Written Flashcards
- As given in MATS 1, state the definition of the following, together with explanations: (7)
a) Transition Altitude
b) Transition Level
a) Transition altitude is the altitude at or below which the vertical position of an a/c is controlled by reference to altitude (or height when QFE is used). Wherever possible, there is a common transition altitude for aerodromes within a control zone. Unless otherwise notified, the transition altitude for civil aerodromes is 3000ft.
b) Transition level is the lowest flight level available for use above the transition altitude. It is determined from the table in appendix A as follows;
- Within controlled airspace, by the controlling authority and it will normally be based on the QNH of the major aerodrome
- Outside controlled airspace, by the aerodrome operator and based on the aerodrome QNH
- According to MATS 1, when: 16
a) May a pilot file a flight plan:
b) Must a pilot file a flight plan: (5)
c) Is a pilot advised to file a flight plan:
a) A pilot may file a flight plan for any flight
b) A pilot must file a flight plan’
- For all flights within controlled airspace conducted in accordance with IFR;
- For all flights within Class C and D airspace conducted in accordance with VFR;
- When he wishes to receive an ATAS (Class F airspace)
- For all flights which will cross a UK international FIR boundary;
- For any flight where the destination is more than 40km from the aerodrome of departure, and the aircraft’s maximum weight authorised exceeds 5700kg
c) A pilot is advised to file a flight plan;
- If the flight involves flying over the sea more than 10m from the UK coast, or over sparsely populated areas where SAR operations would be difficult; or
- If he intends to fly into an area where SAR operations are in progress. The flight plan should include expected times of entering and leaving the area, and the details must also be passed oto the parent ACC. The ACC is to notify the ARCC concerned.
- As listed in the AIP, state what the following SSR codes signify: 11
Code Meaning 7500 7600 7700 0000 0002 0020 0021 0022 0023 0024 0030 0031 0032 0033 0034 0035 0036 0037 0040 1177 2000 3305-3307 7010 7000 7001 7002 7003 7004 7005 7007
Code Meaning
0000 SSR Data unreliable
0002 Ground transponder testing
0020 air ambulance helicopter emergency medevac
0021 fixed wing a/c receiving service from a ship
0022 helicopter(s) receiving service from a ship
0023 a/c engaged in actual SAR operations
0024 Radar flight evaluation/calibration
0030 FIR lost
0031 not in use in the UK
0032 a/c engaged in police air support operations
0033 parachute dropping
0034 antenna trailing/target towing
0035 selected flights/helicopters
0036 helicopter pipeline/power line inspection flights
0037 royal flights/helicopters
0040 civil helicopters north sea
1177 LACC FIS
2000 proceeding from non SSR environment
3305-3307 a/c receiving a service from London D&D Cell
7010 Aerodrome traffic pattern
7000 conspicuity code
7001 military low level climb out
7002 danger areas general
7003 Red Arrows
7004 aerobatic manoeuvres
7005 high energy manoeuvres
7007 Open Skies observation flight
7500 Hi-jack or other act of violence
7600 Radio failure
7700 Aircraft emergency
- As stated in MATS 1, describe the different types of mode A codes that controllers are to assign to aircraft, as detailed in the Code Assignment Plan. Include in your answer the actions of controllers at SSR equipped units when allocating such a code. 9
Controllers are to assign Mode A codes to a/c according to the Code Assignment Plan, which comprises:
a) Discrete codes comprising;
a. Domestic codes, which are assigned to a/c flying within the area of responsibility of a unit;
b. ORCAM codes, which are assigned to international flights and will normally be retained beyond the area of responsibility of the assigning unit
b) Special purpose codes allocated internationally
c) Conspicuity codes, allocated nationally, to specific units/users
When providing a surveillance service to an a/c, controllers working at SSR equipped units should allocate that flight with a discrete code in accordance with the SSR assignment plan. Unless otherwise directed by an ATC unit, Mode C will be selected in conjunction with Mode A. Controllers must, therefore, verify the accuracy of the Mode C readout when assigning discrete codes to a/c.
- According to the AIP, detail the pilots responsibilities with regard to SSR operating procedures for codes other than special purpose codes 7000, 0033 and 7004. 8
ISASW
Pilots shall:
- If proceeding from an area where a specific Mode A code has been assigned to the aircraft by an ATS unit, maintain that code setting unless otherwise instructed
- Select or reselect Mode A codes, or switch off the equipment when airborne, only when instructed by an ATS unit
- Acknowledge Mode A code setting instructions by reading back the code to be set
- Select Mode C pressure-altitude reporting mode of the transponder simultaneously with mode A unless otherwise instructed by an ATS unit
- When reporting levels under routing procedures or when requested by ATC, state the current altimeter reading to the nearest 100ft. This is to assist in the verification of Mode C pressure-altitude reporting data transmitted by the a/c
- According to MATS 1:
a. What considerations must be taken into account in respect of the Mode A and Mode C of conspicuity codes?
b. When are pilots required to, and advised to, squawk conspicuity code 7000? List the occasions when a suitably equipped aircraft would squawk a different code. 13
TTTO
a) The Mode A and associated Mode C data of conspicuity codes are to be considered unvalidated and unverified
b) Pilots are required to squawk conspicuity code 7000 when operating at and above FL100, and are advised to do so when below FL100 unless;
- They have been assigned a discrete code;
- They are transponding on one of the special purpose codes or on one of the other specific conspicuity codes assigned in accordance with the Code Assignment Plan
- They are flying below 3000ft in the aerodrome traffic pattern and have been instructed to select the aerodrome traffic pattern conspicuity code 7010
- On grounds of safety the a/c has been instructed to squawk standby. In view of the associated reduction in protection from ACAS, such circumstances are to be regarded as exceptional. ATSUs shall log the circumstances and duration of any such occurrences. Records are to be made available to the CAA on request.
- According to the AIP, what are the pilots responsibilities and actions when an aircraft transponder fails before intended departure and cannot be repaired? Include ATC considerations, but not the temporary failure of Mode C alone. 8
PII
If the transponder fails before intended departure and cannot be repaired, pilots shall:
a) Plan to proceed as directly as possible to the nearest suitable aerodrome where repair can be made;
b) Inform ATS as soon as possible, preferably before the submission of a flight plan. When granting clearance to such aircraft, ATC will take into account the existing and anticipated traffic situation and may have to modify the time of departure, flight level, or route of the intended flight.
c) Insert in item 10 of the ICAO flight plan under SSR the letter N for complete unserviceability of the transponder, or in the case of a partial failure, the letter corresponding to the remaining transponder capability, including unserviceability of any Mode S functionality, as specified in ICAO Doc 4444,appendix 2
- According to the AIP, what are the actions and responsibilities of ATS units when an aircraft transponder fails after departure? Include in your answer the pilots responsibilities where appropriate, but not the temporary failure of Mode C alone. 7
If the transponder fails after departure or en-route, ATS units will endeavour to provide for continuation of the flight in accordance with the original flight plan. In certain traffic situations this may not be possible, particularly when the failure is detected shortly after take off. The aircraft may then be required to return to the departure aerodrome, or to land at another aerodrome acceptable to the operator and to ATC. After landing, the pilots shall make every effort to have the transponder restored to normal operation
- As listed in MATS 1 Appendix E, list the 9 items of “operationally significant information” to which controllers must ensure they receive a readback, during telephone and intercom co-ordination messages: 9
Levels Headings Speed restrictions Airways and route clearances Runway in use SSR codes Pressures (including units when value
- According to MATS 1, what are the meanings of the following Standard Speech abbreviations: 8
Acknowledge
Freecall
Roger
Correction
Negative
Contact
Acknowledge
Let me know that you have received and understood this message
Freecall
Call (unit), your details have not been passed
Roger
I have received all of your last transmission. Note – under no circumstances to be used in reply to a question requiring a direct answer in the affirmative (affirm) or negative (negative)
Correction
There has been an error in this message (or message indicated) – the correct version is…
Negative
No, or not capable, or permission not granted, or that is not correct
Contact
Establish communications with (unit). Your details have been passed
- As detailed in MATS 2, what are the frequencies for the following Medway/Fisher sectors? 8
- Fisher High –
- Fisher Low –
- Fisher Hayle –
- Medway Upper –
- Chiltern Sector –
- Medway TC –
- Fens Sector –
- Peaks Sector –
- Wight Upper –
- Wight Lower –
- Fisher High – 132.050
- Fisher Low – 136.650
- Fisher Hayle – 129.425
- Medway Upper – 130.875
- Chiltern Sector – 132.6
- Medway TC – 123.9
- Fens Sector – 128.050
- Peaks Sector –131.2
- Wight Upper – 134.450
- Wight Lower –128.275
- As detailed in MATS 2, name all the airfields (including the 4 letter designator) contained within or on the boundary of the Tyne sector. 6
EGGL – Lisset EGXL – Longtown EGMP – Polebrook EGMB – Blyton EGVM – Metfield EGGS - Seaton
- As detailed in MATS 2, list all the reporting points in the correct order that an aircraft would fly over on the following routes. Include the reporting point immediately preceding the Tyne sector, and the first reporting point after the aircraft has left the Tyne sector. 6
L17 L17/T45 T45 L173 L17/L173 T45/L173 T45/L17 UY96
L17 – SEV – DART – TYNE – OLIVE - GROVE
L17/T45 – SEV – DART – TYNE – SWALO - RYE - RAVEN
T45 – RAVEN – RYE- SWALO – TYNE – PEWSI – SHARK – CHE
L173 – ALLEY – HAYLE – STONE – PEWIS – CHARD- TAV - TEMMS
L17/L173 – SEV – TYNE – STONE – HAYLE - ALLEY
T45/L173 – ETC ETC
T45/L17
UY96
- According to MATS 2 and the lesson handout, what classes of airspace exist in the Tyne sector? Include where these different classes of airspace exist. 4
Class A –
Class C –
Class D –
Class G –
Class A – CAS below FL195, Seaton CTA within T45/L173 FL85 and below
Class C – all a/s above FL195
Class D – Seaton CTR and CTA except that which is Class A as above
Class G – Rest of the FIR
- According to MATS2, state the vertical sectorisation (upper and lower limits) of the following sectors: 7
Fisher high Fisher Low Wight Upper Wight Low Medway TC Chiltern Medway Upper
Fisher high 305 - 660 Fisher Low DB - 305 Wight Upper 255-660 Wight Low DB-255 Medway TC DB-175 Chiltern 175-255 Medway Upper 255-660
- According to MATS 1, between which flights shall standard separation (vertical or horizontal) be provided? Do not/do include arrangements for aircraft in classes F & G airspace. 5
Standard vertical or horizontal separation shall be provided, unless otherwise specified, between:
- All flights in Class A airspace
- IFR flights in Class C, D and E airspace
- IFR and VFR flights in Class C airspace
- IFR flights and special VFR flights
- Special VFR flights (except where a reduction is authorised by the CAA)
Standard separation shall be provided, in so far as possible, between a/c that have flight planned to operate IFR on Class F ADR.
In Class G airspace, separation between a/c is ultimately the responsibility of the pilot; however, in providing a Deconfliction service or a Procedural service, controllers will provide information and advice aimed at achieving a define deconfliction minima
- According to MATS 1, how is lateral separation applied and how is it achieved? 5
Lateral separation shall be applied so that the distance between a/c is never less than a specified amount.
It is achieved by requiring a/c to fly on different tracks or in different geographical locations, as determined by visual observation or the use of navigational aids.
- According to MATS 1, how is longitudinal separation applied & how is it achieved? 6
Longitudinal separation based on time or distance shall be applied such that the distance between the estimated positions of the a/c being separated is never less than a prescribed minima.
It is achieved by requiring a/c to;
- depart as a specified time;
- lose or gain time to arrive at a geographical location at a specified time; or
- hold over a geographical location until a specified time
- As stated in MATS 1, describe the procedure and methods for the validation of Mode A codes. Include in your answer the procedure to be carried out when validation is not possible. 12
A controller assigning any Mode A code must validate the code by checking as soon as possible, either by direct reference to his display or with the assistance of another controlling agency, that the data displayed corresponds with the code which has been assigned, At units where code callsign conversion equipment is in use, procedures to ensure the correct correlation of the callsign with the assigned code are to be applied.
The code must be checked by one of the following methods;
- instructing the a/c to squawk the assigned code and observing that the correct numbers appear on the situation display;
- instructing the a/c to ‘squawk ident’ and simultaneously checking the code numbers associated with the SSR response;
- matching an already identified position indication with the assigned code for the flight
If the code readout does not correspond to that assigned, the pilot is to be instructed to reset the assigned code. Where this fails to achieve display of the assigned code then the pilot is to be instructed to squawk 0000. If a corrupt code still exists, the pilot should normally be instructed to switch off the transponder. However, the corrupt code may be retained to assist identification and tracking, provided the Mode C has been verified. Associated ATC units are to be informed of the retention of corrupt data.
- As stated in MATS 1: 9
a. Describe when, and how, controllers are to verify the accuracy of Mode C data
b. Detail when a Mode C readout can be assumed to have been verified
c. What action must a controller take if he observes a discrepancy involving a Mode C readout?
a. Controllers are to verify the accuracy of Mode C data, once the a/c has been identified and Mode A validated, by checking that the readout indicates 200ft or less from the level reported by the pilot. If the a/c is climbing or descending, the pilot is to be instructed to give a precise report as the a/c passes through a level.
Verification may be achieved with the assistance of an ATSU with which the a/c is on contact
b. A Mode C readout can be assumed to have been verified if it is associated with a deemed validated Mode A code.
c. There is no requirement to monitor level readouts when Mode C information is not being used to provide vertical separation. However, if a controller observes a discrepancy, the pilot is to be asked to confirm altimeter setting and level. If the discrepancy remains, the pilot is to be instructed to switch off Mode C. If independent switching of Mode C is not possible, the pilot is to be instructed to select A0000.
- According to MATS 1, under what circumstances may a controller consider a Mode A code to be deemed validated? 4
Controllers may deem a Mode A code to be validated when it can be ascertained from the Code Assignment Plan that an observed code has been assigned by a unit capable of validating that code, unless;
- the code is promulgated as being unvalidated; or
- the controller has been notified that the code is corrupt.
- According to MATS 1, how are Mode C responses used to apply vertical separation? Include in your answer when Mode C cannot be used to apply vertical separation, but do NOT include the occasions when the intentions of Mode C transponding aircraft are not known. 8
When SSR is used to assess vertical separation, the Mode C responses are to be continually monitored to ensure that the vertical distance is never less than the prescribed minimum.
Vertical separation using Mode C is not applied against a/c transponding A0000
Minimum vertical separation may be applied between verified Mode C transponding a/c, provided the intentions of both a/c are known to the controller because either;
- They are under his control;
- They have been coordinated; or
- They are operating in accordance with established agreements
- According to MATS 1, how is level occupancy assessed using Mode C? Include in your answer when an aircraft has reached, left, passed and is maintaining a level, and how this information may be displayed. 14
The following criteria apply when assessing the vertical position of a Mode C transponding a/c;
- An a/c may be considered to be at an assigned level provided that the Mode C readout indicates 200ft or less from that level;
- An a/c which is known to have been instructed to climb or descend may be considerd 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;
- An a/c climbing or descending may be considered to have passed through a level when the Mode C readout indicates that the level has been passed by 400ft or more and is continuing in the required direction;
- An a/c may be considered to have reached an assigned level when 3 successive Mode C readouts indicate 200ft or less from that level.
Mode C informiton is usually displayed as a FL but on some ground equipment the vertical position of an a/c flying below a pre-deteremind datum is displayed as an altitude.
- According to MATS 1: 14
a. How are Mode C responses used to assess vertical separation?
b. When can Mode C not be used to apply vertical separation?
c. What conditions apply to the use of Mode C for minimum vertical separation?
d. For both aircraft under a Radar Control service and aircraft under a Deconfliction service, what are the vertical separation conditions if aircraft intentions are not known and/or if mode C is unverified?
a. When SSR is used to assess vertical separation, the Mode C responses are to be continually monitored to ensure that the vertical distance is never less than the prescribed minimum.
b. Vertical separation using Mode C is not applied against a/c transponding A0000
c. Minimum vertical separation may be applied between verified Mode C transponding a/c, provided the intentions of both a/c are known to a controller because;
- They are under his control;
- They have been coordinated; or
- They are operating in accordance with established agreements
d. Aircraft under radar control service – if the intentions of Mode C transponding a/c are not known, the minimum vertical separation must be increased to 5000ft.
Unverified Mode C data may be used for separation purposes, provided a minimum vertical separation of 5000ft is maintained, and radar returns, however presented, are not allowed to merge.
A/c under deconfliction service – if the intentions of Mode C transponding a/c are not known, vertical deconfliction minima must be increased to 3000ft, and unless the SSR Mode 3A indicates that the Mode C data has been verified, the surveillance returns, however presented, should not merge.
- As stated in MATS 1 Appendix E, what items contained in RTF messages, from an AREA CONTROL perspective, are required to be read back in full? 9
Level instructions Heading instructions Speed instructions Aiways and route clearances Runways in use SSR operating instructinos Pressure settings inc units when value is below 1000HPa Frequency changes Types of ATS
- According to MATS 1, when: 6
a. Shall standard separation be increased?
b. May standard separation be reduced (ignore in the vicinity of aerodromes)
a. Separation standards are minima and shall be increased when;
- Requested by the pilot;
- A controller considers it necessary;
- Directed by the CAA
b. In addition to the following, standard separation may be reduced when authorised by the CAA and published in MATS Part 2
Standard separation may be reduced when a SAR a/c is escorting an aircraft in an emergency. A minimum is not laid down in UK FIRs and separation may be reduced to that which can be maintained visually or with airborne radar
Reduced vertical separation may be applied during surveillance system failure as detailed in MATS Part 1
- As stated in MATS 1, what is a loss of separation, and what are a controllers actions when faced with this situation? 6
If, for any reason, a controller is faced with a situation in which two or more a/c are separated by less than the prescribed minima, e.g. ATC errors or differences in a pilot’s estimated and actual times over reporting points, he is to;
- Use every means at his disposal to obtain the required minimum with the least possible delay; and
- When considered practicable, pass traffic information if an ATS surveillance service is being provided, otherwise, pass essential traffic information
- As specified in MATS 1, under what conditions may an aircraft be instructed to climb or descend to a level previously occupied by another aircraft? Include any precautions. 12
An a/c may be instructed to climb or descend to a level previously occupied by another aircraft provided that;
- Vertical separation already exists;
- The vacating a/c is proceeding a level that will maintain vertical separation; and
- Either;
o The controller observes that the vacating a/c has left the level; or
o The pilot has reported leaving the level
If severe turbulence is known to exist, instructions shall be delayed until the vacating a/c is known to be at, or through, another level separated by the required minimum.
Controllers shall exercise caution when instructing an a/c to climb or descent to a level previsouly occupied by another a/c. Consideration shall be given to the fact that a/c may climb or descend at markedly different rates, and additional measures such as specifying a maximum or minimum rate of climb or descent shall be applied to ensure that the required separation is maintained. This is particularly relevant when the a/c concerned are established in the same holding pattern.
- According to MATS 1: 8
a. Define Essential Traffic Information:
b. When passed to an aircraft, what shall it include?
DTCA
a. Essential traffic is traffic which is separated for any period by less than the specified standard separation.It Is normally passed in situations where ATS surveillance systems are not available.
b. When passed to an a/c, it shall include;
- Direction of flight of conflicting a/c;
- Type of conflicting a/c;
- Cruising level of conflicting a/c and ETA for the reporting point, or for a/c passing through the level of another, the ETA for the reporting point closest to where the a/c will cross levels;
- Any alternative clearance
- As detailed in MATS 1, describe the Turn Method of establishing identification. Include any conditions and precautions to be taken. 19
An a/c may be identified by ascertaining its heading, and following a period of track observation, correlating the observed moment of a particular position indication with:
- The acknowledged execution of an instruction to alter heading by at least 30°;
- One or more changes of heading of at least 30°, as instructed by another controller;
- One or more changes of heading of at least 30° reported by the pilot
A turn for identification does not constitute the provision of a surveillance service. However, controllers should take into consideration terrain, other surveillance returns, PSR coverage and the RoA before instructing an a/c to alter heading.
In using the turn method the controller shall:
- Verify that the movements of not more than one position indication correspond with thos of the a/c
- Exercise caution particularly when employing this method in areas where changes of a/c heading are commonly made as a navigational routine
- According to MATS 1, what may surveillance systems be used to provide, whether or not the aircraft has been identified? 4
IAIA
Surveillance systems may be used to provide the following, whether or not the a/c has been identified;
- Information on the position of a/c likely to constitute a hazard;
- Avoiding action
- Assistance to a/c in emergency
- Information about observed weather for pilots and other controllers
- As stated in MATS 1: 8
a. What do surveillance services comprise of?
SVPMA
b. What shall a controller do before providing any of the above services, and what does this action not imply?
Surveillance services comprise;
- Separation of arriving, departing, and en-route traffic;
- Vectoring;
- Position information to assist in the navigation of a/c;
- Monitoring traffic to provide information to the procedural controller;
- Assistance to a/c crossing controlled airspace
b. Before a controller provides any of the above services, he shall either;
- Identify the a/c using a method appropriate to the surveillance system in use; or
- Have had the identity of the a/c transferred from another controller.
The act of identifying an a/c does not imply that a service is being given.
- As detailed in MATS 1: 11
a. Define the term Clearance Limit, and how it can be specified
b. When shall an aircraft be cleared for its entire route to the aerodrome of first intended landing, and what is the clearance limit when this is not possible?
a. A clearance limit is the point to which an a/c is granted an ATC clearance, and shall be specified by naming;
- An aerodrome;
- A reporting point; or
- A controlled or advisory airspace boundary
b. An a/c shall be cleared for its entire route to the aerodrome of first intended landing when:
- It has planned to remain within controlled or advisory airspace throughout the flight; and
- There is reasonable assurance that prior coordination will be effected ahead of the passage of the a/c
The clearance limit for all other flights shall be the boundary of controlled or advisory airspace
- According to MATS 1, what are the instructions and considerations relating to the amendments to clearances? Do not include references to SID profiles/routes. 5
When an amendment is made to a clearance, the new clearance shall be read in full to the pilot and shall automatically cancel any previous clearance.
Controllers must be aware, therefore, that if the original clearance included a restriction (e.g. cross ABC FL150 or below), then the issue of a revised clearance automatically cancels the earlier restriction, unless it is re-iterated with the revised clearance.
- As detailed in MATS 1: 12
a. What is the purpose of an ATC clearance, how are such clearances based and when are they required. Do not go into detail with regards to the “manoeuvring area and vehicular traffic”
b. What items shall be included in an ATC clearance, and what items are to be added as necessary?
CARL
ATCA
a. An ATC clearance authorises an a/c to proceed under conditions specified by an ATC unit. Clearance are based solely on known traffic conditions, and are required for any flight, or portion of a flight, which is provided with an ATC or advisory service.
b. An ATC clearance shall contain the following items;
- a/c identification;
- route;
- clearance limit;
- levels of flight and changes of level
The following items are to be added to a clearance as necessary;
- ATFM slot;
- Time restrictions
- Communications instructions
- Any special instructions e.g. approach/departure manoeuvres
- According to MATS 1: 7
a. How are cruising levels normally allocated to aircraft with reference to flight planned levels & priorities? Do not go into detail with actual levels, semi-circular/quadrantal rules and airway/upper ATS routes specifics
b. What level must not be allocated?
a. How are cruising levels normally allocated to aircraft with reference to flight planned levels & priorities? Do not go into detail with actual levels, semi-circular/quadrantal rules and airway/upper ATS routes specifics
Normally, the cruising level requested in the flight plan is to be allocated. If the flight planned level is not available, the nearest appropriate vacant level is to be allocated.
When two or more a/c are at the same cruising level, the preceding a/c shall normally have priority
An a/c at a cruising level shall normally have priority over other a/c requesting that level
b. What level must not be allocated?
FL195 must not be allocated as a cruising level
- Listed below are various Types of Flight as stated in MATS 1. List the Flight Priority for each (note some may be duplicated) 11
Category Type of flight
A Aircraft in emergency (e.g. engine fault, fuel shortage, seriously ill passenger)
Aircraft which have declared a ‘Police Emergency’
Ambulance/Medical aircraft when the safety of life is involved
B Flights operating for search and rescue or other humanitarian reasons
Post-accident flight checks
Other flights, including Open Skies Flights, authorised by the CAA
Police flights under normal operational priority.
C Royal Flights
Flights carrying visiting Heads of State
which have been notified by NOTAM/temporary supplement
D Flights notified by the CAA carrying Heads of Government or very senior government ministers
E Flight check aircraft engaged on, or in transit to, time or weather critical calibration flights
Other flights authorised by the CAA
Normal Flights Flights which have filed a flight plan in the normal way and conforming with
normal routing procedures.
Initial instrument flight tests conducted by the CAA Flight Examining Unit.
(RTF callsign “EXAM”)
Z Training, non-standard and other flights
Category Type of flight
A Aircraft in emergency (e.g. engine fault, fuel shortage, seriously ill passenger)
Aircraft which have declared a ‘Police Emergency’
Ambulance/Medical aircraft when the safety of life is involved
B Flights operating for search and rescue or other humanitarian reasons
Post-accident flight checks
Other flights, including Open Skies Flights, authorised by the CAA
Police flights under normal operational priority.
C Royal Flights
Flights carrying visiting Heads of State
which have been notified by NOTAM/temporary supplement
D Flights notified by the CAA carrying Heads of Government or very senior government ministers
E Flight check aircraft engaged on, or in transit to, time or weather critical calibration flights
Other flights authorised by the CAA
Normal Flights Flights which have filed a flight plan in the normal way and conforming with
normal routing procedures.
Initial instrument flight tests conducted by the CAA Flight Examining Unit.
(RTF callsign “EXAM”)
Z Training, non-standard and other flights
- What are the vertical separation minima as described in MATS 1? 9
The vertical separation minima are; - Between a/c flying subsonic; o Up to FL290 apply 1000ft o Above FL290 apply 2000ft Except that, between FL290 and FL410 inclusive, 1000ft may be applied between RVSM approved a/c operating in airspace designated as being notified for the pplication of this separation standard - Between a/c flying supersonic, and a/c flying subsonic and a/c flying supersonic; o Up to FL450, apply 2000ft o Above FL450, apply 4000ft
- Duplicate
- Duplicate
- Define the term ‘exact reporting point’ according to MATS 1. 8
OOAA
An exact reporting point is a position established by a navigational facility which is;
- Overhead a VOR; or
- Overhead an NDB; or
- A position notified as a reporting point which is established by the intersection of VOR radials, or of a VOR radial and a bearing from an NDB; or
- a position established by a VOR radial combined with a range from a collocated or associated DME
