MOPS Flashcards
(33 cards)
What four types of flights are classed as ‘recognised flights’?
- Flights for which a co-ordination exists (including electronic CFPs)
- RSEs (except military RSEs)
- Blockers
- Manually recognised flights
Describe the ‘5 mins back on track’ functionality.
iFACTS calculates that an aircraft which is vectored away from its flight planned route in a previous iFACTS sector (and not yet incomm) will continue on its track for 5 minutes before resuming its flight planned route. iFACTS therefore calculates interactions between the aircraft’s track for the next 5 mins and then from the future flight planned route.
Which red SM interactions shall the planner always interrogate?
Any red interaction that will occur in less than 3 minutes
If wishing to add an SCL/SCC to a standing agreement aircraft, what is needed to accompany the co-ordination?
A phone call to the receiving sector.
If an offering sector wishes to cancel an existing RFC/RFD/RFT, what is the process for doing this?
Phone the receiving sector and inform them of the cancellation, and remove the conditions from the SCC/SCL.
Which two CPDLC messages can only be sent to aircraft logged on to ATN?
- Fly heading
- Continue present heading
If an aircraft is having repeated problems trying to log on to the London CPDLC network, what should the controller instruct them to do?
Discontinue any further attempts to log on as there is no further technical assistance that can be provided from their workstation.
If the next sector sends a ‘request on frequency’ for an aircraft, can this aircraft be outcommed using CPDLC?
No - completed by voice to avoid any unnecessary delay
What is the phraseology used when a FANS aircraft has an outcomm timeout, and is being transferred to another London (AC/TC) sector?
“(callsign), disregard CPDLC contact message. Disconnect CPDLC and revert to voice.”
(Receive pilot readback)
“Contact London on (frequency).”
When sending a multiple-fix route to an aircraft via CPDLC, what must be taken into consideration?
- Only 5 letter waypoints can be used
- The last waypoint must be on the aircraft’s FMS route
- Any uncertainty about what route the aircraft might hold in its FMS must be resolved before sending a CPDLC route clearance
Can an aircraft be given a “level abeam” restriction via CPDLC?
No. Only level by a position on own navigation.
What are the restrictions regarding giving heading instructions to aircraft via CPDLC?
- ATN aircraft only
- Only absolute values can be issued; it is not possible to instruct an aircraft to turn in a particular direction
What are the restrictions regarding issuing speed clearances via CPDLC?
- Only a single speed can be issued, no dual Mach no + conversion IAS
- IAS can only be issued in 10 knot increments
When bandboxing/splitting a sector, can aircraft be moved to the correct frequency by CPDLC?
No, only voice is to be used. The incomm must be ‘moved on’ to the correct sector during splitting to ensure that the correct sectors have the aircraft incomm to allow CPDLC to be conducted.
What is the only method to change a pending CPDLC message, and how is this carried out for both ATN and FANS aircraft?
Use voice.
ATN aircraft:
“(callsign) disregard CPDLC (message type) message and respond UNABLE, (new clearance)”
FANS aircraft:
“(callsign) disregard CPDLC (message type) message, (new clearance). Disconnect CPDLC and revert to voice.”
(remember to update flight plan CPDLC equipage status to DLN afterwards)
What are the procedures regarding a CPDLC message sent to a FANS aircraft that subsequently times out?
- If the clearance can be confirmed by voice, and it is confirmed that the crew are complying with all elements of the CPDLC clearance that has timed out, no further action is required
- If the crew have not received the clearance by the time it has timed out, the aircraft is told to disregard the CPDLC message, disconnect and revert to voice
If the flight crew responds ‘STANDBY’ to a CPDLC clearance, how much extra time does this add to the timeout timer?
2 further minutes, and 2 further minutes for any subsequent ‘STANDBY’ responses.
What are the iFACTS implications of the flight crew responding ‘UNABLE’ to a CPDLC clearance?
The iFACTS predicted trajectory will still model the aircraft complying with the entered clearance, so a new clearance needs to be issued as soon as possible, or the highlight is to be manually acknowledged.
Which sectors must not use “remove primaries” as part of the display setup?
Any sector that receives traffic from external units, with the exception of DTY who may use it only if the excess clutter impairs the ability to control traffic.
What windows/display items are mandatory, recommended and optional for the tactical?
Mandatory:
- Sector scales
- SM
- Full flight plan
Recommended:
- Mode S
Optional:
- Vector lines
What windows are mandatory, recommended and optional for the planner?
Mandatory:
- Offered bay
- Accepted bay (collapse some recommended)
- SM
- Full flight plan
Recommended:
- Mode S
Optional:
- Vector lines
- Flight messages
What windows are mandatory and recommended for the assistant?
Mandatory:
- Full flight plan
- Flight messages
- Accepted bay, with ‘collapse some’ setting
Recommended:
- FDE
- Find flight
- Departure bay
iFACTS should be on but not enabled.
What are the Planned Radar Separation (PRS) minima?
- Planners may assume that a single sector offering more than one aircraft at the same level will provide radar separation where necessary; or
- 15nm or more between aircraft on converging/crossing tracks at the same level, offered from different sectors; or
- Less than 15nm between aircraft on converging/crossing tracks at the same level, offered from different sectors, provided that the tactical is informed of the actions taken both verbally, and by use of the ‘point out’ function. The planner retains responsibility for monitoring separation until both aircraft are incomm
The tactical may choose to increase this planned separation, in which case the planner must re-coordinate the relevant aircraft.
What are the requirements for issuing a direct routeing to an aircraft without co-ordination between LAC iFACTS sectors?
- It must be entered into the route/GREX component of iFACTS
- The aircraft will enter the receiving sector at the boundary with the offering sector, not through an intermediate sector
- Any routeing following the direct route issued will not alter the planned sector sequence for the aircraft as derived from the NAS route
- It will not take the aircraft off route in the next or any subsequent sectors
- It will not compromise the ability of the next, or any subsequent sectors, to apply radar separation using a radar monitored route
