RAC 6 Flashcards
Can STCA be activated or deactivated at an individual CWP, and what procedures should be followed?
Yes, STCA may be disabled at a CWP or sector at the discretion of a controller after discussion with the associated sector/unit
- the ATS supervisor shall be advised
- circumstances recorded in the ATS logbook
- warning displayed at the operational position
In correlating a radar position with a known turn or turns reported by an aircraft, what requirements and conditions exists?
- ensure the degree of turn is 30 or more and the new heading is maintained for sufficient time for the turn to be observed
- verify the movements of not more than one radar target correspond with those of the aircraft concerned
- instructions issued to the pilot if necessary to regain track
What are the methods that may be used to achieve aircraft identification and verify flight plan correlation in an SSR environment?
- recognition of the aircraft identification in a radar datablock
- recognition of an assigned discrete code, the setting of which has been verified, in a radar datablock
- transfer of radar identification
- observation of compliance with an instruction to set a specific code
- observation of compliance with an instruction to squawk ident
When the ident feature on an aircraft transponder is unservicable, how may the aircraft be identified?
- requesting the pilot to squawk one of the sector allocated codes, observing the change and requesting the pilot to reselect the original assigned code
- any PSR identification method
What is the phraseology to be used when radar identity only is being transferred?
"RADAR IDENT (callsign) - [SQUAWKING...] - [aircraft type] - [POSITION...] - [level] (any other relevant info)"
“(Callsign) IDENTIFIED” or
“(Callsign) NOT IDENTIFIED [reason]”
Detail the methods by which a controller can effect a transfer of radar identification.
- designation of an RPS by automated means
- automatic/manual handover procedure
- point out function
- notification of the discrete code of the aircraft
- physically pointing out RPS on the display
- designation of RPS in reference to bearing and distance from a geographical feature, reporting point or NAVAID shown on both radar displays, with heading and track if route is not known to both controllers
- instruction to the aircraft by the transferring controller to change code and observation of this change by the accepting controller
- instruction to the aircraft by the transferring controller to SQUAWK IDENT and observation of this change by the accepting controller
When shall pilots be informed of the position of their aircraft?
- upon identification, except where identification is established:
- based on the pilot’s position report
- upon departure and the observation is consistent with the aircraft’s time of departure
- by use of ADS-B aircraft identification procedures or assigned SSR codes, including recognition of ACID in the datablock, and location of the RPS is consistent with the flight plan or known track of the aircraft
- by transfer of radar ident
- when requested by the pilot
- when after querying the pilot estimate, the estimate still differs significantly from the controllers estimate based on radar observation or route readout data
- at intervals on a radar heading, particularly when arriving aircraft is being vectored for an approach
- prior to reverting to own navigation, except where instructions to regain track prior to a NAVAID or waypoint are given
- when an aircraft is off track to the extent that it is outside the navigation tolerance for the NAVAID being used
- when the pilot is informed that radar identification has been regained following a loss of radar identification
In what form must position information be passed to aircraft?
- a well known geographical position
- magnetic track & distance to a significant point or NAVAID
- bearing (points of compass) and distance from a known position
- position relative to the centreline of an ATS route or final approach track for aircraft being vectored onto final approach
- distance from touchdown (aircraft on final approach)
What is the minimum horizontal radar separation that an area controller can apply between identified aircraft?
5NM
What radar separation standards apply between identified and unidentified aircraft operating on the same track?
R20 when:
- the identified aircraft is at least 20NM past the point at which the unidentified aircraft is expected to be established under radar control (when SSR coverage only, a check is made as to the position of the unidentified aircraft - estimate etc)
R5 when:
the following aircraft is identified, and
- the leading aircraft was identified and has passed out of radar cover, and
- the following aircraft can reach separation level 5NM before the position at which the leading aircraft passed out of radar cover
What radar separation standards apply between identified and unidentified aircraft operating on reciprocal tracks?
R50:
- SSR coverage only
- identified aircraft and one not yet in radar cover
- unidentified aircraft has an operable transponder
- identified aircraft reaches separation level at least 50NM prior to the point at which the unidentified aircraft is expected to be established under radar control
- pilot of unidentified aircraft reports a position or estimate that confirms the aircraft will not be in radar coverage prior to the identified aircraft reaching separation level
- aircraft entering from oceanic airspace must be RNAV equipped
R20:
- PSR coverage available
- identified aircraft reaches separation level at least 20NM before the point at which the conflicting traffic is expected to be established under radar control
R5 - either aircraft may climb or descend when:
- the aircraft which had been identified has since passed out of radar cover, and
- the identified aircraft is at least 5NM past the point at which the previously identified aircraft passed out of radar cover
What radar services may be provided by a radar controller to an identified aircraft?
- radar control service to IFR and VFR flights within controlled airspace, and
- radar flight information service to all aircraft as far as practicable
What limiting factors must be taken into account when determining the number of aircraft that can be handled safely?
- the structural complexity of the control area or sector concerned
- the radar functions to be performed within the control area or sector concerned
- assessments of controller workloads and sector capacity
- limitations in radar coverage
- the degree of technical reliability and availability of main and back up radar and communication systems
- the possibility of a radar equipment failure or other emergency that would eventually require reverting to back-up facilities and/or non-radar separation
When may aircraft be radar vectored?
- in class A, C & D airspaces for separation purposes, safety reasons, noise abatement, operational advantage, on pilot request or to assist an aircraft’s navigation
- in class G airspace only in an emergency
When radar vectoring, what conditions and requirements apply?
- aircraft shall be informed of the reason for radar vectors
- where practicable, aircraft shall be vectored along routes from which the pilot can revert to own nav or cross check position by reference to pilot interrogated navaids
- headings shall be passed using the word “HEADING” followed by the 3 digits of the magnetic heading. When the pilot is instructed to turn through 180 or more, the direction of turn shall be emphasized by repeating it
- when vectoring an IFR aircraft, the controller shall ensure that obstacle clearance exists at all times until the aircraft reaches the point where the pilot will resume own navigation. When vectoring aircraft towards higher ground, the controller shall, if necessary, determine that the climb performance of the aircraft is adequate to maintain the required obstacle clearance, this may be achieved by either:
- instructing the pilot to reach a level by a position or distance that will achieve the required obstacle clearance,
- asking the pilot if the aircraft is capable of reaching the required level by a specified position or distance
- when vectoring away from an assigned route the pilot shall be informed, unless it is self-evident, what the vectoring is to accomplish and, wherever possible, the limit of the diversion shall be specified
- the aircraft receiving vectoring shall be contained within controlled airspace by at least 2NM from the lateral boundaries and at least 500ft above the lower limit except:
- in an emergency, or
- a vector may be issued to an aircraft and be effective at the point of entry into controller airspace provided that it will track the aircraft expeditiously to a point at least 2NM within controlled airspace
- aircraft shall not be vectored closer than 2NM to the boundary of control zones or control zone sectors unless coordination has taken place with the relevant tower controller
- a radar controller shall not vector aircraft closer than 5NM form the sector boundary of another radar controller unless prior coordination has taken place, except otherwise agreed in LUO/LOA
- radar control shall not be exercised within the area of responsibility of another sector unless coordinated
- when radar control is delegated to another unit, responsibility for the control of all conflicting traffic in the area of delegated responsibility shall be transferred to the controller accepting delegation. Details of the flights shall be displayed at both units
- an aircraft shall not be vectored closer than 10NM from the edge of a radar display
- an aircraft shall be established on it’s cleared route before leaving radar coverage, unless conforming with approved procedures
- when vectoring VFR flights, the caution “MAINTAIN VFR” shall be issued
- SVFR flights shall not be vectored unless special circumstances, such as emergencies, dictate otherwise
How is radar vectoring achieved?
By issuing specific headings to a pilot that will enable to aircraft to maintain a desired track.
What are the objectives of radar monitoring?
- ensuring that separation is maintained between controlled flights
- providing a non-radar controller with:
- improved position information regarding controlled traffic
- supplementary information regarding other traffic
- information regarding significant deviations by aircraft from the terms of ATC clearances
- providing a pilot with:
- information regarding significant deviation from the terms of an ATC clearance
- information regarding significant deviations from nominal approach paths during non-radar approaches
- a radar flight information service
