UK APS Oral Question Bank Flashcards

Question

Define a Basic Service

Answer 1

An ATS provided for the purpose of giving advice and information useful to the safe and efficient conduct of flight. This may include; 1) Weather information 2) Changes of serviceability of facilities 3) Conditions at aerodromes 4) General airspace activity information 5) Any other info likely to affect safety

Answer 2

A surveillance based service where in addition to the provisions of a Basic Service the ATCO provides specific surveillance derived traffic information to assist the pilot in avoiding other traffic. ATCOs may provide headings and/or levels for the purposes of positioning and/or sequencing, however the ATCO is not required to achieve deconfliction minima and the pilot remains responsible for collision avoidance

Answer 3

A surveillance based service where in addition to the provisions of a Basic Service the ATCO provides specific surveillance derived traffic information and headings and/or levels aimed at achieving defined deconfliction minima or for the purposes of positioning and/or sequencing, however the avoidance of other traffic is ultimately the pilot's responsibility

Answer 4

An ATS where, in addition to the provisions of a basic service, the ATCO provides restrictions, instructions and approach clearances, which, if complied with, shall achieve deconfliction minima against other a/c participating in the procedural service. Neither traffic info nor deconfliction advice can be passed with respect to unknown traffic

Answer 5

No as the lowest visibility is the one used to determine the flight rules permitted.

Answer 6

Ground visibility

Answer 7

Not to/from the aerodrome or in the ATZ but they could transit the zone

Answer 8

By day: when vis <5km or cloud base <700ft At night: Irrespective of weather conditions When requested by parent ACC When deemed necessary by the controller As instructed in MATS part II

Answer 9

PAR ILS ILS/DME MLS RNP APCH (ICAO only)

Answer 10

RNP NDB VOR GNSS SRA ILS (LLZ only) VDF

Answer 11

When they are worse than those being officially reported

Answer 12

Rate 1 (3 degrees/sec) or with 25 degrees of bank (whichever uses less bank)

Answer 13

Expected Approach Time The time at which ATC expects an arriving a/c, following a delay, will leave the holding fix to complete its approach for landing

Answer 14

When arriving a/c are subject to a delay of 20 mins or more (or as determined by authority)

Answer 15

Normal; CAT A & B- 170kt CAT C, D & E- 230kt Turbulent CAT A & B- 170kt CAT C, D & E- 280kt

Answer 16

Normal- 240kt Turbulent- 280kt or M0.80

Answer 17

Normal- 265kt Turbulent- 280kt or M0.80

Answer 18

1 min, 1 and 1/2 above 14000ft

Answer 19

4 mins up to and inc. 14000ft 5 mins above this

Answer 20

<91kts IAS

Answer 21

91kts-120kts IAS

Answer 22

121kts- 140kts IAS

Answer 23

141kts- 165kts IAS

Answer 24

166kts-210kts IAS

Answer 25

Overhead a VOR Overhead a VOR with a co-located DME Overhead an NDB An intersection of VOR radials An intersection of a VOR radial and a distance from a co-located DME

Answer 26

The a/c's Vat in landing configuration at its maximum certificated landing weight

Answer 27

Acknowledge by saying "C/S roger"

Answer 28

When the pilot reports "clear of conflict"

Answer 29

Pass appropriate pressure setting

Answer 30

When the pilot reports clear of conflict and current clearance resumed

Answer 31

TA=Traffic Advisory- Pilots are advised not to take avoiding action RA= Resolution Advisory and Pilots will take action in response to these

Answer 32

MOR to be filed, must also file an AIRPROX if necessary

Answer 33

A transponder with A & C or S

Answer 34

a) 1450ft AGL b) 1100ft AGL c) 1000ft AGL

Answer 35

1. Designation by automated means, provided that only one position indication is indicated with no possible doubt 2. Notification of the a/c's discrete SSR code or a/c address 3. Notification that the a/c is SSR Mode S/ ADS-B equipped with an a/c ident feature. 4. Direct designation (pointing at it) of the position indication when two screens are adjacent or a conference type of display is used 5. Designation by reference to bearing and distance from a geographical position or nav facility together with the track of the observed position indication if the route of the a/c is not known 6. Instructing an a/c to change SSR codes by the transferring controller and the accepting controller seeing the change 7. Issuance of an instruction to the a/c by the transferring controller to 'squawk ident' and observation of this response by the accepting controller

Answer 36

The turn method Departing a/c method Position report method Transfer of identification

Answer 37

Primary return

Answer 38

A/c heading is ascertained and then a position indication is correlated with; 1) The acknowledged execution of an instruction to alter heading by at least 30 degrees 2) One or more changes of heading of at least 30 degrees as instructed by another controller 3) One or more changes of heading of at least 30 degrees as reported by the pilot

Answer 39

30 degrees

Answer 40

That he has been identified and his position

Answer 41

Terrain PSR coverage Other surveillance returns Rules of the Air Proximity of airspace

Answer 42

1) Over an exact reporting point which is displayed on the situation display; which are; 2) Position defined by VOR radial with a range from a co-located or associated DME (no more than 30nm) 3) Over a notified visual reference point or prominent geographical feature, in either case approved for the purpose and displayed on the situation display, provided that the flight is operating with visual reference to the surface and at a height of 3000 ft or less above the surface.

Answer 43

when either Mode A or Mode C is corrupt

Answer 44

Terrain as they will be taking their own terrain sep.

Answer 45

Outside CAS- for all methods of ident Inside CAS- only required when using the turn method

Answer 46

Following the turn method of ident

Answer 47

(1) Observing the pilot’s compliance with the instruction to select a discrete four digit code; (2) Recognising a validated four-digit code previously assigned to an aircraft callsign. When code/callsign conversion procedures are in use and the code/callsign pairing can be confirmed, the callsign displayed in the data block may be used to establish and maintain identity; (3) Observing an IDENT feature when it has been requested.

Answer 48

Validation and verification

Answer 49

An instrument approach and landing using precision lateral and vertical guidance with minima as determined by the category of operation

Answer 50

An instrument approach and landing which utilises lateral guidance but does not utilise vertical guidance

Answer 51

1. Arrival 2. Initial (IAF IF) 3. Intermediate (IF to FAF/FAP) 4. Final (FAF/FAP to MAPt) 5. Missed Approach

Answer 52

A/c conducting a visual cct to a runway after making an instrument approach to a different runway

Answer 53

CAT I CAT II CAT IIIA CAT IIIB CAT IIIC

Answer 54

DH no less than 200ft

Answer 55

Ops with DH lower than 200ft but not lower than 100ft

Answer 56

Ops either; 1. DH <100ft, or, no DH and RVR not less than 175m 2. DH <50ft, or, no DH and RVR less than 175m but greater than 50m 3. No DH and no RVR limitations

Answer 57

IAF- Initial Approach Fix

Answer 58

FAF= Final Approach Fix (only on non-precision approaches) FAP= Final Approach Point (only on precision approaches)

Answer 59

Both a form of reversal procedure which are to be used when no IAF or IF are available to construct a straight in approach. a) Base turn flys an outsbound leg from the holding point for a time and then makes a continous turn onto approach c) Procedure turn flys up the final approach (for a time/distance) initially before making a turn outbound to begin a turn back onto final approach

Answer 60

Required Navigational Performance

Answer 61

Ask pilot to check pressure setting and report level again Ask pilot to stop squawking mode alt due wrong indication Inform the pilot of the discrepancy and coordinate with adjacent ATC

Answer 62

RVSM airspace: +/-200ft Non-RVSM airspace: +/-300ft

Answer 63

a) The level at or below which an a/c's vertical position is controlled with reference to altitude b) The lowest Flight Level available for use above the Transition Altitude c) The airspace between the Transition Altitude and the Transition Level

Answer 64

Class G, they would be deemed to be outside CAS

Answer 65

5nm we aim for for 6.5nm at least to give 2nm of level flying before intercepting that distance at 1500ft (which is 5nm)

Answer 66

45 degrees

Answer 67

Localiser- 10 degrees either side to 25nm, 35 degrees either side to 17nm Glide-path- 8 degress either side to 10nm

Answer 68

3 degrees per second

Answer 69

The minimum speed an a/c can achieve before having to deploy lift devices such as flaps and slats

Answer 70

250kts above FL60 220kts on descent from FL60 180kts when late downwind or base leg 160kts to 4 DME

Answer 71

Advisory airspace

Answer 72

E, F and G

Answer 73

IFR separated from other IFR and SVFR and vice versa. IFR given traffic information on VFR and vice versa with avoidance advice given if requested

Answer 74

250kts IAS below FL100

Answer 75

Class A and B

Answer 76

a) A controlled airspace extending upwards from the surface to a specified upper limit

Answer 77

A controlled airspace extending upwards from a specified limit above the Earth

Answer 78

A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes

Answer 79

The same airspace as that within which they reside

Answer 80

Flight Restriction Zone

Answer 81

IFR flights

Answer 82

for exempted flights in Class D airspace when authorised by an ATC unit in accordance with MATS Part 2;

Answer 83

A more localised assessment of visual range in relation to a particular runway when the general met vis is less than 1500m

Answer 84

The range over which the pilot of an a/c on the runway centreline can expect to see the runway surface markings, the lights delineating the runway or identifying its centreline

Answer 85

IRVR and the human observer method

Answer 86

Touchdown Mid-point Stop-end

Answer 87

Up to 400m= 25m 400-800m= 50m Above 800m= 100m

Answer 88

Max= 2000m Min= 50m

Answer 89

a) Raises the FL as an altitude b) Lowers the FL as an altitude

Answer 90

A sustained change in wind velocity along an a/c's flight path which occurs significantly faster than an a/c can accelerate and decelerate

Answer 91

Frontal systems Thunderstorms Temperature inversions Surface obstructions

Answer 92

"no traffic delay expected"

Answer 93

"Delay not determined, (x) a/c holding for weather improvement"

Answer 94

Designated Operational Coverage Term defining the coverage boundary of the station

Answer 95

Elementary and Enhanced

Answer 96

Speed Heading Present level Cleared /Level Rate of Climb/Rate of Descent

Answer 97

Endeavour to provide for the continuation of the flight to the aerodrome of first intended landing in accordance with the flight plan

Answer 98

Prevent the a.c from departing unless it is impractical for repairs to be effected at the aerodrome, in which case flight by the most direct route possible to the nearest aerodrome where repairs can be effected should be facilitated.

Answer 99

Is that controlled traffic to which the provision of separation by ATC is applicable, but which, in relation to a particular controlled flight is not, or will not be, separated from other controlled traffic by the appropriate separation minimum

Answer 100

Yes but only non-precision approaches are permitted

Answer 101

Timed legs

Answer 102

None, there are no GP only approaches

Answer 103

IFR- Radar Control VFR (participating) UK FIS

Answer 104

SIGMET/AIRMET info Information on Volcanic Activity Information on release of radioactive materials or toxic chemicals Info on the changes of availabilty of radio nav aids Info on changes in conditions of aerodromes and facilities Info on unmanned free balloons Info on space weather Any other info likely to affect safety

Answer 105

IFR or VFR

Answer 106

When ATCO's cannot continue to provide info (and minima for DS) due to; surveillance coverage times of high workload Areas of high traffic density Degraded surveillance performance Where PSR is unavailable and SSR alone is used to provide an ATS

Answer 107

1) Pertinent data on all relevant flights including the type of flight, ie IFR or VFR, level of arriving A/C and ETA; 2) The anticipated order in which control of A/C is to be transferred; 3) The anticipated delay to departing IFR flights together with the reason for the delay.

Answer 108

1) Lowest level at the holding facility available for use by Area Control 2) The average time interval between successive approaches 3) Revision of EATs issued by Area Control when Approach Control calculations show a variation of 5 mins or more; 4) Arrival times over the holding point if these vary from the estimate by 3 minutes or more 5) Missed Approaches when re-routing is entailed, in order that the subsequent action may be co-ordinated; 6) Departure times of A/C 7) All available information pertaining to overdue A/C

Answer 109

1) A/C approaching to land, if necessary requesting clearance to land. 2) Arriving A/C which are to be cleared to Visual Holding Points 3) A/C routing through the traffic cct

Answer 110

1) Departing IFR flights 2) Arriving A/C which make their first call on the tower frequency (unless they are transferred to Approach Control)

Answer 111

Arriving A/C which is to be cleared to an aerodrome holding facility or a Visual Holding point, instead of the normal holding facility

Answer 112

IFR flights operating with visual ref to the surface may be transferred in the following circumstances; 1) When an A/C carrying out an Instrument Approach has become no. 1 and for following A/C when they are established on final apprach and have been provided with the appropriate separation from preceding A/C; 2) A/C operating in the Tx Cct 3) A/C approaching visually below all cloud when the reported aerodrome visibility is 10KM or more. When the reported visibility of two values, the lower of the two values shall be used when determining whether transfer of control may take place. nb; in the case of 2 and 3 the volume of tx and Aerodrome workload must be such as to allow the use of one of the reduced in the vicinity of the aerodrome. In order to clear other A/C to descend through the cloud formation it will be necessary for the A/C approaching underneath to be kept more than 1,000ft below all clod, or for horizontal separation to be provided.

Answer 113

Must be transferred in sufficient time for Aerodrome Control to pass additional information in respect of local tx.

Answer 114

Outside CAS- Should not be done Inside CAS- Yes

Answer 115

When the ground vis is below 5000m and/or the C.C. below 1500ft. Pilot should be asked to specify type of clearance required.

Answer 116

Police Helimed Rescue Electricity Grid Powerline Pipeline SAR training flights (in accordance with MATS 2) Rail track inspection flights

Answer 117

No however they should report any occurence which they consider has endangered an A/C or person

Answer 118

1) Runway in use 2) Current Met info; a) Surface wind direction b) Vis c) Present wx d) Cloud e) Pressure setting f) Relevant info reported by other pilots g) Significant met info eg thunderstorms, hail etc h) Warnings of marked temp inversions i) Any other relevant info j) RVR 3) Current runway surface conditions 4) Any changes in the operational stataus of visual and non-visual aids essential for approach and landing 5) LVPs in operation

Answer 119

1) Significatnt changes in the met conditions and runway conditions 2) Further reports from other pilots 3) Further changes in the operational status of approach and landing aids 4) Implementation and cancellation of LVPs

Answer 120

Pilot reports that they are visual with the surface and; 1) The reported C.C is at or above the level of the beginning of the initial approach segement; or 2) The pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and a reasonable assurance exists that this can be accomplished. Controllers SHALL not clear an A/C for a visual approach when the RVR (TD) is less than 800m. If a pilot requests one in this circumstance than the pilot is to be informed that a visual approach is unavailable and what their intentions are.

Answer 121

The standard separations as A/C making a Visual Approach still count as IFR and as making an Instrument Approach

Answer 122

Yes Responsbility for the provision of deconfliction advice and tx info continues in accordance with the service being issued and is subject to the following; 1) Procedural Service- no requirement for controllers to change the level of service provided 2) DS- when flights carrying out visual approaches descen below the unit's terrain safe level, controllers shall no provide a DS and should instead provide a TS 3) TS- subject to maintenance of surveillance identity, there is no requirement to change the level of service. 4) BS- no requirement to change the level of service provided.

Answer 123

1) on initial contact; a) "This is the approach procedure for (aid) for Category (cat) A/C. Final approach track (degrees)" b) Arrival level (if necessary) c) Type of reversal manoeuvre including outbound track, length in time or distance, level instructions and direction of procedure turn where applicable. 2) When A/C commences final reversal; a) Intermediate and final approach track b) Intermediate and final approach fixes together with level instructions c) stepdown fixes and OCH 3) Missed approach point and missed approach procedure (when required) n.b. items 1 b and 1 c may be ommitted for straight in approaches the whole procedure may be passed at once if the pilot is copying down the information

Answer 124

Yes, standard sep against other IFR A/C is to be maintained unless the pilot cancels their IFR flight plan

Answer 125

When airborne holding is required, ifm the expected delay is to be less than that required to issue EATS then an estimate of the delay is to be passed.

Answer 126

With sufficient time for the pilots to arrange their flight paths accordingly.

Answer 127

When the A/C below has reported vacating that level, however if severe turbulence exists than the instructions shall be withheld until the first A/C has reported at least 1000ft below the vacated level

Answer 128

When the A/C is likely to be delayed before commencing an intermediate approach.

Answer 129

To await wx improvement

Answer 130

"no tx delay expected" subesquent A/C will be advised that the "delay not determined (number) A/C holding for wx improvement"

Answer 131

Release Subject Your Discretion Where an Approach Controller accepts responsibility for the provision of separation between an outbound A/C and the conflicting inbound or overflying A/C. Used in situations where the Approach Control procedures offer a more expeditious resolution to the confliction.

Answer 132

They will be instructed to Remain Outside Controlled Airspace, told when to expect clearance and a time check.

Answer 133

When the type of identification requires and; at least once during each leg of the cct (this can be a distance from touchdown), for a/c making a straight in approach it is to be passed at least once before it commences the final descent

Answer 134

The type of approach and the runway in use

Answer 135

The angle of the nominal descent gradient The termination range The applicable obstacle clearance altitude/ height The procedure to be followed in the event of comms failure if this is not published.

Answer 136

a) 2NM before the FAF for an ILS, MLS, VOR, NDB approach or SRA; or b) The IF for an RNP approach

Answer 137

45 degrees

Answer 138

Within the DOC of the loc

Answer 139

a) Clear them for the approach if they have been given descent to the procedure alt/hgt published on the charts or b) Issue a conditional clearance to descend on the ILS glidepath once established on the localiser (eg on reaching 10DME descend on the glidepath) c) When it is necessary to ensure that an a/c joining the ILS does not commence descent until specifically cleared, solely instruct the pilot to report established on/ the localiser and to maintain the previously assigned level- subsequently clearing them for the approach or to descend on the GP

Answer 140

Whether they can accept that vector and remain VMC

Answer 141

At the beginning of each approach for a landing and then whenever there is a significant change in the RVR until the a/c have landed.

Answer 142

(EU)2015/340

Answer 143

1. State issuing the licence 2. Title of the licence 3. Serial no. of the licence given by the authority issuing the licence 4. Name, DOB, address, nationality and signature of the holder 5. Competent authority 6. Certification of validity plus dates of first issue 7. Signature of issuing officer and date 8. Seal or stamp of competent authority

Answer 144

1. Deficiency in, or doubts about, competence to provide an ATC service 2. Doubts about whether an individual is a fit person to hold a licence, in relation to their character or behaviour, including their integrity, reliability and self-control 3. Inability to meet the appropriate medical standards

Answer 145

The transfer of responsibility for an aircraft from one controller to another may be effected provided that: (1) satisfactory two-way speech communication is available between them; (2) the identity has been transferred to, or has been established by, the accepting controller; and (3) the accepting controller is informed of any level, speed or vectoring instructions applicable to the aircraft at the stage of transfer. If the route of the aircraft is not known the offering controller is to pass the observed track or reported aircraft heading to the accepting controller.

Answer 146

Control of arriving aircraft may be transferred to Approach Radar Control, when other aircraft would otherwise delay the released aircraft’s progress, in accordance with the following conditions: (1) The transfer of control message is prefixed “radar release”; (2) Details of all conflicting aircraft are passed to the approach radar controller; (3) Conflicting aircraft are either transferred to Approach Radar Control or identified according to the accepting controller’s decision; and (4) Neither the track nor the level of the conflicting aircraft is altered without co-ordination.

Answer 147

To act as an ATC in the provision of an approach control service with the use of surveillance equipment

Answer 148

SRA, PRA and TCL endoresments

Answer 149

...non-precision radar approaches with the use of surveillance radar equipment

Answer 150

...ground-controlled precision approaches with the use of precision approach radar equipment to aircraft on the final approach to the runway;

Answer 151

By correlating a particular Position Indication with a report from the pilot that the aircraft is: (1) over an exact reporting point which is displayed on the situation display; or (2) at a particular distance not exceeding 30 miles on a particular radial from a co- located VOR/DME or TACAN (DME). The source facility must be displayed on the situation display; or (3) over a notified visual reference point or prominent geographical feature, in either case approved for the purpose and displayed on the situation display, provided that (the flight is operating with visual reference to the surface and at a height of 3000 ft or less above the surface.) UK The identification must follow a period of track observation sufficient to enable the controller to compare the movement of the Position Indication with the pilot’s reported route. The reported position and level of the aircraft must indicate that it is within known PSR cover. This method must be reinforced by an alternative method if there is any doubt about the identification because of: (1) the close proximity of other returns; or (2) inaccurate reporting from aircraft at high level or some distance from navigational facilities.

Answer 152

Designation by automated means, provided that only one position indication is indicated with no possible doubt Notification of the aircrafts discrete SSR code or aircraft address Notification that the a/c is Mode S / ADS-B equipped with an ident feature when coverage is available Direct designation (pointing) of the Position Indication where two situation displays are adjacent or a conference type of display is used. Designation by reference to bearing and distance from a geographical position or nav facility, together with the track of the observed position indication if the route of the a/c is not known to both ATCO's Not more than 30nm from the VOR/DME facility Instructing an aircraft to change SSR code by the and accepting controller observes this Issuing an instruction to squawk IDENT and accepting controller observes this

Answer 153

Upon identification, except when identification is established: Based on pilots report of aircraft position or within 1nm of the runway on departure By use of ADS-B/Mode S ident or assigned discrete SSR code By transfer of identification When pilot requests this information When pilots estimated position differs significantly from controllers estimate based on observed position When pilot instructed to resume own navigation after vectoring If current instructions had deviated from assigned route Immediately before termination of ATS surveillance service if a/c observed to deviate from intended route

Answer 154

Reference to a well-known geographical position Magnetic track and distance to significant point, an en-route aid or approach aid Direction (using compass point) and distance from known position Distance to touchdown when on final approach Distance & direction from centre line of ATS route

Answer 155

Instruct a/c to squawk assigned code and observe that the correct numbers appear on the situation display Instructing the a/c to squawk ident and simultaneously checking that the code numbers are associated with the radar return Matching a previously identified radar return with the assigned code for the flight

Answer 156

Instruct pilot to reset assigned code If error persists instruct pilot to select A0000 If it still persists instruct pilot to switch off transponder- a corrupt code may be retained for identification and tracking purposes if the Mode C is verified but adjacent ATSUs must be informed

Answer 157

When the code set can be recognised by the code assignment plan to have been assigned by a unit deemed capable of validating the code, providing the code has not been notified as corrupt.

Answer 158

By simultaneous comparison of the displayed data with the information received from the a/c via R/T. Reading to be +/- 200ft in RVSM airspace

Answer 159

Pilot should be advised and requested to check the pressure setting and confirm the a/c's level

Answer 160

Request the pilot to switch off Mode C provided this does not interrupt the operation of Mode A and notify the next ATSUs of the action taken Inform the pilot of the discrepancy and request Mode C operation continue in order to prevent loss of position and identity information on the a/c, notify the next ATSUs

Answer 161

When 3 consecutive sweeps (or 15 seconds whichever is greater) show that the Mode C is +/- 200ft of the assigned level

Answer 162

When the Mode C indicates 400ft or more through that level and continuing in the anticipated direction

Answer 163

When the Mode C indicates 400ft or more from that level and continuing in the anticipated direction

Answer 164

Transfer of responsibility for the control of an a/c between two controllers using radar, following identification by both controllers.

Answer 165

1. Satisfactory two-way comms is available between controllers 2. The identity has been transferred to the accepting controller, or has been established by him; and 3. The accepting controller is informed of any level, speed or vectoring instructions applicable to the a/c at the stage of transfer

Answer 166

The level at or below which an a/c's vertical position will be controlled with reference to Altitude

Answer 167

The lowest usable flight level above the transition altitude, must be at least 1000ft above the TA

Answer 168

The band of airspace between the TA and the TL

Answer 169

When requested and agreed by the pilots of both a/c In Class D and E airspace Pilots maintain their own sep Below 10000ft During the day In VMC

Answer 170

Information passed between a/c that are not separated by the appropriate minima

Answer 171

Direction of flight Type and W/T Cat of a/c Cruising level of a/c concerned and; a) Estimated time over the reporting point closest to where the level will be crossed, or; b) Relative bearing of the a/c concerned in terms of the 12-hour clock as well as distance from conflicting traffic, or; c) Actual or estimated position of the a/c concerned

Answer 172

"Bigjet 347, essential traffic information, a westbound B737 maintaining FL80 estimating KTN at 50"

Answer 173

By the establishment of CAS-T

Answer 174

Vertical and horizontal dimensions defined as required

Answer 175

15 mins before to 30 mins after an ETD or ETA

Answer 176

Royal Low Level Corridors 5nm either side of the a/c's track from the surface to 1000ft above the a/c's max operating level

Answer 177

To IFR a/c in Class A-E Airspace To VFR a/c in Class C-D Airspace To SVFR a/c

Answer 178

a) A/C operating close to; the edge of situation display, radar overhead, weather clutter or PEs b) A/c is operating in area of high traffic density c) Operating close to limits of solid radar cover d) Services is provided by using SSR only (when approved) e) A/c is operating in known areas of poor surveillance performance/PEs/weather clutter f) ATCO suspects the ATS surveillance system is degraded

Answer 179

1) Notify a/c under your control 2) Establish a procedural sep 3) Reduced vertical sep of (500ft) may be used temporarily 4) Pass ETI if necessary

Answer 180

1) Re-identify all a/c 2) Inform pilots when identified 3) Validate and verify SSR data if not already achieved

Answer 181

Magnetic heading to a station

Answer 182

Magnetic bearing from a station

Answer 183

True track to a station

Answer 184

True bearing from a station

Answer 185

1) Well known geographical position 2) Bearing (using points of the compass) and distance from a known position 3) Magnetic track and distance to a reporting point, en-route nav aid or approach aid on the situation display 4) Lat and long 5) Distance from touchdown if the a/c is on final approach

Answer 186

Direct designation Designation by direction and distance from a common reference point Designation by electronic means

Answer 187

The situation displays must be adjacent or a conference type Ensure position returns correlate

Answer 188

May be a nav facility or a geographical position Must be situated on both displays Position indication must be within 3nm of the position stated Distance between a/c and ref point must not exceed 30nm (using mag tracks, radials and bearings) or 15nm (when using cardinal directions)

Answer 189

Both units must have SSR Only to be conducted in accordance with MATS part 2 and local agreements

Answer 190

Pilot reports he can maintain visual ref to the surface and; 1) The reported C.C is at or above the level of the beginning of the initial approach segment, or; 2) The pilot reports at any time after commencing an approach procedure that the vis will permit a visual approach and landing and a reasonable assurance exists that this can be accomplished.

Answer 191

When the RVR is less than 800m, in this instance pilot will be informed that this approach is not available and asked for their intentions

Answer 192

No unless surveillance info indicates that a/c is leaving CAS

Answer 193

3nm or 1000ft

Answer 194

5nm or 3000ft, surveillance returns should also not merge unless Mode A data indicates that the Mode C is verified

Answer 195

They will be reminded that they are responsible for terrain sep and service downgraded to a TS

Answer 196

When the flight profile indicates it will pass within 3nm or 3000ft of the a/c receiving the service. Info should be passed prior to the a/c being with 5nm

Answer 197

Only above the terrain safe level

Answer 198

IFR flights shall be given avoidance advice and traffic info passed VFR flights shall be given traffic info and (if requested by the pilot) avoidance advice

Answer 199

IFR flights shall be given avoidance advice and traffic info passed SVFR and VFR flights shall be given traffic info and (if requested by the pilot) avoidance advice

Answer 200

An aircraft may be considered to be at an assigned level provided that the Mode C readout indicates 200ft or less from that level.

Answer 201

An aircraft which is known to have been instructed to climb or descend may be considered to have left a level when the Mode C readout indicates a change of 400ft or more from that level and is continuing in the anticipated direction.

Answer 202

An aircraft which is known to have been instructed to climb or descend may be considered to have passed a level when the Mode C readout indicates a change of 400ft throug that level and is continuing in the anticipated direction.

Answer 203

If vertical separation already exists then you can do this as soon as the other one has reported or is observed to have vacated the level. Otherwise must wait until the vacating a/c has reached or passed through a level that is vertically separated from the one you want to climb/descend the other a/c to.

Answer 204

Lower Airspace Radar Service (LARS) units provide UK Flight Information Services (UK FIS) to aircraft outside controlled airspace up to and including FL100. Hours of operation will vary and service is always subject to ATC capacity.

Answer 205

A/c travelling east will do so at an odd level, west at an even level. VFR at 500ft. For IFR outside CAS below FL195 this is not required; 1) At or below 3000ft AMSL 2) Above 3000ft AMSL; a)In conformity with leveles allocated by an appropriate ATSU; or b) in accordance with instrument approach procedures notified by the CAA in relation to an aerodrome VFR not required to follow

Answer 206

Transponder Mandatory Zone Airspace of defined dimensions within which the carriage and operation of a pressure altitude reporting transponder is mandatory

Answer 207

Radio Mandatory Zone Airspace of defined dimensions within which the carriage and operation of suitable radio equipment is mandatory

Answer 208

a) a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for the exclusive use by another aviation authority and through which other traffic will not be allowed to transit. b) a defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for the specific use by another aviation authority and through which other traffic may be allowed to transit, under ATC clearance c) is an airspace reservation (TSA pr TRA) established for specific operational requirements over international boundaries

Answer 209

Airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times.

Answer 210

Except when necessary for take-off or landing, or except when specifically authorized by the appropriate authority, an IFR flight shall be flown at a level which is at least 1000 FT (300 M) above the highest obstacle located within 8 KM of the estimated position of the aircraft.

Answer 211

Regional Pressure Setting Lowest forecast QNH in the region

Answer 212

Altimeter Setting Region

Answer 213

Visual Manoeuvring (Circling) Area Area in which obstacle clearance has been considered for a/c manoeuvring visually before landing. Determined by drawing arcs centred on each runway threshold and joining these arcs with tangent lines

Answer 214

Callsign and Level

Answer 215

As elementary + Speed, Heading, Present Level, Cleared Level, and ROC/ROD

Answer 216

Minimum Safe Altitude Warning Collerates Mode C readouts with minimum safe altitude and alerts to any a/c that are below or are predicted to be so shortly

Answer 217

A Short Term Conflict Alert (STCA) is a system to warn the ATCO of any situation where user defined minimum separation distances between any pair of surveillance tracks is, or is predicted to be violated within a short look ahead time (usually 2 minutes). This is achieved via a visual alert on the radar display, though some systems also provide an audible alert.

Answer 218

ATCOs not to dissuade pilot from climbing. Appropriate pressure setting to be passed when able. GPWS warnings to climb will temporarily suppress TCAS RAs for the a/c suffering the GPWS warning, all other a/c will have their TCAS operate as normal. Essential tx info and/or avoiding action shall be passed first to the a/c in conflict with the one receiving the GPWS warning. Essential tx info and/or avoidance advice to be passed to GPWS a/c once Mode C or S indicates it is above the appropriate SMAC level. TI may be passed earlier but only if deemed necessary to avoid collision.

Answer 219

Any with a MTOW in excess of 5700kg or capable of carrying more than 19 pax

Answer 220

Mode A and Mode C or S

Answer 221

Typically 45 seconds

Answer 222

30 Seconds

Answer 223

Nothing, they just need to scan for traffic and may request updated traffic info

Answer 224

Pilot will react to RA given immediately.

Answer 225

When the pilot reports "clear of conflict"

Answer 226

Pass appropriate pressure setting

Answer 227

When the pilot reports clear of conflict and current clearance resumed

Answer 228

Transponders of both a/c will communicate with one another and agree on a course of action.

Answer 229

a) 1450ft AGL b) 1100ft AGL c) 1000ft AGL

Answer 230

Terrain Awareness Warning System Generic term that captures all equipment that assists a pilot to avoid a CFIT

Answer 231

All turbine engined a/c with a MTWO of greater than 5700kgs or capable of carrying more than 9 pax

Answer 232

Typically 20 seconds

Answer 233

1) 5nm between a HEAVY (excluding a SUPER) and a MEDIUM (UPPER and LOWER) or SMALL a/c following or crossing behind at the same level or less than 1000ft below 2) 6nm between a HEAVY (excluding a SUPER) and LIGHT a/c following or crossing behind at the same level or less than 1000ft below 3) As per Final Approach minima for a/c following or crossing behind a super at the same level or less than 1000ft below?

Answer 234

Aircraft in emergency Aircraft which have declared a police emergency Ambulance/medical aircraft where the safety of life is involved.

Answer 235

Police flights under normal operational priority Aircraft engaged in search and rescue ops Other flights approved by the CAA including open skies observation flights

Answer 236

Royal flights and flights carrying visiting heads of states which have been notified by NOTAM/temp supplement

Answer 237

Flights carrying the; 1) Prime Minister 2) Chancellor of the Exchequer 3) Home secretary 4) Secretary of State for Foreign, Commonwealth and Development Affairs Flights carrying visiting Heads of Gov. notified by the CAA

Answer 238

Flight check engaged in or en route to time or weather critical tasks HEMS/SAR flights positioning for the purposes of their duties Other flights authorised by the CAA

Answer 239

Flight planned aircraft following the standard routing procedures Initial instrument flight tests

Answer 240

Cat A- Police emergency, call sign will be suffixed with A Cat B- Normal operational priority Cat Z- Authorised for training tests etc

Answer 241

Helicopter Emergency Medical Services flight, these operate to incidents where the safety of life is involved. They can operate as; Cat A flights when on emergency operational tasks Cat E when positioning for its duties Cat Z when training, testing etc.

Answer 242

A sustained change in wind velocity along an aircraft’s flight path which occurs significantly faster than an aircraft can accelerate or deccelerate.

Answer 243

“G-CD, at 0745 a departing B757 reported windshear at 800 feet. Airspeed loss 20 knots, strong right drift” When wind shear is forecast or is reported by aircraft, ATC will warn other aircraft until such time as aircraft report the phenomenon no longer exists.

Answer 244

By the establishment of CAS-T

Answer 245

Vertical and horizontal dimensions defined as required

Answer 246

15 mins before to 30 mins after an ETD or ETA

Answer 247

Royal Low Level Corridors 5nm either side of the a/c's track from the surface to 1000ft above the a/c's max operating level

Answer 248

Moving Target Indicator The part of the system that filters out returns which aren't moving in an attempt to filter out permanent echoes or objects unlikely to be an a/c

Answer 249

Does not require the a/c to carry any equipment and can therefore discover an a/c with transponder failure Cheaper

Answer 250

Requires much less power to achieve the desired range, because pulse does not need to travel to the target and back More information provided to the ATCO, including additional data based on the transponder mode Targets are easier to distinguish due to different SSR codes SSR is immune to clutter as it uses different frequencies for interrogation and reply

Answer 251

When stable atmospheric conditions/temp inversion cause false radar echoes due to ducting

Answer 252

Radar clutter is unwanted reflections from terrain, buildings, weather, flocks of birds etc that mix with a/c echoes and hinder target detection

Answer 253

The flight level manually selected by the flight crew in the a/c FMS

Answer 254

" check selected level. Cleared level is "

Answer 255

Barometric Pressure Setting

Answer 256

By broadcasting information about an a/c's GNSS location, altitude, ground speed and other data to ground stations and other a/c, once per second. ATCOs and properly equipped a/c can immediately receive this info and have it displated to them.

Answer 257

Multilateration employs a number of strategically placed ground stations, which listen for the replies to interrogations from local SSR/MLAT stations. Using the Time Difference of Arrival (TDOA) of each reply at each different station an a/c's position to be precisely triangulated.

Answer 258

The direction it is pointing

Answer 259

The direction an a/c is travelling in

Answer 260

The angular difference between heading and track

Answer 261

Speed a/c is travelling through the air

Answer 262

The speed the a/c is travelling over the ground, under the influence of wind velocity

Answer 263

The speed shown to the pilots on the ASI

Answer 264

Reduces the radius of turn

Answer 265

Increases angle of climb. Same ft/min but increased ft/nm

Answer 266

Increase angle of descent. Same ft/min but increased ft/nm

Answer 267

Wind veers and increases in speed as you ascend vertically

Answer 268

Mechanical Turbulence. Occurs near especially irregular terrain and man-made obstacles such as hangars

Answer 269

Assigned by ATC to a specific a/c, used in a way that ensures the same code is not assigned to two a/c in the same airspace at the same time, to allow for identification

Answer 270

Non-specific codes used either at pilot's discretion (eg emergency) or when no discrete squawk has been assigned?

Answer 271

It must be validated by checking asap that the data displayed corresponds with the code which has been assigned.

Answer 272

In order to prevent and mitigate the conseuqnces of airspace infringements, pilots operating close to the peripheries of certain CAS may select local SSR conspicuity codes and monitor the promulagated frequency. Selection of such codes does not imply the provision of any ATS

Answer 273

horizontally- 2nm or half the standard minima vertically- 500ft

Answer 274

2nm from the FAF (5nm at Avon)

Answer 275

Continous Descent Approach. An a/c operating techinique in which an arriving a/c continously descends from height avoiding level flight, thereby using minimum thrust reducing noise, fuel burn and emissions.

Answer 276

Surveillance Minimum Altitude Chart

Answer 277

Initial Approach 1000ft (same as initial approach segment) FAVA 500ft (same as intermediate approach segment)

Answer 278

The a/c must either be established on the final approach track or on an intercept of 40 degrees or less

Answer 279

Flights in Class A and B Airspace IFR flights in Class C airspace For exempted VFR flights in Class C airspace when authorised by an ATC unit in accordance with MATS pt 2 For exempted flights in Class D airspace when authorised by an ATC unit in accordance with MATS pt 2 Test flights in accordance with specified conditions A/c taking part in flying displays when authorised by the CAA A/c subject to written permission granted by the CAA State a/c such as mil

Answer 280

Info indicates that there is aerial activity in a particular location that may affect a flight A definite risk of collision exists

Answer 281

The ATC units terrain safe level

Answer 282

If a pilot receiving a TS requests a heading from the ATCO whilst operating below the ATC terrain safe level, this may be provided as long as the ATCO reminds the pilot that they remain responsible for terrain clearance. For example "G-CD taking your own terrain clearance, suggest right heading 120 degrees"

Answer 283

If a pilot requests descent below ATC unit terrain safe levels, ATCOs shall no longer provide a DS but should instead, subject to surveillance and RTF coverage, apply a TS.

Answer 284

The visibility at an aerodrome as reported by an accredited observer

Answer 285

The forward visibility as seen from the cockpit of an a/c in flight

Answer 286

A/c commander and flight visibility

Answer 287

Height 2000ft AGL 2NM or 2.5NM (if runway 1850m or longer) radius from centrepoint of longest runway

Answer 288

20 minutes

Answer 289

IMC= 1000ft VMC= 500ft

Answer 290

Obstacle Clearance Altitude The lowest altitude above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with the appropriate obstacle clearance criteria.

Answer 291

the altitude/height in a precision approach at which a missed approach must be initiated if the required visual reference to continue that approach has not been established.

Answer 292

the altitude/height in a non-precision approach below which descent may not be made without the required visual reference.

Answer 293

Minimum Sector Altitude The lowest safe altitude for instrument flight within sectors of an aid, facility or aerodrome which is published in the appropriate approach chart.

Answer 294

Missed Approach Point The point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed.

Answer 295

The minimum levels as specified in the procedure approved by the CAA.

Answer 296

The minimum level as published on the SMAC.

Answer 297

Defined area in the vicinity of an aerodrome, depicted on a Surveillance Minimum Altitude Chart (SMAC), in which the minimum safe levels allocated by a controller vectoring IFR flights with Primary and/or Secondary Radar equipment have been predetermined.

Answer 298

Within 30nm of the radar antenna; 1000ft above any fixed obstacle within: a) 5 nm of the Aircraft and b) 15 nm ahead and 20deg either side of track. Aircraft within 15nm of antenna and provided a SMAC or approved procedure notified, 5 and 15 nm are reduced to 3 and 10nm respectivly Outside 30nm; 1000ft above any fixed obstacle; a) within 15nm of the centreline of the ATS route; or b) within 30nm of the a/c

Answer 299

When an aircraft intends to land on a runway for which no instrument approach procedure exists, it may descend on the instrument approach to another runway and, provided the required visual references are established at the VM(C) Minimum Descent Altitude/Height, it may manoeuvre in a circling pattern visually for landing on the desired runway.

Answer 300

If, for reasons other than weather (for example an obstruction on the runway), the extent of the delay is not known, aircraft are to be advised “delay not determined”.

Answer 301

Subsequent aircraft are to be passed “delay not determined (number) aircraft holding for weather improvement”.

Answer 302

"no traffic delay expected"

Answer 303

An RNP approach utilises GNSS augmented by either ABAS (e.g. RAIM) or SBAS to provide lateral only, or lateral and vertical guidance. The accuracy required is 0.3 NM unless it is a hazardous approach, requiring RNP (AR) in which case its 0.1 NM.

Answer 304

The aircraft is to be provided with a descent profile to enable a crossing of the FAF at the published procedure altitude/height.

Answer 305

The act of protecting the runway in anticipation of Low Vis Operations. For LVOs there must be Low Visibility Procedures. When the vis or cloud falls below a prescribed minima and is forecast to worsen the ADC shall initiate safeguarding

Answer 306

The aerodrome controller

Answer 307

"Low Visibility Procedures are in Force"

Answer 308

10nm normally 15nm fot facilitate a departure

Answer 309

1. When the RVR reading is equal to or less than the maximum reportable for the RVR system in use 2. When Shallow fog is present and for the period for which it is forecast 3. Whenever the aerodrome met report shows the vis to be less than 1,500m

Answer 310

Non-precision approach conducted using surveillance radar equipment

Answer 311

Only where the ATS surveillance system and the procedure have been approved by the CAA for use at a particular aerodrome

Answer 312

1. Advisory heights through which the aircraft should be passing to maintain the nominal glidepath, together with ranges from touchdown, shall be passed at each nautical mile 2. The pilot shall be instructed to check their minimum descent height/altitude one mile before advisory heights/altitudes are discontinued 3. Advisory heights shall be discontinued at the one above the highest OCH

Answer 313

(1) Advisory heights through which the aircraft should be passing to maintain the nominal glidepath, together with ranges from touchdown, shall be passed at each half mile; (2) Transmissions shall not be interrupted for intervals of more than 5 seconds from a range of 4 NM until the approach is terminated; (3) The pilot shall be instructed to check their minimum descent height at a range of 2 NM; (4) Advisory heights shall be discontinued at the one above the highest OCH or at 1 NM, whichever is the sooner; (5) The controller shall not be responsible for any duties other than those strictly connected with the SRA.

Answer 314

In CAS- obtain a clearance for any proposed detour if required to leave CAS- Following vectors the pilot is required to obtain a joining clearance to re-enter CAS

Answer 315

Magnetic heading to a station

Answer 316

Magnetic bearing from a station

Answer 317

True track to a station

Answer 318

True bearing from a station

Answer 319

When the RVR is less than 800m, in this instance pilot will be informed that this approach is not available and asked for their intentions

Answer 320

Yes they are still IFR

Answer 321

3nm or 1000ft

Answer 322

5nm or 3000ft, surveillance returns should also not merge unless Mode A data indicates that the Mode C is verified

Answer 323

They will be reminded that they are responsible for terrain sep and service downgraded to a TS

Answer 324

When the flight profile indicates it will pass within 3nm or 3000ft of the a/c receiving the service. Info should be passed prior to the a/c being with 5nm

Answer 325

1. Arrival 2. Initial 3. Intermediate 4. Final 5. Missed

Answer 326

From the en-route phase to the approach phase, ends at the IAF

Answer 327

Begins at IAF and ends at the IF takes a/c to the intermediate segment

Answer 328

From IF to the FAF/FAP Speed and configuration adjusted to prepare for final approach Obstacle clearance reduces from 1000ft to 500ft

Answer 329

From FAP/FAF to the MAPt Alignment and descent for landing are made. May be to a runway for a straight in landing or to an aerodrome for a visual manoeuvre

Answer 330

Takes pilot from the MAPt up above obstacles (150ft above) and back to another attempt at the approach.

Answer 331

Glide Path DA/DH Nav facility Fix Specified distance from FAF

Answer 332

Decision Altitude/Height Apply only to precision approaches

Answer 333

Minimum Descent Altitude/Height For non precision approaches

Answer 334

Provided in the final approach segment of instrument approach procedures to ensure obstacle clearance if there are significant obstacles under the final approach

Answer 335

2nm, 1nm, or 0.5nm

Answer 336

Starting from the lowest runway denominator

Answer 337

In the order starting from the threshold of the runway in use

Answer 338

up to and including 3mm

Answer 339

Dry runway

Answer 340

A wet runway where the surface friction characteristics of a significant part of the runway have been determined to be degraded

Answer 341

Standing Water

Answer 342

Compacted Snow Dry Snow Frost Ice Slush Standing Water Wet Ice Wet Snow

Answer 343

exceeds 25%

Answer 344

Good Medium Medium to poor Poor Less than poor

Answer 345

When the Condition Code is 5 or 6

Answer 346

When they are worse than those being officially reported

Answer 347

Runway de-icing activity that has taken place, such as chemical treatment or sanding Snowbanks on the runway giving the distance left/right from the runway center line Frozen ruts and ridges

Answer 348

2,500ft up to 40nm

Answer 349

Air Traffic Advisory Service

Answer 350

1) Arriving A/C are released by Area Control until transferred to Aerodrome Control 2) A/C approaching from outside CAS place themselves under the control of Approach Control until transferred to Aerodrome Control 3) Departing A/C are taken over from Aerodrome Control until; a) they are transferred to Area Control; or b) they are clear of CAS 4) Overflying A/C are within the relevant CAS

Answer 351

1) Arriving A/C place themselves under the contol of Approach Control until control is transferred to Aerodrome Control 2) Departing A/C are taken over from Aerodrome Control until they no longer wish a service or are 10 minutes flying time away from the Aerodrome whichever is sooner. 3) Overflying A/C place themselves under the control of Approach Control until they are clear of the Approach pattern and either no longer wish to receive a service or are 10 minutes flying time away from the aerodrome, whichever is the sooner.

Answer 352

1) Pertinent data on all relevant flights including the type of flight, ie IFR or VFR, level of arriving A/C and ETA; 2) The anticipated order in which control of A/C is to be transferred; 3) The anticipated delay to departing IFR flights together with the reason for the delay.

Answer 353

1) Lowest level at the holding facility available for use by Area Control 2) The average time interval between successive approaches 3) Revision of EATs issued by Area Control when Approach Control calculations show a variation of 5 mins or more; 4) Arrival times over the holding point if these vary from the estimate by 3 minutes or more 5) Missed Approaches when re-routing is entailed, in order that the subsequent action may be co-ordinated; 6) Departure times of A/C 7) All available information pertaining to overdue A/C

Answer 354

1) A/C approaching to land, if necessary requesting clearance to land. 2) Arriving A/C which are to be cleared to Visual Holding Points 3) A/C routing through the traffic cct

Answer 355

1) Departing IFR flights 2) Arriving A/C which make their first call on the tower frequency (unless they are transferred to Approach Control)

Answer 356

Arriving A/C which is to be cleared to an aerodrome holding facility or a Visual Holding point, instead of the normal holding facility

Answer 357

IFR flights operating with visual ref to the surface may be transferred in the following circumstances; 1) When an A/C carrying out an Instrument Approach has become no. 1 and for following A/C when they are established on final apprach and have been provided with the appropriate separation from preceding A/C; 2) A/C operating in the Tx Cct 3) A/C approaching visually below all cloud when the reported aerodrome visibility is 10KM or more. When the reported visibility of two values, the lower of the two values shall be used when determining whether transfer of control may take place. nb; in the case of 2 and 3 the volume of tx and Aerodrome workload must be such as to allow the use of one of the reduced in the vicinity of the aerodrome. In order to clear other A/C to descend through the cloud formation it will be necessary for the A/C approaching underneath to be kept more than 1,000ft below all cloud, or for horizontal separation to be provided.

Answer 358

IFR flights when the A/C has become no.1 to approach, and for following A/C, when they are established on final approach and have been provided with appropriate separation. Until such A/C are visual with the surface the responsibility for separation remains with Approach Control. Aerodrome Control shall not issue any instructions or advice that would reduce the separation established by Approach Control.

Answer 359

Until appropriate tx info on IFR and other VFR flights has been issued and co-ordination effected with Aerodrome Control. Should keep a particular eye on VFR flights arriving from directions in which other A/C will be letting down on an Instrument Approach, e.g joining straight in under the final approach when an Instrument Approach is active.

Answer 360

Outside CAS- Should not be done Inside CAS- Yes

Answer 361

1) Pilot requests it 2) Controller deems it necessary 3) CAA demands it

Answer 362

1) At an agreed reporting point 2) On an estimate for an FIR boundary 3) At or passing an agreed level 4) While an a/c is climbing to an agreed level providing separation will exist for the rest of the climb

Answer 363

1) OCAS 2) Entering CAS 3) Changing from IFR to VFR or vice versa within class E airspace 4) VFR entering class B-D airspace from class E or vice versa 5) Leaving CAS unless pilots are provided with advanced notice (5-10nm or 3000ft-6000ft prior)

Answer 364

PRAWNSS Pressure Runway (in use, surface conditions) Aids/Aerodrome Status (nav aid serviceability, etc) Weather (upper winds, unusual methods) Non-standard (flights, NOTAMS etc) Strips Set up of Radar

Answer 365

* Flying over the sea more than 10nm from the UK coast * Over sparsely populated areas where SAR may be difficult * Into an area where SAR ops are in progress

Answer 366

Aeronautical information circulars ## Footnote Information that doesn't qualify for inclusion in the AIP or a NOTAM. **NOT A NOTIFIED DOCUMENT.**

Answer 367

White- Admin Yellow- Operations/ATS Pink- Safety Mauve- UK restriction charts Green- Maps/Charts

Answer 368

For any flight

Answer 369

1. For any flight or portion thereof to be provided with an Air traffic control service 2. Any flight within advisory airspace 3. Any flight within or into areas or along routes designated by the authority to facilitate the provision of flight information, alerting and search and rescue services 4. Any flight within or into areas or along routes designated by the authority to facilitate co-ordination with the appropriate military units or air traffic service units of an adjacent state to prevent the possible need for interception for the purposes of identification as prescribed by the state concerned. 5. Any flight across international boundaries 6. Any flight planned to leave the vicinity of the aerodrome at night

Answer 370

No Not unlessv you want him to fly a specific level or heading

Answer 371

When there is a clear and present risk of collision with another a/c

Answer 372

When the a/c is inside the Localiser DOC and will intercept the Glidepath inside the Glidepath DOC

UK APS Oral Question Bank Flashcards

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