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Flashcards in TWR MATS V42.1 Deck (41):
1

AIP GEN 3.5 - 28 – Wind Shear

Following notification of wind shear who is responsible for the decision to takeoff or land

The responsibility to continue an approach to land, or to takeoff, following notification of low level wind shear rests with the:

pilot in command

2

Apply wake turbulence separation for arriving aircraft when:

a) Both aircraft are using the same runway for take-off or landing

b) An aircraft is landing and could still be airborne at the intersection of a crossing runway and a preceding departing or arriving aircraft on that crossing runway has rotated at or before the runway intersection or touched down at or beyond the intersection

c) A light aircraft during its landing run will cross the flight path of, or intersection of a crossing runway, behind a departing Heavy or Super aircraft that has rotated at or before the intersection

d) Using parallel runways or an HLS when the runways or HLS are separated by less than 760m unless the HLS location and projected flight path of the helicopter are located outside the wake turbulence envelope of the other aircraft

3

Apply wake turbulence separation to departing aircraft when any of the following apply:

a) Both aircraft are using the same runway for take-off:

b) An aircraft taking off behind a landing heavier wake turbulence category aircraft is expected to become airborne before the touchdown point of the landing aircraft

c) An aircraft is taking off and a preceding departing or arriving aircraft on a crossing runway has rotated at or before the runway intersection or touched down at or beyond the intersection

d) Using parallel runways or HLS for departures when the runways or HLS are separated by less than 760m, unless the HLS location and projected flight path of the helicopter are located outside the wake turbulence envelope of the other aircraft;

4

Define Standard Rate:

ATC may specify a rate of climb or descent. Other considerations are as follows:

The phrase “STANDARD RATE”, when included in a clearance,

specifies a rate of climb or descent of not less than 500FT per minute,

except that the last 1,000FT to an assigned level shall be made at 500FT per minute.

5

FIHA ENR 1.1, Para 2.11.8.4 Tracking Requirements

Tracking requirements for a visual approach

Tracking requirements for a visual approach include the following:

a. An aircraft captain must maintain track/heading on the route progressively authorised by ATC until;

1) by day, within 5NM of the aerodrome; or

2) by night,

i for an IFR flight, within the prescribed circling area; or

ii for a VFR flight, within 3NM of the aerodrome; and

iii the aerodrome is in sight.b. From this position the circuit must be joined as directed by ATC for an approach to the nominated runway.

6

MATS 1.1.1.23 – Definitions

Define Visual (ATC)

"The word visual when used by air traffic controllers"

sea SALT and More vineagAr with MSgA

Used by ATC to instruct a pilot to

see and avoid obstacles while conducting flight below the MVA or MSA/LSALT.

7

MATS 10.5.2.2.2 – Do not specify rate

Do not specify a rate of climb or descent if it is believed that an aircraft is:

a) operating in close vertical proximity to the control area upper or lower limit;or

b) climbing or descending VISUAL or VFR to an assigned level and maintaining clearance from terrain or cloud.

8

MATS 10.5.3.1 – Vertical separation minima

V1 - 500 ft minimum

(Card 1 of 4)

Apply 500FT between IFR and VFR aircraft (including SVFR),

or between SVFR aircraft where SVFR clearance is due to visibility,

under the following conditions:

a) both aircraft are 7000kg MTOW or less;

b) both aircraft are at or below 10000FT; and

c) traffic information is provided to the IFR aircraft, unless it is impracticable.

9

MATS 10.5.3.2 – Vertical separation minima

V2 - 1000 ft minimum

(Card 2 of 4)

Apply 1000 FT to:

a) all aircraft, up to and including FL290; and

b) aircraft with RVSM approval except military formation aircraft, from FL290 to FL410 inclusive.

Note: A pilot report OPERATING ON ONE PRIMARY ALTIMETER ONLY when within the RVSM band does not constitute an equipment failure for the application of RVSM separation.

10

MATS 10.5.3.3 – Vertical separation minima

V3 - 2000 ft

(Card 3 of 4)

Apply 2000 FT:

a) in known standing wave conditions or severe turbulence at all levels;

b) from FL290 to FL410 inclusive:

i) when at least one aircraft is not RVSM approved;

ii) following pilot report of an inability to comply with RVSM due to equipment failure;

iii) following an encounter with turbulence that affects the capability to maintain flight level; or

iv) to military formation aircraft, regardless of the individual RVSM approval state of each aircraft within the formation; and

c) above FL410 to all aircraft.

11

MATS 10.5.3.4 – Vertical separation minima

V4 - 3000 ft minimum

(Card 4 of 4)

Apply 3000 FT at all levels when one or more aircraft is operating at supersonic speeds.

12

MATS 11.1.1.2 – Allow for radio failure

Under procedural control, aircraft flying to the same fix, within 10 minutes of the fix are no issued the same level.

Why?

To provide for the possibility of radio failure,

do not assign the same level to aircraft under procedural control,

cleared to the same holding fix or holding fixes that are not laterally separated,

while they are flying within 10 minutes of the holding fix.

13

MATS 11.1.11.1 – Authorising visual approach

When may a visual approach be authorised?

When a flight other than that described in Clause 11.1.11.3 is within 30 NM of an aerodrome, a visual approach may be authorised by day or night for:

a) a VFR flight; or

b) an IFR flight when:

i) the pilot has established and can continue flight to the aerodrome with continuous visual reference to the ground or water; and

ii) the visibility along the flight path is not less than 5000m (or by day, the aerodrome is in sight).

14

MATS 11.1.11.5 – Vectoring VSA at night

Assigning a VSA when vectoring at night

When vectoring at night, you may assign an IFR aircraft, other than a Super or Heavy jet aircraft as detailed in Clause 11.1.11.3, a visual approach at any distance from an aerodrome if;

a) the aircraft has been assigned the lowest practicable MVA; and

b) the aircraft is given heading or tracking instruction to intercept final or position the aircraft within the circling area of the aerodrome

15

MATS 11.1.11.5.1 – Phraseology Vectoring VSA at night

What phraseology to use when issue VSA

When aircraft are vectored into the circling area

WHEN ESTABLISHED IN THE CIRCLING AREA,

CLEARED VISUAL APPROACH

When aircraft are vectored for VASIS/GLIDEPATH

WHEN ESTABLISHED ON THE VASIS (OR PAPI, OR GLIDEPATH),

CLEARED VISUAL APPROACH

16

MATS 12.9.1.4 – Use of situation display

Tower controllers may use the situation display to:

DAVDaptaems

ac-ti-s-ia

a) determine aircraft identification,

location or spatial relationship to other aircraft;

b) assist in the assessment of traffic in the provision of:

i) aerodrome control;

ii) traffic information;

iii) sequencing; and

iv) information and assistance to aircraft during emergencies;

c) vector when necessary; and

d) determine the altitude, position or tracking of aircraft to establish or monitor separation.

17

MATS 9.4.1.1 – Considerations

Level assignment considerations

Assign levels, taking into account:

STTlPP

a) separation;

b) terrain clearance;

c) the tables of cruising levels;

d) provision for radio failure; and

e) priority.

18

MATS 9.4.3 – Vertical buffers

Vertical buffers between aircraft inside and outside airspace

Except on pilot request, assign levels to IFR aircraft to provide a buffer with the base of CTA in accordance with the following table:

 

Base of CTA VFR level

Vertical buffer

500FT from the base of CTA

Exception

IFR traffic operating less than 500FT below the CTA base

- provide 1000FT from the base of CTA

 

Base of CTA IFR level

Vertical buffer

1000FT from the base of CTA

Exception

 No IFR traffic operating at base of CTA

- provide 500FT from the base of CTA

19

Flight levels in the Standard Pressure Region are precluded from use when:

QNH is less than

1013HPA, 997HPA, 980HPA, 963HPA

(-16,  -17,  -17,  -17)

Flight level not available:

FL110,       FL115,      FL120,     FL125

(+5,  +5,  +5,  +5)

20

Wind Shear

Send the following pilot reports by AIREP Special message:

a) moderate, strong or severe wind shear;

b) changes in instensity; or

c) cessation.

21

What height does the transition layer commence?

9.3.1.2 Transition Layer

Australian FIRs use a transition layer between the 10,000FT transition altitude

and

the transition level of FL110 to FL125 depending on QNH

22

What's air traffic control do if forecast areas QNH different to local QNH by 5hPa?

Notify the MET office when you observe that the difference between Local QNH and Area QNH exceeds 5hPa

23

What's the maximum age of QNH that can be transmitted?

Do not pass a QNH that is more than 30 minutes old

24

Tracking requirements for a visual approach include the following:

a. An aircraft captain must maintain track/heading on the route progressively authorised by ATC until;

1) by day, within 5NM of the aerodrome; or

2) by night,

i for an IFR flight, within the prescribed circling area; or

ii for a VFR flight, within 3NM of the aerodrome; and

iii the aerodrome is in sight.

 

b. From this position the circuit must be joined as directed by ATC for an approach to the nominated runway.

25

When may a visual approach be authorised?

When a flight other than that described in Clause 11.1.11.3

is within 30 NM of an aerodrome,

a visual approach may be authorised by day or night for:

a) a VFR flight; or

b) an IFR flight when:

i) the pilot has established and can continue flight to the aerodrome

with continuous visual reference to the ground or water; and

ii) the visibility along the flight path is not less than 5000m

(or by day, the aerodrome is in sight).

26

Under procedural control, aircraft flying to the same fix, within 10 minutes of the fix are no issued the same level.

 

Why?

To provide for the possibility of radio failure, do not assign the same level to aircraft under procedural control, cleared to the same holding fix or holding fixes that are not laterally separated, while they are flying within 10 minutes of the holding fix.

27

Establish positive identification before providing visual separation as follows:

a) by the use of an ATS surveillance system as described in Clause 9.7.2.6 or by use of a TSAD as described in Clause 12.9.3.7 (d);

b) by day:

i) identification by type;

ii) identification by distinguishing markings if aircraft are of       the same type; or

iii) identification by observing a change of heading or altitude   of one of the relevant aircraft; and

c) by night:

i) momentarily extinguishing navigation lights;

ii) select flashing navigation lights to steady;

iii) extinguish hazard beacon;

iv) momentarily switch on landing lights; or

v) change heading.

28

Behind a preceding departing aircraft

 

10.9.3.1

 

(Card 1 of 6)

Apply the 'take-off behind a preceding departing aircraft' standard to fixed wing aircraft provided that you do not permit a departing aircraft to commence take-off unless the preceding departing aircraft:

a) has crossed the up-wind end of the runway-in-use;

b) has commenced a turn;

c) is airborne and has reached a point at least 1800m (6000FT) ahead of the following aircraft provided the runway is longer than 1800m (6000FT) and the distance can be readily determined;

d) is airborne and has reached a point at least 600m (2000FT) ahead of the following aircraft provided the:

i) preceding aircraft has an MTOW of 7000kg or less;

ii) following aircraft has an MTOW of less than 2000kg; and

iii) following aircraft is slower than the preceding aircraft; OR

e) is airborne and has reached a point at least 600m (2000FT) ahead of the following aircraft provided both aircraft have an MTOW of less than 2000kg.

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29

Behind a preceding landing aircraft

 

10.9.3.2

 

(Card 2 of 6)

Apply the 'take-off behind a preceding landing aircraft' standard to fixed wing aircraft provided that:

a) you do not permit the departing aircraft to commence take-off until the preceding aircraft has vacated and is taxiing away from the runway; and

b) if wake turbulence separation is necessary, the appropriate arrival wake turbulence separation standard has been achieved.

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30

Behind a landing or departing aircraft on intersecting runways

 

10.9.3.3

 

(Card 3 of 6)

Apply the 'take-off behind landing or departing aircraft on intersecting runways' standard to fixed wing aircraft, provided that you do not permit a departing aircraft to commence take-off until:

a) a preceding departing aircraft on an intersecting runway has crossed the intersection; or

b) an aircraft landing on the crossing runway has either crossed the intersection or stopped short.

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31

After an aircraft has departed in the opposite direction

 

10.9.3.4

 

(Card 4 of 6)

Apply the 'take-off after an aircraft has departed in the opposite direction' standard to fixed wing aircraft, provided that you do not permit a departing aircraft to commence take-off until:

a) the preceding aircraft has crossed the point at which the following aircraft will commence take-off; and

b) if applicable, the appropriate wake turbulence separation standard has been achieved.

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32

Application of runway departure separation standards - Helicopters

 

10.9.3.5

 

(Card 5 of 6)

Where a helicopter requires a take-off roll and uses a runway prior to becoming airborne, you may clear the helicopter for take-off when:

a) the preceding departing aircraft is airborne and visual separation is applied; and

b) if wake turbulence separation is necessary, apply the appropriate wake turbulence separation standard.

33

Helicopter departing from a HLS

 

10.9.3.6

 

(Card 6 of 6)

Apply the 'take-off helicopter' standard to departing helicopters. You may clear a helicopter for take-off when:

a) a preceding departing helicopter has departed the HLS; or

b) a preceding arriving helicopter has moved clear of the HLS.

See MATS for diagram.

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34

Behind a preceding landing aircraft

 

10.9.4.1

 

(Card 1 of 8)

Apply the 'landing behind a preceding landing aircraft' standard to fixed wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold until the preceding aircraft has vacated and is taxiing away from the runway.

35

MTOW exception - less than 7000 kg

 

10.9.4.1.1

 

(Card 2 of 8)

Apply the 'landing behind a preceding landing aircraft' standard to fixed-wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold until the preceding aircraft has landed and has passed a point at least

600m from the threshold of the runway, is in motion and will vacate the runway without backtracking and:

a) the preceding aircraft has an MTOW of less than 7000kg;

b) the following aircraft has an MTOW of 2000kg or less.

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36

MTOW exception - 7000 kg or more

10.9.4.1.2

 

(Card 3 of 8)

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Apply the 'landing behind a preceding landing aircraft' standard provided that you do not permit a landing aircraft to cross the runway threshold until the preceding aircraft has landed and has passed a point at least 2400m from the threshold of the runway, is in motion and will vacate the runway without backtracking and:

a) the preceding aircraft has an MTOW of 7000kg or more;

b) application is during the hours of daylight, from 60 minutes after first light to 60 minutes before last light;

c) visibility is at least 5km and cloud ceiling is 1000FT or more;

d) tailwind component does not exceed 5 kt;

e) wake turbulence separation minima is applied;

f) traffic information is provided to the following aircraft;

g) the runway is dry or the braking action is assessed as 'good'; and

h) the runway has been approved for reduced runway separation by the CATC or the appropriate Defence authority.

37

Behind a preceding departing aircraft

10.9.4.3

 

(Card 4 of 8)

Apply the 'landing behind a preceding departing aircraft' standard to fixed wing aircraft, provided that you do not permit the landing aircraft to cross the runway threshold until the preceding aircraft is airborne and:

a) has either commenced a turn; or

b) is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to enable the landing aircraft to manoeuvre safely in the event of a missed approach.

38

Behind a preceding departing or landing aircraft

 

10.9.4.2

 

(Card 5 of 8)

Apply the 'landing behind preceding departing or landing' standard to fixed-wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold unless, in the opinion of the tower controller, no collision risk exists and:

a) the landing aircraft has an MTOW below 3000kg and is a Performance Category A aircraft; and

b) the preceding aircraft has an MTOW of 7000kg or less, is at least 1000m from the threshold of the runway and:

i) if landing, will vacate the runway without backtracking; or

ii) if departing, has commenced its take-off run.

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39

After intersecting runway traffic

10.9.4.4

 

(Card 6 of 8)

Apply the 'landing after intersecting runway traffic' standard to fixed wing aircraft, provided that you do not permit the landing aircraft to cross the runway threshold until a preceding departing or landing aircraft on an intersecting runway has either crossed the intersection or stopped short.

40

Helicopter landing - HLS

10.9.4.5

 

(Card 7 of 8)

You may clear a helicopter to land when:

a) a departing helicopter has left the HLS; or

b) the preceding arriving helicopter has moved clear of the HLS.

41

Helicopter landing - Runway

10.9.4.6

 

(Card 8 of 8)

You may permit the landing helicopter to land when:

a) the preceding landing or departing aircraft is at least 300m down the runway from the landing threshold; and

b) in the opinion of tower controller, no collision risk exists.

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