures while the other runway is used for a mixture of arrivals and departures (semi-mixed operation); and
- c) both runways are used for mixed arrivals and departures (mixed operation).
Source: ICAO Doc 4444, Chapter 6, 6.7 Operations on parallel or near-parallel runways
(05) State the sequence of priority between aircraft landing (or in the final stage of an approach to land) and aircraft intending to depart.
An aircraft landing or in the final stages of an approach to land shall normally have priority over an aircraft intending to depart from the same or an intersecting runway.
Source: ICAO Doc 4444, Chapter 7, 7.8 Order of priority for arriving and departing aircraft
(06) State the significant changes in the meteorological conditions in the take-off or climb-out area that shall be transmitted without delay to a departing aircraft.
a) significant changes in the mean surface wind direction and speed;
Note.— Significant changes are specified in Annex 3, Chapter 4. However, if the controller possesses wind information in the form of components, the significant changes are:
- — Mean headwind component: 19 km/h (10 kt)
- — Mean tailwind component: 4 km/h (2 kt)
- — Mean crosswind component: 9 km/h (5 kt)
b) the latest information, if any, on wind shear and/or turbulence in the final approach area;
c) the current visibility representative of the direction of approach and landing or, when provided, the current runway visual range value(s) and the trend.
Source: ICAO Doc 4444, Chapter 6, 6.4.1 Meteorological conditions
(07) State the significant changes that shall be transmitted as early as practicably possible to an arriving aircraft, particularly changes in the meteorological conditions.
a) the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);
b) significant variations in the current surface wind, expressed in terms of minimum and maximum values;
c) significant changes in runway surface conditions;
d) changes in the operational status of required visual or non-visual aids;
e) changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.
Source: ICAO Doc 4444, Chapter 6, 6.6 Information for arriving aircraft
010 07 02 16 Procedures for aerodrome (AD) control service
(01) Name the operational failure or irregularity of AD equipment which shall be reported by the TWR immediately.
Aerodrome control towers shall immediately report in accordance with local instructions any failure or irregularity of operation in any equipment, light or other device established at an aerodrome for the guidance of aerodrome traffic and flight crews or required for the provision of air traffic control service.
Source: ICAO Doc 4444, Chapter 7, 7.1.3 Failure or irregularity of aids and equipment
(02) Explain that, after a given period of time, the TWR shall report to the area control centre (ACC) or flight information centre (FIC) if an aircraft does not land as expected.
7.1.2.3 Aircraft which fail to report after having been transferred to an aerodrome control tower, or, having once reported, cease radio contact and in either case fail to land five minutes after the expected landing time, shall be reported to the approach control unit, ACC or flight information centre, or to the rescue coordination centre or rescue sub-centre, in accordance with local instructions.
Source: ICAO Doc 4444, Chapter 7, 7.1.2 Alerting service provided by aerodrome control towers
(03) Describe the procedures to be observed by the TWR whenever VFR operations are suspended.
7.13.3 The following procedures shall be observed by the aerodrome control tower whenever VFR operations are suspended:
- a) hold all VFR departures;
- b) recall all local flights operating under VFR or obtain approval for special VFR operations;
- c) notify the approach control unit or ACC as appropriate of the action taken;
- d) notify all operators, or their designated representatives, of the reason for taking such action, if necessary or requested.
Source: ICAO Doc 4444, Chapter 7, 7.13 Suspension of visual flight rules operations
(04) Explain the term ‘RWY-in-use’ and its selection.
7.2.1 The term “runway-in-use” shall be used to indicate the runway or runways that, at a particular time, are considered by the aerodrome control tower to be the most suitable for use by the types of aircraft expected to land or take off at the aerodrome.
Note.— Separate or multiple runways may be designated runway-in-use for arriving aircraft and departing aircraft.
Source: ICAO Doc 4444, Chapter 7, 7.2 Selection of runway- in-use
(05) List the information the TWR should give to an aircraft prior to:
— taxiing for take-off;
7.4.1.2.1
order listed, with the exception of such elements which it is known the aircraft has already received:
Prior to taxiing for take-off, aircraft shall be advised of the following elements of information, in the
- a) the runway to be used;
- b) the surface wind direction and speed, including significant variations therefrom;
- c) the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;
- d) the air temperature for the runway to be used, in the case of turbine-engined aircraft;
- e) the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway to be used;
- f) the correct time.
— take-off;
7.4.1.2.2 Prior to take-off aircraft shall be advised of:
- a) any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with 7.4.1.2.1;
- b) significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft.
— entering the traffic circuit.
7.4.1.2.3 Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be provided with the following elements of information, in the order listed, with the exception of such elements which it is known the aircraft has already received:
- a) the runway to be used;
- b) the surface wind direction and speed, including significant variations therefrom;
- c) the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting.
Note.— The meteorological information listed above is to follow the criteria used for meteorological local routine and special reports, in accordance with Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.
Source: ICAO Doc 4444, Chapter 7, 7.4.1.2 Aerodrome and meteorological information
(06) Explain that a report of surface wind direction given to a pilot by the TWR is magnetic.
Source: ICAO Doc 4444, Chapter 11, 11.4.3.2 Messages containing meteorological information
(07) Explain the exact meaning of the expression ‘RWY vacated’.
7.10.3.4 When necessary or desirable, e.g. due to low visibility conditions, a landing or a taxiing aircraft may be instructed to report when a runway has been vacated. The report shall be made when the entire aircraft is beyond the relevant runway-holding position.
Source: ICAO Doc 4444, Chapter 7, 7.10.3.4
010 07 02 17 Radar services
(01) State the basic identification procedures used with radar.
8.6.2.4.1 Where PSR is used for identification, aircraft may be identified by one or more of the following procedures:
a) by correlating a particular radar position indication with an aircraft reporting its position over, or as bearing and distance from, a point shown on the situation display, and by ascertaining that the track of the particular radar position is consistent with the aircraft path or reported heading;
Note 1.— Caution must be exercised when employing this method since a position reported in relation to a point may not coincide precisely with the radar position indication of the aircraft on the situation display. The appropriate ATS authority may, therefore, prescribe additional conditions for the application of this method, e.g.:
- i) a level or levels above which this method may not be applied in respect of specified navigation aids; or
- ii) a distance from the radar site beyond which this method may not be applied.Note 2.— The term “a point” refers to a geographical point suitable for the purposes of identification. It is
normally a reporting point defined by reference to a radio navigation aid or aids.
- b) by correlating an observed radar position indication with an aircraft which is known to have just departed, provided that the identification is established within 2 km (1 NM) from the end of the runway used. Particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways;
- c) by transfer of identification (see 8.6.3);
- d) by ascertaining the aircraft heading, if circumstances require, and following a period of track observation:
- — instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one particular radar position indication with the aircraft’s acknowledged execution of the instructions given; or
- — correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported.When using these methods, the controller shall:
- i) verify that the movements of not more than one radar position indication correspond with those of the aircraft; and
- ii) ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the radar or the situation display.Note 1.— Caution must be exercised when employing these methods in areas where route changes normally take place.
Note 2.— With reference to ii) above, see also 8.6.5.1 regarding vectoring of controlled aircraft.
- d) by ascertaining the aircraft heading, if circumstances require, and following a period of track observation:
Source: ICAO Doc 4444, Chapter 8, 8.6.2.3 SSR and/or MLAT identification procedures and Chapter 8, 8.6.2.4
PSR identification procedures
(02) Define the term ‘PSR’.
Source: ICAO Doc 4444, Chapter 1 Definitions
(03) Describe the circumstances under which an aircraft provided with radar service should be informed of its position.
- Upon identification
- On request
- When position estimate differs significantly from the controller’s
- After, ‘resume own navigation’
- Before termination of radar service
- Deviation from intended route.
Source: ICAO Doc 4444, Chapter 8, 8.6.4 Position information
(04) List the possible forms of position information passed on to the aircraft by radar services.
- Well known geographical features
- Magnetic track and distance to a significant point or nav aid
- Distance to touchdown on final
- Distance to/from the centreline of an ATS route.
Source: ICAO Doc 4444, Chapter 8, 8.6.4 Position information
(05) Describe the term ‘radar vectoring’.
Source: ICAO Doc 4444, Chapter 8, 8.6.5 Vectoring
(06) State the aims of radar vectoring as shown in ICAO Doc 4444.
Source: ICAO Doc 4444, Chapter 8, 8.6.5 Vectoring
(07) Describe how radar vectoring shall be achieved.
8.6.5.1 Vectoring shall be achieved by issuing to the pilot specific headings which will enable the aircraft to maintain the desired track. When vectoring an aircraft, a controller shall comply with the following:
a) whenever practicable, the aircraft shall be vectored along tracks on which the pilot can monitor the aircraft position with reference to pilot-interpreted navigation aids (this will minimize the amount of navigational assistance required and alleviate the consequences resulting from an ATS surveillance system failure);
b) when an aircraft is given its initial vector diverting it from a previously assigned route, the pilot shall be informed what the vector is to accomplish, and the limit of the vector shall be specified (e.g. to … position, for … approach);
c) except when transfer of control is to be effected, aircraft shall not be vectored closer than 4.6 km (2.5 NM) or, where the minimum permissible separation is greater than 9.3 km (5 NM), a distance equivalent to one-half of the prescribed separation minimum, from the limit of the airspace for which the controller is responsible, unless local arrangements have been made to ensure that separation will exist with aircraft operating in adjoining areas;
d) controlled flights shall not be vectored into uncontrolled airspace except in the case of emergency or in order to circumnavigate adverse meteorological conditions (in which case the pilot should be so informed), or at the specific request of the pilot; and
e) when an aircraft has reported unreliable directional instruments, the pilot shall be requested, prior to the issuance of manoeuvring instructions, to make all turns at an agreed rate and to carry out the instructions immediately upon receipt.
Source: ICAO Doc 4444, Chapter 8, 8.6.5 Vectoring
(08) Describe the information which shall be given to an aircraft when radar vectoring is terminated and the pilot is instructed to resume own navigation.
8.6.5.5 In terminating vectoring of an aircraft, the controller shall instruct the pilot to resume own navigation, giving the pilot the aircraft’s position and appropriate instructions, as necessary, in the form prescribed in 8.6.4.2 b), if the current instructions had diverted the aircraft from a previously assigned route.
Source: ICAO Doc 4444, Chapter 8, 8.6.5 Vectoring
(09) Explain the procedures for the conduct of surveillance radar approaches (SRAs).
8.9.7.1.3 When conducting a surveillance radar approach, the controller shall comply with the following:
- a) at or before the commencement of the final approach, the aircraft shall be informed of the point at which the surveillance radar approach will be terminated;
- b) the aircraft shall be informed when it is approaching the point at which it is computed that descent should begin, and just before reaching that point it shall be informed of the obstacle clearance altitude/height and instructed to descend and check the applicable minima;
- c) azimuth instructions shall be given in accordance with the precision approach technique (see 8.9.7.2.4);
- d) except as provided in 8.9.7.1.4, distance from touchdown shall normally be passed at every 2 km (each NM);
- e) pre-computed levels through which the aircraft should be passing to maintain the glide path shall also be transmitted at every 2 km (each NM) at the same time as the distance;
- f) the surveillance radar approach shall be terminated:
- i) at a distance of 4 km (2 NM) from touchdown, except as provided in 8.9.7.1.4; or
- ii) before the aircraft enters an area of continuous radar clutter; or
- iii) when the pilot reports that a visual approach can be effected;
whichever is the earliest.
Missed Approach should be directed:
- Danger, traffic, no landing clearance by 2nm, controller requests it.
Missed Approach advised:
- Successful approach not possible, not visible on radar for any significant interval for 2nm, position or a/c ID is in doubt,
Source: ICAO Doc 4444, Chapter 8, 8.9.7.1 Surveillance radar approach
(10) Describe what kind of action (concerning the transponder) the pilot is expected to perform in case of emergency if they have previously been directed by ATC to operate the transponder on a specific code.
Note.— If the pilot of an aircraft encountering a state of emergency has previously been directed by ATC to select a specific transponder code and/or an ADS-B emergency mode, that code/mode will normally be maintained unless, in special circumstances, the pilot has decided or has been advised otherwise. Where ATC has not requested a code or emergency mode to be set, the pilot will set the transponder to Mode A Code 7700 and/or the appropriate ADS-B emergency mode.
Source: ICAO Doc 4444, Chapter 8, 8.8.1 Emergencies
010 07 02 18 Air traffic advisory service
(01) Describe the objective and basic principles of the air traffic advisory service.
9.1.4.1.1 The objective of the air traffic advisory service is to make information on collision hazards more effective than it would be in the mere provision of flight information service.
Source: ICAO Doc 4444, Chapter 9, 9.1.4.1 Objective and basic principles
(02). State to which aircraft air traffic advisory service may be provided.
It may be provided to aircraft conducting IFR flights in advisory airspace or on advisory routes (Class F airspace). Such areas or routes will be specified by the State concerned.
Source: ICAO Doc 4444, Chapter 9, 9.1.4.1 Objective and basic principles
(03) Explain the difference between advisory information and clearances, stating which ATS units are responsible for their issue.
9.1.4.1.3 Air traffic advisory service does not afford the degree of safety and cannot assume the same responsibilities as air traffic control service in respect of the avoidance of collisions, since information regarding the disposition of traffic in the area concerned available to the unit providing air traffic advisory service may be incomplete.
To make this quite clear, air traffic advisory service does not deliver “clearances” but only “advisory information” and it uses the word “advise” or “suggest” when a course of action is proposed to an aircraft.
Source: ICAO Doc 4444, Chapter 9, 9.1.4.1.3
010 07 02 19 Procedures related to emergencies, communication (COM) failure and contingencies
(01) State the mode and code of SSR equipment a pilot might operate in a (general) state of emergency or (specifically) in case the aircraft is subject to unlawful interference.
Note.— An aircraft equipped with an SSR transponder is expected to operate the transponder on Mode A Code 7500 to indicate specifically that it is the subject of unlawful interference. The aircraft may operate the transponder on Mode A Code 7700, to indicate that it is threatened by grave and imminent danger and requires immediate assistance. An aircraft equipped with other surveillance system transmitters, including ADS-B and ADS-C, might send the emergency and/or urgency signal by all of the available means.
Source: ICAO Doc 4444, Chapter 15, 15.1 Emergency procedures
(02) State the special rights an aircraft in a state of emergency can expect from ATC.
An aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, shall be given priority over other aircraft.
Source: ICAO Doc 4444, Chapter 15, 15.1.1 General; 15.1.2 Priority; 15.1.3 Unlawful interference and aircraft bomb threat
(03) Describe the expected action of aircraft after receiving a broadcast from ATS concerning the emergency descent of an aircraft.
Unless specifically instructed by the ATS unit to clear the area or threatened by immediate danger, the pilot shall take the following actions:
- a) continue according to current clearance and maintain listening watch on the frequency in use for any further instructions from the ATS unit; and
- b) watch for conflicting traffic both visually and by reference to ACAS (if equipped).
Source: ICAO Doc 4444, Chapter 15, 15.1.4 Emergency descent
(04) State how it can be ascertained, in case of a failure of two- way COM, whether the aircraft is able to receive transmissions from the ATS unit.
15.3.2 As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the aircraft is able to receive transmissions from the air traffic control unit by requesting it to execute a specified manoeuvre which can be observed by an ATS surveillance system or to transmit, if possible, a specified signal in order to indicate acknowledgement.
Source: ICAO Doc 4444, Chapter 15, 15.3 Air-ground communications failure
(05) State on which frequencies appropriate information, for an aircraft encountering two-way COM failure, shall be sent by ATS.
15.3.5 As soon as it is known that two-way communication has failed, appropriate information describing the action taken by the air traffic control unit, or instructions justified by any emergency situation, shall be transmitted blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including the voice frequencies of available radio navigation or approach aids. Information shall also be given concerning:
a) meteorological conditions favourable to a cloud-breaking procedure in areas where congested traffic may be avoided; and
b) meteorological conditions at suitable aerodromes.
Source: ICAO Doc 4444, Chapter 15, 15.3.5
(06) State what is meant by the expressions ‘strayed aircraft’ and ‘unidentified aircraft’.
Strayed aircraft. An aircraft which has deviated significantly from its intended track or which reports that it is lost. Unidentified aircraft. An aircraft which has been observed or reported to be operating in a given area but whose identity has not been established.
Source: ICAO Doc 4444, Chapter 15, 15.5.1 Strayed or unidentified aircraft
(07) Explain the reasons for fuel-dumping and state the minimum level.
15.5.3.1.1 An aircraft in an emergency or other urgent situations may need to dump fuel so as to reduce to maximum landing mass in order to effect a safe landing.
- b) the level to be used, which should be not less than 1 800 m (6 000 ft);
Source: ICAO Doc 4444, Chapter 15, 15.5.3 Fuel dumping
(08) Explain the possible request of ATC to an aircraft to change its radio-telephone (RTF) call sign.
Similar to another aircraft.
010 07 02 20 Miscellaneous procedures
(01) Explain the meaning of ‘AIRPROX’.
Codeword used to designate air proximity.
Source:
ICAO Doc 4444, Chapter 1 Definitions;
ICAO Doc 4444, Chapter 16, 16.3 Air traffic incident report
(02) Describe the task of an air traffic incident report.
16.3.1 An air traffic incident report shall be submitted, normally to the air traffic services unit concerned, for incidents specifically related to the provision of air traffic services involving such occurrences as aircraft proximity (AIRPROX), or other serious difficulty resulting in a hazard to aircraft, caused by, among others, faulty procedures, non-compliance with procedures, or failure of ground facilities.
16.3.2 Procedures should be established for the reporting of aircraft proximity incidents and their investigation to promote the safety of aircraft. The degree of risk involved in an aircraft proximity should be determined in the incident investigation and classified as “risk of collision”, “safety not assured”, “no risk of collision” or “risk not determined”.
16.3.3 When an accident/incident investigative authority conducts an investigation of an aircraft proximity incident, the air traffic services aspects should be included.
Source: ICAO Doc 4444, Chapter 16, 16.3 Air traffic incident report