Ckt 2 Study Guide

• Yes

• Well-­‐defined and uniform in size and brightness (intensity).

• Tracked

• The computer correlates the predicted position, speed, and heading with the actual radar return using flight plan information

• The computer is not correlating the aircraft with flight plan information and is using radar data only

• Position of track and modes of tracking

• Flat Track

• Connects the position symbol with the full data block (FDB) and the length and direction can be selected at the display

• Represents the distance and the direction the aircraft will travel in selected minutes based on the average of the most recent radar position updates.

• It is based on the computer generated ground speed and track.

• If the aircraft is in a turn or has recently changed speed

• Paired-­‐the computer correlates the predicted position, speed, and heading with the actual radar return using flight plan information.

• Unpaired-­‐ the computer has no stored flight plan information and issuing radar data only.

• Position symbol, up to four lines of alphanumeric data (fourth line is optional), accent symbol, vector line, and leader line.

• When a sector has separation responsibility for an aircraft and a paired track exists.

• Eight character positions, the aircraft identification 2-­‐7 alphanumeric (A2 is always a letter)

• When over A2 means the aircraft has entered another sector without a handoff being made

• When over A3 means the aircraft will not auto hand off

• Four character positions where B1-­‐B3 contain the assigned altitude information in hundreds of ft or VFR

• Four character positions

• C1-­‐C3 include mode C or controller entered reported altitude, upper altitude of a block altitude, XXX is mode C is corrupt or lost

• C4… # for when an aircraft is not responding with mode C and controller altitude does not equal the single assigned altitude (altitude information in field C will not automatically update unless Mode C is reestablished) Also when associated with a block altitude it means the aircraft is within controller-­‐ entered block altitude

• C4… X for exceptional vertical rate indicator or EVRI (when the aircraft is climbing/descending at a rate greater than the computer adapted aircraft performance profile) (the system will not use this mode C for safety alert processing, the system reverts to a normal rate that is appropriate for the type aircraft. This is also true for RA conflict probe). Some conflicts could be missed or displayed late as a result.

• No it does not change to a C because it is an interim altitude

• 300ft

• B4 will show an X field C shows XXX

• B4 shows N and flied C shows vacant

• Four alphanumeric

• D1-­‐ R if you do not have track control

• D2-­‐D4 – contain the CID

• Allows you to make changes to the aircraft database information

• 5 characters that contain ground speed (displayed if no other information is displayed and on an equal time sharing basis of an additional item becomes eligible for display) Not displayed if more than one item becomes eligible for display

• Special condition information relative to the status of the aircraft (displayed on an equal time sharing basis and blinks for various time periods depending on the content)

• E1 character is adapted in some facilities to display a single letter reflecting aircraft destination

• Squawking Emergency

• Radio Failure

• Attempted handoff of FDB to another facility has failed

• Updated data is not being received

• Mismatch between two facilities track position

• Controller-­‐entered message that indicates the flights position is not being updated

• Variable data field with nine character positions located in the fourth line of the FDB

• Aircraft Type/Equipment

• Destination

• Heading/Speed/Both

• Free Form text

• H140, PH, H090/FSM, PH/J43, H310/J80, 320/v187, PH/CHA

• S300, S230+, M78, M80+, M82-­‐

• DW, DR, DS, D10L, D20E, D25R, D10N

• RQ070, RQ130

• RQ/SGF, RQ/WENDY

• No, may be used with out

• Due to character limitations if it does not result in a misunderstanding

• If the heading, speed, or free form text is displayable (stored)

• Free form text entered by the controller

• Alternate Data block-­‐ Call sign, Assigned altitude, mode C altitude, position symbol, leader line, vector line, and displays in the same intensity as FDB
• Enhanced Limited Data block-­‐ call sign, assigned altitude, mode C, displays at the same intensity as LDB and always appears east of the target
• Paired Limited Data block-­‐ call sign, mode C altitude, displays at same intensity as ELDB, always appears east of target
• Unpaired Limited Data block-­‐beacon code and mode C if available for untracked aircraft, displays same intensity as LDB, always appears east of target, does not show code for VFR just a V for 1200, only data block that does not contain a call sign, Mode C Intruder unpaired limited data blocks occur for untracked aircraft (target symbol is an I)

• Three levels of precipitation, moderate (purple), heavy (checkered cyan), Extreme (cyan)

• At and above 10,000 feet MSL excluding airspace at and below 2,500 ft AGL and in class A B and C airspace

• Advise a manager and coordinate with the next sector.

• The letter or number assigned to a specific pulse spacing of radio signals transmitted or received by ground interrogator or airborne transponder components of the ATC Radar Beacon System

• Mode 3/A-­‐ military and ATC common use (used by ATC for target tracking and identification)

• Mode C-­‐ civil use (ATC altitude reporting)

• Mode S-­‐ traffic alert and collision avoidance system TCAS

• 3/A

• Beacon code that does not end in 00

• Discrete codes-­‐ issue computer-­‐assigned codes (may be modified as required) and make handoffs on the computer-­‐assigned codes

• Beacon codes which end in 00

• The airspace over the US territory located within the north American continent between Canada and Mexico, including adjacent territorial waters outward to abut boundaries of oceanic control areas/flight information regions

• Discrete codes

• Minimize code changes and retain some code from departure to destination

• Only when the aircraft is in your area of responsibility unless specified in an LOA, coordinated at the time of the handoff, or VFE aircraft requests radar service (coordinate ASAP after the aircraft is identified and prior to issuing control instruction or providing a service other than a safety/traffic advisory) this prevents inaccurate radar tracking

• It allows the system to automatically recognize or identify the aircraft assigned that code

• Assign a code of 7700 is a pilot declares an emergency and is not radar-­‐identified (EMRG blinks in the data block)

• After radio and radar contact are established. The code change will signify to other radar facilities that the emergency aircraft is identified and under ATC control.

• Do not request a code change from a single piloted helicopter or single piloted turbojet aircraft.

• 7600 and RDOF

• Use all appropriate means to reestablish communication such as; emergency frequencies, voice capability equipped NAVAIDS, FSS, Aeronautical Radio Inc.

• Use transponder or turns to verify receipt of transmissions.

• Single piloted helicopter or single piloted turbojet aircraft

• When not working an ATC facility, IFR aircraft cancels IFR flight plan and does not request radar advisories, radar services being terminated

• Ensure Mode C aircraft are assigned a beacon code to allow Terrain Alert Volume alarms

• When they are receiving radar advisories

• 1255-­‐ while en route to/from/within designated fire fighting areas

• 1277-­‐ while on search and rescue missions from US air force and US cost guard while en route to/from/within designated search areas

• All 1200 series codes both discrete and nondiscrete

• 1200-­‐ VFR (unless you area is only class A airspace)

• 1255-­‐ Fire fighting aircraft

• 1277-­‐ SAR aircraft

• 4000-­‐ Fast maneuvering military aircraft (at positions of operation that contain a Restricted or Warning Area and VR Route within or immediately adjacent to their area of jurisdiction)

• These codes should be entered into the sector code list by the radar controller

• Notify your supervisor

• Inform the aircraft and coordinate with the next facility

• Inform the aircraft (not all aircraft have the capability to disengage the altitude squawk independently from the beacon code assignment)

• May require coordination and/or an equipment suffix update

• Establish and maintain radar identification

• Request aircraft to ident and observe the display

• Request aircraft to change to a computer assigned code and observe the display (assigned code should be in the limited data block)

• Observe automatic track acquisition of aircraft squawking a discrete computer assigned beacon code (full data block appears with associated target

• Observing a target whose position with respect to a fix or visual representation corresponds with a direct position report from the aircraft (fix must be displayed on the map overlay, the observed track is consistent with the reported heading or route of flight)

• Observing a target making an identifying turn of 30 degrees or more provided the aircraft is in your airspace and above the MIA in your airspace before issuing the heading

• When initial radar identification in the ATC system is established and when radar contact is reestablished

• When identification is still desired but lost due to some uncontrollable situation like radar failure or no target return

• Take immediate action to re identify the aircraft or terminate radar service

• Ensure all primary targets are displayed when radar identification is lost or questionable

• Beacon methods or turns

• Position correlation

• Identification is no longer necessary or aircraft proceeds into nonradar coverage area

• An aircraft cancels its IFR flight plan except in class B or C airspace and where basic radar service is provided
• An aircraft conducting an instrument, visual, or contact approach has either landed or been instructed to chance to advisory frequency

• Where radar coverage does not exist within ½ miles of the end of the runway

• Discontinue when radar identified and resume when ATC advises radar contact lost or radar service terminated

• The aircraft has exited the sector or delegated airspace and all potential conflicts have bee resolved (this includes point out aircraft)

• ACID, interim or assigned altitude or reported altitude

• Full data block

• CID, beacon code, leader line, vector line, position symbol

• Must have a stored flight plan and the last two numbers of the assigned beacon code must not be 00

• Flights from an adjacent NAS center, Departures from adapted airports, Flights with holds manually canceled, En route flight plan acquiring a discrete beacon code, Flights with tentative flight plan storage

• The computer unless controller specifies type

• Free Track, Flat Track (flight plain aided tracking), and Coast Track

• Position symbol is a triangle, utilizes latest ground speed and heading information, displayed with data block on display, oriented relative to initial direction of track based on radar data

• Position symbol is a diamond, utilizes free track process plus information from the flight plan, based on-­‐ airway or route heading in the flight plan/speed (filed TAS determines ground speed prediction and forecast upper winds are taken into consideration)/planned maneuvers (prediction is based on planned route changes

• Flat Track

• Lateral and longitudinal

• Calculates new flight plan position, issues updated times, remains in flat track

• It will change to free track until it returns to within lateral tolerance (no longer eligible for automatic updates)

• Controller must enter amended route

• Auto handoffs, auto position time updates, coast tracking using flight plan data, more accurate track prediction, forced FDB if handoff is not made

• Track is started (FLAT), Track exceeds parameter limits (Free), Route is amended (FLAT), Track deviates from route due to weather or exceeding parameters (free), Track returns to route (FLAT)

• The target is outside flat track tolerance and is no longer within the confines of the route stored in the computer. Because of this, the flight is no longer eligible for automatic updates.

• An action taken to transfer radar identification of an aircraft from one controller to another controller if the aircraft will enter the receiving controller’s airspaces and radio communications with the aircraft will be transferred

• The phrase used to inform the controller initiating the handoff that the aircraft is identified and approval is granted for the aircraft to enter the receiving controller’s airspace

• A physical or automated action taken by a controller to transfer radar identification of an aircraft to another controller if the aircraft will or may enter the airspace of protected airspace of another controller and radio communications will not be transferred

• The phrase used to inform the controller initiating a point out that the aircraft is identified and that approval is granted for the aircraft to enter the receiving controller’s airspace, as coordinated, without a communications transfer or the appropriate automated system response

• The term used to transfer radar identification of an aircraft to another controller for the purpose of coordinating separation action

• Traffic is normally issued in: response to a handoff or point out, anticipation of a hand off or point out, conjunction with a request for control of an aircraft

• The phrase used to inform the controller issuing the traffic restrictions that the traffic is identified and the restrictions issued are understood and will be complied with

• When the aircraft will only go into the other controller’s airspace from a short time or distance

• When traffic is present and it presents a conflict (separation or busy traffic is involved)

• The target position relative to a fix, map symbol or radar target which is displayed by both the receiving and transferring controller (mileage from the reference point may be omitted when relaying the position of a target if a FDB associated with the target has been forced on the receiving controller display)

• Aircraft ID (call sign and or discrete beacon code during inter-­‐facility point outs…both are required)

• Altitude information, except when inter/intra facility directives ensure that the altitude information will be known by the receiving controller (assigned altitude, appropriate restrictions, or information that aircraft is climbing or descending) during inter facility point outs include mode C information

• Use more than one method

• Re-­‐identify the aircraft or terminate radar service

• Call sign and beacon code

• Before the aircraft enters the receiving controller’s airspace

• Flight path, altitude, or data block information unless otherwise specified by an LOA or FD

• Resolve potential airspace violations and aircraft conflicts

• Coordinate with all controllers through whose airspace the aircraft will pass before entering the receiving controller’s airspace

• Relay any restrictions issued to ensure separation to the receiving controller

Comply 17. Transfer communication when?

• The handoff has been accepted and before the aircraft enters the receiving controllers airspace unless otherwise coordinated

• Assigned heading, speed restrictions, altitude information issued, observed track or deviation from the last route clearance, revised beacon code, any other pertinent information.

• Target

• Verbally coordinate to verify the position except from intra facility handoffs and between ERAM sectors

• Initiate verbal coordination before transferring control of a track

• That radar monitoring is required

• When it is necessary to maintain separation from other aircraft with in your area before releasing control

• When the receiving controller acknowledges receipt verbally or accepts an automated hand off

• R circled

• Ensure the target position corresponds with the position given by the transferring controller or that there is an appropriate association between an automated data block and the target being transferred and issue necessary restrictions before accepting the hand off

• Otherwise coordinated

• Heading or route, altitude, speed, or beacon code

• A primary target by advising the aircraft of its position

• Beacon target by observing a code change, an ident reply, or a standby squawk

• The associated data block indicates the computer assigned code is being received

• You observer the deletion of a discrete code that was displayed in your data black • You observe a numeric display of a discrete code that an aircraft has been instructed to squawk or report squawking

• When the data block displays CST, NONE, OLD, DATA, or MISM (MISM notify sup)

• Advise the transferring controller before accepting the hand off unless covered in an LOA or FD (you now also have coordination responsibility with any controller whose airspace is affected by the delay unless covered in an LOA or FD)

• Immediately

• No, not if it is coordinated

• To ensure all necessary tasks and duties are performed

• HANDOFF (position, A/C ID, altitude, restrictions and other appropriate information if applicable)

• Computer entry

• Receiving controller makes interphone connection and advises the transferring controller necessary restrictions or states unable

• The transferring controller may physically point to the target on the receiving controller display and makes the hand off

• Delegated airspace or protected airspace (2.5 miles)

• Force/point out

• Making any changes to the aircrafts flight path, altitude, or data block information

• Make subsequent hand offs and communications transfer as well as data revisions and coordination unless otherwise agreed to by the receiving controller

• The targets position corresponds with the position given by the transferring controller or association exists between a computer data block and the target being transferred, issue restrictions necessary to provide separation from other aircraft within the receiving controllers area of jurisdiction

• The receiving controller is responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility

• RADAR CONTACT

• POINT OUT (position, A/C ID, Altitude, restrictions, and other appropriate information if applicable)

• Transferring controller physically points to the target on the receiving controllers display and makes a point out

• Controller issuing traffic shall provide appropriate restrictions and she force the data block of the traffic to the other controllers display when the point out is between ERAM facilities

• The controller accepting restriction shall be responsible to ensure approved separation is maintained

• Radar Contact

• Physically point, interphone (manual), automated (controller generated), automatic (computer generated)

• During radar handoff, via information displayed in full data blocks, within the same facility (except as provided in the .65) inter facility automated information transfer, and when following procedures specified in your facility automated information transfer directive

• During radar hand off, via information displayed in full data blocks, on aircraft at assigned altitude in level flight, only the first sector within the receiving facility shall utilize the procedure, when following procedures specified in your facility AIT directive and LOA

• Only specified control information listed in the .65, any additional control information shall be forwarded via other communication methods

• May be used for recording any additional information the team deem appropriate from managing the sector but shall be removed prior to initiation of identification transfer (headings, speeds or deviations)

• The information contained within the en route fourth line data block

• It is the responsibility of the receiving controller to advise the transferring controller if any information is not understood or need to be revised

• All other information shall be coordinated via other methods

• CIDs (which is another way to identify an aircraft), Beacon codes (beacon codes will not appear on strips that do not have a transponder), ground speed

• K – only airports with three letter identifiers can have K’s (VORTAC’s remain the same and 0M8 remains the same)

• Radar contact

• Non radar flights such as arrivals and departures for GWO VKS 0M8and aircraft below radar coverage

• A published procedure used at large airports to standardize routings and aid in sequencing arrivals to an airport

• Any fix that is immediately prior to the STAR name or is closer

• When departure point is less than 5 minutes flying time

• The transferring controller must initiate the hand off and then APREQ the climb/descent with the sector controlling the altitude the aircraft is assigned and affect a point out if required to the sector controlling the altitude through which the aircraft is transitioning

• Yes provided both facilities are operating under ERAM

• Transferring center shall initiate coordination for a lower altitude with the appropriate low sector for all aircraft at and above FL240 proposing to land at airports within 75 NM of the center boundary and ensure point outs are made

• 7110.65

• 5

• X center boundary at or below FL230 descending to 11000 or 7 for prop/turbo

• X center boundary at or below FL230 descending to 13000

• X boundary at or below 12,000 descending to 6,000 unless coordinated

• Specifying the departure airport in the order they will depart

• Data received from FDIO (A/c may be cleared as flied unless ZAE has issued alternate routing or FRC is in remarks

• Advise A/C to expect requested altitude 10 min after departure

• GWO must advise ZAE if the aircraft does not depart within 3 minutes

• Shall assign an altitude to maintain and any alternate instructions as necessary

• 10,000 and below

• Within the confines of the arrival transition areas-­‐jets X boundary at 11,000 and 250 kts –props X at 7,000-­‐ jets below 10,000 require coordination

• After hand off and com change for descent, speed reduction, and turns direct the airport

• Clear subsequent arrivals to the appropriate holding fix and JAN APCH cannot transition the aircraft beyond the clearance limit until 10,000 or below

• Via routings which ensure A/C transition within the confines of the departure transition areas

• Aircraft requesting 11,000 or above to 10,000 and expect filed 10 mins after departure

• Aircraft requesting 10,000 or below to requested altitude

• Boundary and 5 miles constant or increasing

• Cleared via route/altitude on strip (IAFDOF does not need coordination) and routes that are clear of R931A

• Initiate hand off and the APREQ if final alt is at or below 10,000

• Effect point out before A/C transitions approach airspace

• The transferring facility must initiate coordination for lower with the appropriate sector for all aircraft at FL240 and higher and also must ensure that all point outs are made to all affected sectors

• Sequence change and or aircraft are issued an approach to a runway other than tower specified runway in use

• Manual coordination for the flight plan data and verify the flight plan data to the receiving facility within three minutes of the TCP estimate

• Prior to FAF or 5 miles for a VA or prior to entering the surface area unless otherwise coordinated

• Altitude to maintain and any alternate routing or other instructions as necessary

Up to and including 12,000

• Within the confines of the arrival transition areas-­‐jets X 31 miles E at 13,000–props X at 7,000

• After hand off and com change for descent, speed adjustments, and turns

• Must not reverse, hold, or climb an arrival without ZAE approval

• Must transition arrival into terminal airspace before ZFW boundary or point out

• Clear subsequent arrivals to the RINKY intersection at or above 13,000 to hold on V18 (must be coordinated if below 12,000)

• ZAE must point out with ZFW

• Via routings which ensure A/C transition within the confines of the departure transition areas

• Aircraft requesting 13,000 or above to 12,000 and expect filed 10 mins after departure

• Aircraft requesting 12,000 or below to requested altitude

• Cleared via route/altitude on strip

• Hand off then APREQ

• Pont out

• Airspace coordination and NOTAM issuance • Ensure that non participating aircraft under their control remain clear of R357

• Established for testing and disposal of explosives and or ammunition

• Contains only activities that do not involve aircraft

• Using agency shall return use of R357 to controlling agency when not in use for the designated purpose for periods of 2 hours or more

• May only be released to using agency during radar operations

• When released to controlling agency

• With 5 minutes notice

• By noon local time each Friday from Sun-­‐Sat and ZAE should NOTAM

• 11,000 and 250

• Hand off must be initiated first

• Center

• On random routes at or below FL450

• Between radar identified aircraft

• CST or FRZN

• At or above FL600-­‐ 10 miles

• Below FL600 5 miles

• Below FL180 and within 40 miles of the antenna-­‐3 miles if specified in FD

• 3 miles increasing to 5 miles or greater provided: diverging or lead is faster, sep is constant or increasing, 5 miles or other appropriate separation is obtained within the first center sector, procedure is covered in an LOA and limited to specific routes and or sector positions

• 5 miles behind, 10 when transitioning to terminal, no visual separation (include the expression SUPER immediately after the a/c callsign in communications with terminal facility or traffic advisories

• Directly behind and less than 1,000 ft below or following an aircraft conducting an instrument apch (and takes precedence over 3 mile separation)

• Heavy behind heavy (4)

• Large/heavy behind a B757 (4)

• Small behind a B757 (5)

• Small/large behind heavy (5)

• 5 miles

• Below FL600-­‐ 2.5 radar controller/5 non radar controlled

• At and above FL600-­‐5 radar controller/10 non radar controlled

• Involving aircraft operations-­‐

o Below FL600-­‐ 3 miles

o At and above FL600-­‐6 miles

o At and Below FL290-­‐ 500 ft

o Above FL290 1,000

• Not involving aircraft operations-­‐

o Aircraft must just avoid airspace

• Standared-­‐1 mile

• Two flights-­‐ 2 miles

• Non standard-­‐ apply appropriate minima from the parameter of the airspace encompassing the flight from the outermost aircraft (beacon codes if need be)

• Separating aircraft and issuing safety alerts (perform the action most critical from a safety standpoint)

• In a position which places it in unsafe proximity to terrain, obstructions, or other aircraft

• Inform the appropriate controller (coordination is not required when immediate action is dictated

• When the pilot informs you that action is being taken to resolve the unsafe situation

• En route minimum safe altitude warning, automatic altitude readouts, conflict alert/mode C intruder, pilot reports

• A function of certain air traffic control automated systems designed to alert radar controllers to existing or pending situations between tracked targets (known IFR and VFR) that require immediate attention/action

• A function of certain air traffic control automated systems designed to alert radar controllers to existing or pending situations between a tracked target (known IFR or VFR) that require immediate attention/action

• Immediately when a known conflict with other aircraft exists

• Offer alternate course of action if feasible and end the transition with the word immediately

• When targets are within a predetermined parameter of each other and less than minimum vertical separation exists (alert is based on mode C readout or controller reported altitude there fore timely altitude updates are imperative)

• May activate late or wont activate unless altitude is known

• Constitutes controller acknowledgment and indicates appropriate action has been or will be taken

• An aircrafts altitude transmitted via the mode C transponder feature that is visually displayed in 100ft increments on a radar display having readout capabilities

• After: accepting an inter-­‐facility handoff, initial track start, track start from a coast/suspended tabular list, missing or unreasonable mode C readouts

• Shared responsibility of the radar team

• Yes

• Varies less than 300 ft from pilot reported altitude or you receive a continuous readout from an aircraft on the airport and there read out varies by less than 300 ft from the airport elevations or verbal coordination with another facility with validated altitude information shows exact correlation between you data block and theirs

• Do not use mode C information for separation

• Instruct the pilot to turn off altitude reporting part of transponder and include the reason

• Notify area supervisor-­‐in-­‐charge of the aircraft callsign

• Verbal approval required

• Pilot states assigned altitude or you assign a new altitude to a climbing or descending aircraft, or mode C readout is valid and indicates that the aircraft is established at the assigned altitude

• SQUAWK ALTITUDE or STOP SQUAWK ALTITUDE

• No some are controlled by the same switch and you may loose beacon code

• A heading issued to an aircraft to provide navigational guidance by radar

• Separation (other aircraft or airspace)

• Safety (around skydiving activities)

• Minimum IFR altitude-­‐ in designated mountainous areas 2,000 ft above the highest obstacle within a horizontal distance of 4 NM from the course being flown, other than mountainous areas 1,000 ft above the highest obstacle within a horizontal distance of 4 NM from the course being flown, or as otherwise specified by the admin or assigned by ATC

• Minimum vectoring altitude-­‐ lowest msl altitude at which an IFR aircraft will be vectored by a radar controller except as authorized for radar approaches departures and missed approaches. May only be utilized from radar vectoring when upon the controllers determination that an adequate radar return is being received from the aircraft

• MVA or MIA

• Within controlled airspace, at or above the appropriate minimum altitude, within your area of jurisdiction unless otherwise coordinated, permitted to resume its own navigation within radar coverage

• Direction of the turn if appropriate and a magnetic heading to be flow

• Number of degrees, in group form, to turn and direction of turn

• Operational advantage is gained or coordination is accomplished

• When initiating the vector

• What to expect when the vector is completed

• Wind, weather, traffic, pilot requests

• Aircrafts heading by assigning it (don’t assume an aircraft will continue on the same track without a heading assignment)

• When the aircraft is at a higher altitude and greater speed

• Utilize minimum heading changes and turn slower aircraft behind faster aircraft if both are similar distances from converging points

• Effects of wind, ground speed, and turning distance

• Pursue the most appropriate course of action (conform as nearly as possible to instructions in .65) report immediately to supervisor

• Distress-­‐ a condition of being threatened by serious and or imminent danger and of requiring immediate assistance

• Urgency-­‐ a condition of being concerned about and of requiring timely but not immediate assistance-­‐a potential distress condition

• Distress condition

• Urgency condition

• Handle it as though it were an emergency (most emergencies are declared in plain language by the pilot)

• Intelligently and base your decision as to what type of assistance is needed on the information and requests from the pilot who is authorized to determine a course of action

• Emergency is declaredby pilot, facility personnel, officials responsible for operation of the aircraft

• There is an unexpected loss of radar contact and radio communications with IFR or VFR aircraft

• Reports indicate-­‐ forced landing has been made or is imminent, crew has abandoned that aircraft or is about to do so

• Emergency radar beacon response has been received (7700)

• Need for ground rescue appears likely

• ELT signal is heard or reported

• Available radar facilities, military

• Receiving and relaying all pertinent ELT signal information to appropriate authorities

• Serves as a central point for collecting and disseminating information on overdue or missing VFR aircraft

• Must notify the center about VFR aircraft emergency to allow provision of IFR separation if necessary

• Handle the emergency

• Coordinate and direct activities of assisting facilities

• May transfer responsibility to another facility only if better handling will result

• Forward data about the aircraft in distress to the center whose area the emergency exists

• When a foreign carrier is involved notify the ARTCC serving the departure or destination airports when either point is in the US for relay to aircraft operator

• ARTCC

• When enough information has been obtained upon which to act

• A/C ID, nature of the emergency, pilots desires

• Altitude, fuel remaining n time, pilot reported weather, pilot capability for IFR flight, heading since last known position, airspeed, navigational equipment capability, NAVAID signals received, visible land marks, aircraft color, number of people on board, point of departure and destination, emergency equipment on board

• Pilot has not given this information, aircraft is not visually sighted or displayed on the radar

• 121.5 and 243.0

• Keep aircraft on initial contact frequency. Change frequency only when there is a valid reason

• 7700

• Remaining fuel in relation to airport distance, Weather conditions, Airport conditions, NAVAID status, Aircraft type, Pilots qualifications, Vectoring or homing capability to the emergency airport, Information derived from any automated emergency airport information

• Overdue, lost, or in emergency status

• Volcano ash clouds, VFR aircraft in weather difficulty, bird strike, other non routine events

• Notify supervisor (sup initiated coordination), obtain any pertinent information such as time, altitude, location etc, solicit assistance of other aircraft operating in the signal area

• Neither communications nor radar contact can be established and 30 minutes have passed since (ETA over specified or compulsory reporting point in your area or clearance limit in your area OR clearance void time)

• Take appropriate action immediately (center whose area the aircraft is first overdue/unreported will make this determination)

• Must be restricted or suspended unless radar separation is used

• Facility must restrict/suspend IFR aircraft for a period of 30 mins following (time at which approach clearance was delivered to pilot, EFC time delivered to pilot, Arrival time over NAVAID serving destination airport, Current estimate facility or pilot whichever is later (appropriate en route NAVAID or fix, NAVAID serving destination airport, Release time and if issued clearance void time))

• Issue and ALNOT to all ARTCCs 50 miles either side of the route of flight from last reported position to the destination

• The aircraft has been located or search has been abandoned

• After the 30 minute suspension has expired if operators or pilots of other aircraft concur (concurrence must be maintained for 30 minutes after the suspension period has expired

• Air traffic control is based on anticipated pilot action

• Use all appropriate means available to reestablish communications with the aircraft

• NAVAID voice features

• Flight services stations

• Other aircraft

• Aeronautical Radio Incorporated ARINC

• Emergency frequency if warranted)

• Squawk ident, squawk 7600, squaw other than appropriate stratum code, squawk stand by (allow sufficient time to ensure change was caused by pilot action)

• Radar associate controller may also coordinate with other controllers to re establish communications

• Consider the aircrafts activity to be possibly suspicious

• Notify your supervisor who will give further instructions

• Squawk 7600

• If VFR-­‐ precedes VFR and land as soon as practicable (either when failure occurs or VFR is encountered)

• IFR during a Vector-­‐ proceed IFR via routing last assigned, direct to fix route or airway specified in vector clearance

• In absence of an assigned route in IFR-­‐ routing advised to expect in a further clearance

• Absence of assigned and expected route-­‐ route filed in flight plan

• Maintain the highest of the following altitudes for the route segment being flown (last assigned, MIA, altitude/FL ATC advised to expect)

• Depart clearance limit:

• If an approach fix-­‐ as close as possible to either EFC or ETA

• Other than approach fix-­‐ EFC or upon arrival at the fix so as to commence approach as close as possible to ETA

• Attempt to reestablish communications with FSS or ARINC or on previously assigned frequency and monitor the NAVAID voice feature

• Air carriers can generally handle encounters with adverse weather much better than GA, air carriers are expected to handle a certain amount of in-­‐flight weather phenomena where as GA are expected to avoid hazardous weather and exit the conditions ASAP

• 2 pilots, more experience in bad weather

• Must meet their equipage and engineering standards, airborne weather radar (is not as good as ground radar), de-­‐icing and anti-­‐icing equipment

• Higher priority duties, limitations to radar, volume of traffic, frequency congestion, controller workload

• Additional services include weather dissemination

• Be familiar with weather conditions when coming on duty and stay aware while on duty, advise pilot of hazardous weather that may impact operations within 150 NM of their sector, solicit PIREPS, relay PIREPS in a timely manner, relay all operationally significant PIREPS to the facility weather coordinator

• When requested or weather is or is forecast to be:

• Ceilings at or below 5000 ft (include base and top)

• Visibility at or less than 5 miles (surface and aloft)

• Thunderstorms and related phenomena

• Turbulence (moderate or greater)

• Icing (light or greater)

• Wind shear

• Volcanic ash clouds

• Tornados, funnel clouds, waterspouts

• Severe or extreme turbulence (including CAT)

• Severe icing

• Hail

• Low level wind shear (within 2,000 ft of surface)

• Volcanic eruptions and volcanic ash clouds

• Any other weather phenomena reported which are considered by you to be hazardous or potentially hazardous to flight operations

• Record, classify and disseminate when any of the above conditions are reported

• Time, aircraft position, aircraft type, altitude, icing type/intensity and air temp in which icing is occuring

• All concerned aircraft and weather coordinator

• Immediately broadcasted over the frequency and distributed via local and national directives

• As a radar associate you are responsible to immediately ensure that urgent PIREPS are forwarded to facility weather coordinator by passing the information to your supervisor and then verbally coordinating with other sectors/facilities that may be affected by the hazardous weather

• Weather phenomenon reported by a pilot which represents a hazard or a potential hazard to flight operations

• Pertinent information observed/reported weather or chaff areas

• Echo intensity when available-­‐ moderate heavy extreme

• Radar navigational guidance and or approve deviations around weather or chaff areas when requested

• Weather and chaff information by defining the areas of coverage in terms of azimuth and distance from aircraft

• If situation permits suggest an alternate course of action

• All affected pilots, controllers, and facilities

• Advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction

• Become familiar with and stay aware of current weather conditions in your sector and surrounding sectors when coming on duty and throughout your shift

• Issue pertinent weather information including echo intensity when that information is available to the pilot on observed/reported weather or chaff areas

• By the target audience

• A concise description of the occurrence or expected occurrence of specified en route weather phenomena which may affect the safety of aircraft operations, but at intensities lower than those which require the issuance of a SIGMET

• Intended for the dissemination to all pilots in flight to enhance safety and are particular concern to operators and pilots of aircraft sensitive to phenomena described and to pilots without instrument ratings

• A concise description of the occurrence or expected occurrence of specified en route weather phenomena which may affect safety of aircraft operations

• Provides aircraft operators and crews notice of potentially hazardous en route phenomena such as thunder storms and hail, turbulence, icing, sand and dust storms, tropical cyclones, and volcanic ash

• Intended for all pilots

• Thunderstorms in the lower 48 states (other states regular SIGMET)

• Center weather advisory is an aviation weather warning for conditions meeting or approaching national in flight advisory (AIRMET SIGMET Convective SIGMET) criteria.

• An unscheduled in flight, flow control, air traffic, and crew advisory. By nature of its short lead time the CWA is not a flight planning product. It is generally a short term forecast for conditions beginning within the next 2 hours

• Issued by national weather service at center weather service units

• A joint FAA/NWS weather support team located in all en route centers. The team consists of NWS meteorologists and FAA traffic management personnel

• When the aircraft on your frequency will not be affected

• Broadcast a HIWAS alert on all frequencies except emergency frequencies

• Advise pilots of the availability of hazardous weather advisories with instructions to request further information from flight watch or flight service

• A continuous recorded hazardous in flight weather forecast broadcasted to airborne pilots over selected VOR outlets defined as HIWAS broadcast areas

• Must ensure the radar controller is made aware of them in a timely manner

• Controllers must electronically acknowledge hazardous weather information messages which may be received via the SIGMET or GI views after appropriate action has been taken

• Encounters with freezing rain FZRA and freezing drizzle FZDZ (no aircraft is evaluated for these conditions)

• NO

• PIREPs

• Ice that forms on the surface

• +2 and -­‐20 degrees c

• Visible moisture and temperature at which the moisture hits the aircraft must be 0 degrees c or colder

• 365 days a year

• Reduces aircraft efficiency by either slowing the aircraft down or forcing it downward

• It may not be capable of climbing to exit the icing conditions

• 50%

• Clear Ice-­‐

o Most dangerous

o Translucent or clear and generally smooth

o Temp-­‐ 0 to -­‐10

o Can accumulate very rapidly and is difficult to remove

• Rime Ice-­‐

o Appears rough and milky

o Temp-­‐ -­‐15 to -­‐20 degrees C

o Formed by the instantaneous freezing of super-­‐cooled droplets as they strike the aircraft

• Mixed Ice-­‐

o Mixture of both clear and rime o Temp-­‐ -­‐10 to -­‐15 degrees C

o Appears as layers of relatively clear and opaque ice

o Occurs when drops very in size

o Similar to clear ice in that it can spread over more of the airframes surface and therefore more difficult to remove than rime

• Trace, light, moderate, severe

• Moderate

• Increasing weight and decreasing thrust

• In freezing rain and freezing drizzle

• PIREPs

• Icing conditions are extremely variable in space and time and depend on the ice type and ice protection of the reporting aircraft • A few hundred feet or a few minutes can make a huge difference

• Type aircraft makes a huge difference

• Time, aircraft position, Aircraft type, altitudes icing was encountered, temperature, and type and intensity (good technique to ask if FZRA or FZDZ are present (it is also helpful to record if the aircraft was in a climb or descent since more surfaces are subject to accretion

• Urgent PIREP and needs to be delivered to the CWC immediately and broadcasted over the frequency

• Yes it can be equally important for both controllers and pilots. Can also be used to improve icing forecasts

• MSL

• Accurately writing down the information and giving it to the Supervisor for forwarding to CWC

• Indicate how quickly a storm is building…height indicates intensity

• Because our display shows precipitation (visible moisture)

• Does not show light precipitation nor does it display FZRA or FZDZ

• Keep pilots out of icing all together

• Be familiar with the weather

• Know your bases and tops

• Be aware of freezing levels

• Maintain the SIA with updates

• Solicit a PIREP

• Include icing conditions in position relief briefing

• Always keep aircraft advised of known icing conditions

• When icing exists or is forecast to exist at a light degree or greater

• Any irregular motion of the aircraft in flight, especially when characterized by a rapid up and down motion, caused by a rapid variation in wind speed or direction

• Can be caused by convection, wind shear, or obstruction to wind flow

• Described in terms of intensity and altitude

• A change in wind speed or direction within a short distance (horizontal or vertical)

• Turbulence can occur with wind shear

• Jet stream, fronts, temperature inversions and thunder storms

• Particularly dangerous form of wind shear and is hazardous to all aircraft

• Caused by thunderstorms

• Always present if there is a downburst

• Microburst is the most severe form of a downburst

• Pilots and affect facilities must be advised immediately of LLWS reports

• Causes dramatic changes in head wind and tail wind during the most critical phases of flight

Often encountered in the vicinity of the jet stream typically where no clouds are present

Often cause by and found near the jet stream

Most common between 20,000 and 50,000 ft Sometimes found in mountain range

No visible indication

Rely on PIREPs for location

AIRMETs and SIGMETs may also contain information about CAT

• Light

o Momentarily causes slight, erratic changes in altitude and or attitude

• Moderate

o Similar to light turbulence but of a greater intensity. Changes in altitude and or attitude occur but the aircraft remains in positive control at all times

o Variations in airspeed are small, occupants feel strains against seat belts, unsecured objects dislodged, food service and walking are difficult

• Severe

o Causes large, abrupt changes in altitude and or attitude. Usually causes large variations in IAS. Aircraft may be momentarily out of control

o Occupants are forced violently against seatbelts, unsecured objects are tossed about, food service and walking are impossible

• Extreme

o The aircraft is violently tossed and is practically impossible to control

o Structural damage is possible

• Moderate turbulence

• Sever and extreme

• PIREPS

• Solicit PIREPS

• Occasional-­‐ less then 1/3the time • Intermittent-­‐ 1/3 -­‐2/3 the time • Continuous-­‐ more that 2/3 the time

• Reduces unusable airspace, frequency congestion, capacity to utilize routine control techniques may be reduced (speed control, vectoring in trail), increased workload due to re routes

• In warm weather in unstable air

• Temperature instability leading to strong convective updrafts and cumulus clouds

• No only precip…thunderstorm is much bigger

• Embedded in clouds, some or haze and are not visible to pilots, thunderstorms that are closest to an aircraft can mask the presence of embedded storms further along with some types of on board radar, difficult to deviate around because the are often part of a line of thunderstorms

• Sever to extreme turbulence, sever icing, nail, lightening, downbursts, LLWS , tornados, low cieiling and reduced visibility

• 20 miles

• 40 miles

• Top of a thunderstorm all the way to the surface and can be found several miles away from the cumulonimbus cloud

• Damage windshield, damage aircraft and make it difficult to control, break nose cone and on board radar, damage and disrupts the airflow over the airfoils reducing lift

• Within several miles away from the main thunderstorm, can occur within the anvil or our of the sides of the cumulonimbus, can extend could to could, cloud to air, or cloud to ground

• Can damage or disable aircraft by disabling electrical systems, igniting fuel vapors, temporarily blinding pilots

• With supercell thunderstorms and are usually brief lasting only a few minutes but can last over an hour

• WARP/NEXRAD

• METAR reports

• Convective SIGMETS

• CWAs

• PIREPS

• Light

• “Moderate precipitation between 9 o clock and 2 o clock 3-­‐0 miles. Precipitation area is 4-­‐0 miles in diameter”

• Severe or greater turbulence, sever icing, and LLWS

• Issued as in unscheduled aviation weather warning for conditions meeting Convective SIGMET criteria

• May precede or refine a Convective SIGMET

• May also highlight significant thunderstorms not meeting Convective SIGMET criteria

• Used to alert pilot of existing of anticipated adverse weather conditions that are expected to occur within 2 hours of the time issued

• Moderate heavy extreme

• Altitude reservation is airspace utilization under prescribed conditions, normally employed for the mass movement of aircraft under special user requirements that cannot otherwise be accomplished.

• ALTRVs are approved by the appropriate ATC facility

• Shall receive special handling for FAA facilities

• MARSA-­‐ military assumes responsibility for separation of aircraft

• Is covered in LOA appropriate FAA/military document

• Will NOT be indiscriminately invoked by individual units or pilots

• ATC does not invoke or deny MARSA

• DOD is responsible for coordination with SUA and ATCAA involving MARSA

• ATC is not responsible for determining which aircraft are authorized to enter SUA/ATCAA

• When aircraft advise they are separated and ATC advises MARSA is terminated

• Special use airspace is airspace of defined dimensions identified by an area on the surface of the earth wherein activities must be confined because of their nature and or wherein limitations may be imposed upon aircraft operations that are not part of those activities

• Airspace that may contain a high volume of pilot training activities or an unusual type of aerial activity, neither of which is hazardous to aircraft. Alert Areas are depicted on aeronautical charts for the information of nonparticipating pilots. All activities within an alert area are conducted in accordance with FARs and pilots of participating aircraft as well as pilots transitioning the area are equally responsible for collision avoidance

• Airspace wherein activities are conducted under conditions so controlled as to eliminate hazard to nonparticipating aircraft and to ensure the safety of persons and property on the ground

• A military operations area is airspace established outside of a class A airspace area to separate or segregate certain nonhazardous military activities from IFR traffic and to identify for VFR traffic where these activities are conducted (can but up to but not including FL180, may be in any type of airspace except class A)

• Airspace delegated under FAR Part 73 within which no person may operate an aircraft without permission of the using agency

• Airspace designated under FAR Part 73 within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint use, and IFR/VFR operations in the area may be authorized by the controlling ATC facility with is it not being utilized by the using agency. Restricted areas are depicted on the en route charts. Where joint use is authorized, the name of the ATC controlling facility is also shown

• Airspace of defined dimensions, extending from 3 NM outward from the coast of the US, that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such a warning area is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both

ine ATCAA. • ATC Assigned Airspace is airspace defined vertical/lateral limits assigned by ATC for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic

• Normally overlies other published SUA such as a MOA and contains altitudes at or above FL180 within class A airspace. This allows air traffic control facilities to protect all other aircraft on IFR flight plans from activities within ATCAA

• To separate military training activities from nonparticipating aircraft

• Pilot informs you that permission has been obtained for using agency to operate in the airspace

• Using agency informs you that they have given permission for the aircraft to operate in the airspace

• It has been released to the controlling agency

• The aircraft is on an approved ALTRV, unless airspace is an ATCAA

• *these procedures do not apply to Alert Areas or Controlled Firing Areas

• Vertical limits in MSL (unless otherwise indicated “to” means to and including)

• Horizontal limits are defined by geographical coordinates or other appropriate reference that clearly describe their boundary

• FL290 and below-­‐ 500ft

• Above FL290-­‐ 1,000 ft

• FL600 and above-­‐ 6 miles

• Below FL600-­‐ 3 miles

• *not required for Prohibited/Restricted/warning areas not involving aircraft operations, vector to avoid

• Up to an including

• A procedure used by the military to transfer fuel from one aircraft to another during flight

• MTR is airspace of defined vertical and lateral dimensions established for the conduct of military flight training at airspeeds in excess of 250 kts IAS

o IFR Military Training Route-­‐ (IR) is a route used by the DOD and associated Reserve and Air Guard units for the purpose of conducting low altitude navigation and tactical training in both IFR and VFR conditions below 10,000 ft MLS at airspeeds in excess of 250 kts IAS

o VFR Military Training Route-­‐ (VR) a route used by the DOD and associated Reserve and Air Guard units for the purpose of conducting low altitude navigation and tactical training under VFR conditions below 10,000 ft MLS at airspeeds in excess of 250 kts IAS

• All route are one way only (IR177, VR265)

• The art and science of finding one’s geographic position by means of astronomical observations, particularly by measuring altitudes of celestial objects-­‐sun moon planets or stars. During CELNAV, the pilot will advise ATC before initiating and heading changes which exceed 20 degrees

• Consists of more than one aircraft which, by prior arrangement between pilots, operate as a single aircraft with regard to navigation and position reporting

• Each wingman will maintain a position no more than 1 mile laterally or longitudinally within 100 feet vertically from the flight leader

• The flight leader has requested and ATC has approved formation dimensions other than standard, or

• The formation is operating on an approved ALTRV or under the provisions of a LOA, or • The formation is operating in airspace specifically designated for special activity

• Standard formation add 1 mile

• Two standard formations add 2 miles

• Nonstandard formation apply appropriate separation minima to perimeters of nonstandard formation (assign an appropriate beacon code to each aircraft or lead and trail aircraft)

• IFR flight plans

• Changes from VFR to IFR flight plans

• Changes to IFR flight plans such as a change in fuel exhaustion time or a change in destination

o Aircraft ID/type

o Departure point

o Original destination

o Position and time

o New destination

o ETA

o Remarks including fuel exhaustion time o Revised ETA

• The manual or automatic display of the current status of position related equipment and operational conditions or procedures

• Manually recorded items of information kept at designated locations on the position of operation. They may be an element of the SIA

• NAVAIDS

• Equipment

• Radar

• Airport

• Weather

• Staffing

• Flow control

• Special activities

• Traffic

• Comm. Status all know aircraft

• *at every sector

• Ensure any known pertinent status information is accurately relayed to the relieving controller or displayed in the SIA, or relayed to the position responsible for displaying it • Provide a briefing that is complete and accurate

• Brief on equipment with the outages view displayed

• Prior to accepting responsibility for the position ensure that any unresolved questions are answered and that the briefing takes place to your total satisfaction

• Completeness and accuracy of the briefing and conducting the briefing at the position being relieved unless other procedures authorized by the facility air traffic manager have been established

• SIA

• At the position being relieved

• Relieving specialist

• Specialist being relieved

• Both

• Preview the position

• Verbal briefing

• Assumption of position responsibility

• Review the position

• Relieving specialist will indicate when the preview is complete and when the verbal briefing may begin

• Relieving controller

• Reviews all information for omissions, updates, or inaccuracies

• Relieving specialist and any appropriate position

• As soon as operationally feasible because of omission during briefing or incorrect memory recall

• Simultaneous reliefs are occurring and combining or splitting sectors or position