A pilot is on the approach into an aerodrome in an aircraft in the medium wake ? [ Admission airport ]

Question 20-1 : 5 0 nm 3 0 nm 4 0 nm 6 0 nm

exemple 120 5.0 nm — Refer to figure .icao doc 4444.8 7 3 separation minima based on ats surveillance systems.8 7 3 4 the following distance based wake turbulence separation minima shall be applied to aircraft being provided with an ats surveillance service in the approach and departure phases of flight in the circumstances given in 8 7 3 4 1 5.0 nm

A runway in use for landing operations has been selected for noise abatement ?

Question 20-2 : Be refused by the pilot in command for safety reasons no longer be used when the ceiling lowers to 2500 ft no longer be used when the visibility decreases to 2500 m still be selected for this purpose with a localiser only approach

exemple 124 Be refused by the pilot-in-command for safety reasons. — Icao doc 4444 .7 2 selection of runway in use7 2 4 runways should not be selected for noise abatement purposes for landing operations unless they are equipped with suitable glide path guidance e g ils or a visual approach slope indicator system for operations in visual meteorological conditions 7 2 5 a pilot in command prompted by safety concerns can refuse a runway offered for noise preferential reasons 7 2 6 noise abatement shall not be a determining factor in runway nomination under the following circumstances a if the runway surface conditions are adversely affected e g by snow slush ice water mud rubber oil or other substances .b for landing in conditions 1 when the ceiling is lower than 150 m 500 ft above aerodrome elevation or the visibility is less than 1 900 m or .2 when the approach requires use to be made of vertical minima greater than 100 m 300 ft above aerodrome elevation and i the ceiling is lower than 240 m 800 ft above aerodrome elevation or .ii the visibility is less than 3000 m c for take off when the visibility is less than 1900 m .d when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure and .e when the crosswind component Be refused by the pilot-in-command for safety reasons.

A pilot is in contact with berlin atc suddenly the aeroplane depressurises and ?

Question 20-3 : Contact berlin atc or switch to 121 5 mhz frequency request the atc unit which frequency he/she should contact to declare an emergency contact eurocontrol and if unsuccessful revert to berlin atc immediately switch to 121 5 mhz frequency and wait for clearance to deliver the message

exemple 128 Contact berlin atc or switch to 121.5 mhz frequency. — Icao doc 4444 . 15 1 4 2 action by the pilot of the aircraft in an emergency descentthe pilot shall take the following steps as soon as practicable in the order appropriate for the circumstance a navigate as deemed appropriate by the pilot . b advise the appropriate ats unit of the emergency descent and if able intentions . c set transponder to code 7700 and if applicable select the appropriate emergency mode on ads b and/or ads c . d turn on aircraft exterior lights commensurate with appropriate operating limitations . e watch for conflicting traffic both visually and by reference to acas if equipped and . f when emergency descent is complete coordinate further intentions with the appropriate ats unit note — procedures for the use of acas are contained in pans ops volume i part iii section 3 chapter 3 a radio call announcing descent intentions may be appropriate to alert other aircraft in the area this is generally done in the currently assigned ats unit or switch to 121 5 mhz if no response is received in the active frequency Contact berlin atc or switch to 121.5 mhz frequency.

After vacating the active runway and while taxiing towards the apron the tower ?

Question 20-4 : 1 and 2 2 and 3 3 and 4 4 and 5

exemple 132 1 and 2 — Icao annex 10 . volume ii . 5 2 1 7 calling . 5 2 1 7 1 radiotelephony call signs for aeronautical stations . note the formation of call signs as specified in itu radio regulations s19 section iii and section vii 5 2 1 7 1 1 aeronautical stations in the aeronautical mobile service shall be identified by a the name of the location and . b the unit or service available 5 2 1 7 1 2 the unit or service shall be identified in accordance with the table below except that the name of the location or the unit/service may be omitted provided satisfactory communication has beeen established unit/service available call sign suffix area control centre control approach control approach approach control radar arrivals arrival approach control radar departures departure aerodrome control tower surface movement control ground radar in general radar precision approach radar precision direction finding station homer flight information service information clearance delivery delivery apron control apron company dispatch dispatch aeronautical station radio 1 and 2

An airbus a380 performs a visual approach at rome fiumicino the aircraft is ?

Question 20-5 : Atc is no longer required to apply wake turbulence separation between the a320 and the a380 atc must inform the a320 about the wake turbulence category of the a380 the pilot of the a320 must maintain the wake turbulence separation from the a380 atc is responsible for separating the a380 from the a320 by applying the appropriate wake turbulence separation minima

exemple 136 Atc is no longer required to apply wake turbulence separation between the a320 and the a380. — Sera 8012 application of wake turbulence separation a air traffic control units shall apply wake turbulence separation minima to aircraft in the approach and departure phases of flight in any of the following circumstances 1 an aircraft is operating directly behind another aircraft at the same altitude or less than 300 m 1000 ft below it . 2 both aircraft are using the same runway or parallel runways separated by less than 760 m 2500 ft . 3 an aircraft is crossing behind another aircraft at the same altitude or less than 300 m 1000 ft below it . b paragraph a shall not apply to arriving vfr flights and to arriving ifr flights executing visual approach when the aircraft has reported the preceding aircraft in sight and has been instructed to follow and maintain own separation from that aircraft in those cases the air traffic control unit shall issue caution for wake turbulence Atc is no longer required to apply wake turbulence separation between the a320 and the a380.

Atc realises that they are unable to maintain adequate horizontal separation ?

Question 20-6 : Atc should vector such aircraft to different flight levels to provide vertical separation atc should advise the flight crew to establish and maintain visual seperation atc should ask the flight crew with tcas capabilities to rely on the tcas and to maintain their own separation atc should allow a reduction in the horizontal separation to half of the prescribed minima

exemple 140 Atc should vector such aircraft to different flight levels to provide vertical separation. — Atc must maintain adequate separation between aircraft depending on their flight rules in this case 2 ifr aircraft would not be able to maintain their own separation due to the potential for them to be in instrument meteorological conditions imc therefore atc must do this .from there it is quite a simple task of making sure that both aircraft are at different levels as this would provide adequate vertical separation when horizontal separation cannot be guaranteed Atc should vector such aircraft to different flight levels to provide vertical separation.

An aircraft is in receipt of atis broadcast 'otopeni information oscar' this ?

Question 20-7 : Type of approach s to be expected the runway s in use present weather standard arrival route s to be expected the runway s in use aerodrome altitude departure route s to be expected the runway s in use aerodrome altitude taxi out delay runway s physical characteristics present weather

exemple 144 Type of approach(s) to be expected, the runway(s) in use, present weather. — Icao annex 11.4 3 7 atis for arriving and departing aircraftatis messages containing both arrival and departure information shall contain the following elements of information in the order listed .a name of aerodrome .b arrival and/or departure indicator .c contract type if communication is via d atis .d designator .e time of observation if appropriate .f type of approach es to be expected .g the runway s in use status of arresting system constituting a potential hazard if any .h significant runway surface conditions and if appropriate braking action .i holding delay if appropriate .j transition level if applicable .k other essential operational information .l surface wind direction in degrees magnetic and speed including significant variations and if surface wind sensors related specifically to the sections of runway s in use are available and the information is required by operators the indication of the runway and the section of the runway to which the information refers .*m visibility and when applicable rvr and if visibility/rvr sensors related specifically to the sections of runway s in use are available and the information is required by operators the indication of the runway and the section of the runway to which the information refers .*n present weather .*o cloud below 1500 m 5000 ft or below the highest minimum sector altitude whichever is greater cumulonimbus if the sky is obscured vertical visibility when available .p air temperature .q dew point temperature .r altimeter setting s .s any available information on significant meteorological phenomena in the approach and climbout areas including wind shear and information on recent weather of operational significance .t trend forecast when available and.u specific atis instructions Type of approach(s) to be expected, the runway(s) in use, present weather.

Regarding the clearance message . speedjet 645 cleared to athens via the ?

Question 20-8 : Wind destination flight level squawk

exemple 148 Wind — Departure clearance elements . specifies the required departure clearance information as one or more of the following • departure airport . • departure runway . • cleared to position . • departure route data specified as either • the route is as filed or . • a sid and optionally that the rest of the route after the sid is as filed i e then as filed • departure level and any constraint on the level duration or until position . • expected level and any constraint on the level duration or until position . • departure speed and any constraint on the speed duration or until position . • departure heading in degrees . • indication when no delay is expected . • target start up approval time . • arrival and/or approach procedures including any special instructions . • ssr code . • atis code and/or . • departure frequency Wind

Both an aeroplane call sign ab139 and a helicopter call sign at139 are ?

Question 20-9 : Request a temporary change in one of the two call signs make use of the abbreviated call signs for the helicopter and the aeroplane instruct both the aeroplane and the helicopter to change their call signs permanently continue using the existing call signs and exercise caution to avoid confusion

exemple 152 Request a temporary change in one of the two call signs. — Learning objective 010 07 02 19 08 explain the possible request of atc to an aircraft to change its radio telephone rtf call sign .as mentioned in the learning objective above occasionally it is useful for atc to request that an aircraft changes its call sign in order to provide adequate difference with an aircraft of similar call sign or to avoid confusion when referring to any other things such as locations or procedures which might sound the same as a call sign .in this case the two aircraft have very similar callsigns only separated by 'tango' vs 'bravo' which are both similar sounding words in this case much confusion could be had when conversing with those aircraft and it is therefore best to ask one to change their call sign .it is usually up to the controller to choose a different call sign and in this case they could change 'at139' to 'helicopter 139' for instance the messages to change and then later on revert call sign from the controller would be .. change your call sign to new call sign until further advised . revert to flight plan call sign call sign at significant point Request a temporary change in one of the two call signs.

An aircraft is cruising at fl130 atc issues a climb clearance to fl150 this new ?

Question 20-10 : Unable refused cannot impossible

exemple 156 Unable. — Refer to figure . learning objective 010 07 02 05 02 describe what a pic should do if an atc clearance is not suitable . source icao doc 4444 chapter 4 4 5 air traffic control clearances 4 5 1 scope and purpose whilst there is a large section of sera the standardised european rules of the air about atc clearances sera 8015 this one is simple to remember when atc issues something that you cannot do whether that be your aircraft your current flight rules or the priveleges of your license etc you should reply with 'unable' it is usually required to have a very short explanation for why you are 'unable' such as 'unable as vfr only' if given an ifr clearance or one into cloud Unable.

Atc is providing radar control to a flight operating under ifr instrument ?

Question 20-11 : The pilot and atc the pilot only atc only the operator and atc

exemple 160 The pilot and atc. — Icao doc 8168 . chapter 4 altimeter corrections . 4 1 1 pilot’s responsibilitythe pilot in command is responsible for the safety of the operation and the safety of the aeroplane and of all persons on board during flight time annex 6 4 5 1 this includes responsibility for obstacle clearance except when an ifr flight is being vectored by radar icao doc 4444 . 8 6 5 vectoring8 6 5 2 when vectoring an ifr flight and when giving an ifr flight a direct routing which takes the aircraft off an ats route the controller shall issue clearances such that the prescribed obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will resume own navigation when necessary the relevant minimum vectoring altitude shall include a correction for low temperature effect in this situation both the pilot in command pic and air traffic control atc play a joint role in ensuring terrain clearance the pic bears the responsibility of operating the aircraft safely and maintaining sufficient separation from terrain simultaneously atc is accountable for providing necessary guidance and issuing instructions to facilitate proper terrain clearance as they guide the aircraft through radar vectoring this collaborative effort between the pic and atc is crucial in guaranteeing the safety of the instrument flight rules ifr flight especially in mountainous regions The pilot and atc.

What do atc provide to an aircraft during radar vectoring ?

Question 20-12 : Headings to fly tracks to fly vor radials to intercept ssr codes

exemple 164 Headings to fly. — Refer to figure .learning objective 010 07 02 17 07 describe how radar vectoring shall be achieved .source icao doc 4444 chapter 8 8 6 5 vectoring.icao doc 4444 pans atm chapter 8.8 6 5 vectoring.8 6 5 1 vectoring shall be achieved by issuing to the pilot specific headings which will enable the aircraft to maintain the desired track when vectoring an aircraft a controller shall comply with the following ..vectoring is often a fast paced process and there is not much time for pilots of older aircraft no track readout to calculate wind corrections in order to fly correct tracks this is why atc issue vectors as headings and do the wind corrections themselves when required Headings to fly.

Two aircraft are flying at the same level one on radial 010° outbound and ?

Question 20-13 : A vor an ndb a tacan a dme

exemple 168 A vor. — Refer to figure .learning objective 010 07 02 12 12 describe track separation between aircraft using the same navigation aid or method .source icao doc 4444 chapter 5 5 4 1 2 lateral separation criteria and minima 5 4 1 2 1 2when aircraft require separation from atc this can be done in a variety of different ways of course aircraft can be separated vertically from each other but as this question requires they can also be separated horizontally from one another there are some strict rules for how much separation is required especially in relation to using the same navigational aid as another aircraft for two aircraft using the same navigational aid for vors they must fly diverging tracks of no less than 15° and one aircraft must be at least 15 nm away from the vor to provide adequate separation for ndbs which are less accurate they must fly diverging tracks of no less than 30° and one aircraft must be at least 15 nm away from the ndb to provide adequate separation }tacans are military only nav aids but have a dme output that civilians can use and dmes do not give a direction indication so have a different method of achieving separation this means that the nav aid in question must be a vor as the two radials mentioned are only 20° diverging which does not conform to the ndb requirements but is more than the minimum for vors A vor.

Atc have access to both psr and ssr primary and secondary surveillance radar ?

Question 20-14 : 1 2 and 4 2 3 and 4 1 3 and 5 1 2 and 5

exemple 172 1, 2 and 4 — Learning objective 010 07 02 17 01 state the basic identification procedures used with radar . source icao doc 4444 chapter 8 8 6 2 3 ssr and/or mlat identification procedures and chapter 8 8 6 2 4 psr identification proceduresicao doc 4444 pans atm notes removed 8 6 2 3 ssr and/or mlat identification procedures 8 6 2 3 1 where ssr and/or mlat is used for identification aircraft may be identified by one or more of the following procedures a recognition of the aircraft identification in an ssr and/or mlat label . b recognition of an assigned discrete code the setting of which has been verified in an ssr and/or mlat label and . c direct recognition of the aircraft identification of a mode s equipped aircraft in an ssr and/or mlat label . d by transfer of identification see 8 6 3 . e observation of compliance with an instruction to set a specific code . f observation of compliance with an instruction to squawk ident 8 6 2 3 2 when a discrete code has been assigned to an aircraft a check shall be made at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight only after this check has been made shall the discrete code be used as a basis for identification 8 6 2 4 psr identification procedures8 6 2 4 1 where psr is used for identification aircraft may be identified by one or more of the following procedures a by correlating a particular radar position indication with an aircraft reporting its position over or as bearing and distance from a point shown on the situation display and by ascertaining that the track of the particular radar position is consistent with the aircraft path or reported heading . b by correlating an observed radar position indication with an aircraft which is known to have just departed provided that the identification is established within 2 km 1 nm from the end of the runway used particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome or with aircraft departing from or making a missed approach over adjacent runways . c by transfer of identification see 8 6 3 . d by ascertaining the aircraft heading if circumstances require and following a period of track observation — instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one particular radar position indication with the aircraft’s acknowledged execution of the instructions given or . — correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported when using these methods the controller shall i verify that the movements of not more than one radar position indication correspond with those of the aircraft and . ii ensure that the manoeuvre s will not carry the aircraft outside the coverage of the radar or the situation display 8 6 2 4 2 use may be made of direction finding bearings to assist in identification of an aircraft this method however shall not be used as the sole means of establishing identification unless so prescribed by the appropriate ats authority for particular cases under specified conditions from the above document we can see that both primary psr and secondary ssr surveillance radar can be used to identify an aircraft on the radar screen for ssr squawking a specific code/ident are both good ways of identifying an aircraft but using psr only the controller may have to ask the pilot to do a series of specific turns and track their position to positively identify the aircraft in both these cases an aircraft would not be asked to set an emergency squawk code unless actually in an emergency situation of course and whilst climbing and descending could provide a little identification in ssr it is not an approved method 1, 2 and 4

According to icao doc 4444 describe what actions a pilot shall make after ?

Question 20-15 : Continue according to current clearance and maintain a listening watch on the frequency in use for any further instructions from the ats unit and watch for conflicting traffic both visually and by reference to acas if equipped navigate as deemed appropriate by the pilot and acknowledge to the appropriate ats unit that the notification about the emergency descent was received immediately acknowledge the receipt of the broadcast and request further instructions navigate as deemed appropriate by the pilot and turn on all aircraft exterior lights commensurate with appropriate operating limitations

exemple 176 Continue according to current clearance and maintain a listening watch on the frequency in use for any further instructions from the ats unit, and watch for conflicting traffic both visually and by reference to acas (if equipped). — Learning objective 010 07 02 19 03 describe the expected action of aircraft after receiving a broadcast from ats concerning the emergency descent of an aircraft . source icao doc 4444 chapter 15 15 1 4 emergency descenticao doc 4444 pans atm . 15 1 4 3 action by the pilot of the aircraft receiving emergency descent broadcastunless specifically instructed by the ats unit to clear the area or threatened by immediate danger the pilot shall take the following actions a continue according to current clearance and maintain listening watch on the frequency in use for any further instructions from the ats unit and . b watch for conflicting traffic both visually and by reference to acas if equipped Continue according to current clearance and maintain a listening watch on the frequency in use for any further instructions from the ats unit, and watch for conflicting traffic both visually and by reference to acas (if equipped).

The tower has issued a landing clearence to an aircraft on short final who ?

Question 20-16 : Advise area controller after 5 min sound the crash alarm and inform rescue services after 20 min advise area controller after 20 min sound the crash alarm and inform rescue services after 5 min

Refer to figure .icao annex 11 .chapter 5 alerting service .5 1 application.5 1 2 flight information centres or area control centres shall serve as the central point for collecting all information relevant to a state of emergency of an aircraft operating within the flight information region or control area concerned and for forwarding such information to the appropriate rescue coordination centre 5 1 3 in the event of a state of emergency arising to an aircraft while it is under the control of an aerodrome control tower or approach control unit such unit shall notify immediately the flight information centre or area control centre responsible which shall in turn notify the rescue coordination centre except that notification of the area control centre flight information centre or rescue coordination centre shall not be required when the nature of the emergency is such that the notification would be superfluous 5 2 notification of rescue coordination centres.5 2 1 without prejudice to any other circumstances that may render such notification advisable air traffic services units shall except as prescribed in 5 5 1 notify rescue coordination centres immediately an aircraft is considered to be in a state of emergency in accordance with the following b alert phase when 1 following the uncertainty phase subsquent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft or when .2 an aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been re established with the aircraft or when .3 information has been received which indicates that the operating efficiency of the aircraft has been impaired but not to the extent that a forced landing is likely .except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants or when .4 an aircraft is known or believed to be the subject of unlawful interference

An aircraft is on final approach to land on rwy 04 in stansted in order to ?

Question 20-17 : 1 4 nm 2 20 kt 1 4 km 2 20 km/h 1 7 nm 2 20 kt 1 7 nm 2 40 kt

exemple 184 (1) 4 nm; (2) 20 kt — As specified in doc 4444 speed control should not be applied to aircraft after passing a point 7 km 4 nm from the threshold on final approach only minor speed reductions not exceeding plus/minus 40 km/h 20 kt ias should be used for aircraft on intermediate and final approach (1) 4 nm; (2) 20 kt

A runway inspection shows that there is standing water on the runway this ?

Question 20-18 : Provide the necessary information to arriving and departing aircraft calculate the runway pavement classification number and update aerodrome charts provide the necessary information to departing aircraft only provide the necessary information to arriving aircraft only

Movement area consists of the manoeuvring area aprons maintenance stands and any other part of the aerodrome intended for the surface movement of the aircraft this area does not include any building or airport facilities .. therefore information relative to the condition of the movement area is important for both arriving and departing aircraft

A heavy aircraft is landing behind a light aircraft atc asks the heavy aircraft ?

Question 20-19 : To get a safe order flow of traffic the pilot shall not receive a landing clearance and will be expected to land after the preceding aircraft vacates the runway to assure wake turbulence separation the pilot must not delay the approach and must maintain high speed until at least 4 nm to touchdown

exemple 192 To get a safe order flow of traffic. — Icao doc 4444 . .4 6 horizontal speed control instructions.4 6 1 1 in order to facilitate a safe and orderly flow of traffic aircraft may subject to conditions specified by the appropriate authority be instructed to adjust speed in a specified manner flight crews should be given adequate notice of planned speed control .note a heavy aircraft following a light aircraft is not separated from wake turbulence To get a safe order flow of traffic.

What should be advised by atc to the pilot prior to taxi if no information has ?

Question 20-20 : 1 2 3 5 6 and 8 1 2 3 4 5 and 6 1 3 4 5 6 and 8 2 3 4 6 7 and 8

exemple 196 1, 2, 3, 5, 6 and 8. — Icao doc 4444 . 7 4 1 2 aerodrome and meteorological information7 4 1 2 1 prior to taxiing for take off aircraft shall be advised of the following elements of information in the order listed with the exception of such elements which it is known the aircraft has already received a the runway to be used . b the surface wind direction and speed including significant variations therefrom . c the qnh altimeter setting and either on a regular basis in accordance with local arrangements or if so requested by the aircraft the qfe altimeter setting . d the air temperature for the runway to be used in the case of turbine engined aircraft . e the visibility representative of the direction of take off and initial climb if less than 10 km or when applicable the rvr value s for the runway to be used . f the correct time note — the meteorological information listed above is to follow the criteria used for meteorological local routine and special reports in accordance with chapter 11 11 4 3 2 2 to 11 4 3 2 3 1, 2, 3, 5, 6 and 8.

The approach control unit is providing services to departing aircraft when it ?

Question 20-21 : Without delay to departing aircraft to already departed aircraft above the transition level if the unit determines that this is significant if requested to provide a weather update by a pilot

exemple 200 Without delay to departing aircraft. — Icao doc 4444 . 6 4 information for departing aircraft . 6 4 1 meteorological conditionsinformation regarding significant changes in the meteorological conditions in the take off or climb out area obtained by the unit providing approach control service after a departing aircraft has established communication with such unit shall be transmitted to the aircraft without delay except when it is known that the aircraft already has received the information note — significant changes in this context include those relating to surface wind direction or speed visibility runway visual range or air temperature for turbine engined aircraft and the occurrence of thunderstorm or cumulonimbus moderate or severe turbulence wind shear hail moderate or severe icing severe squall line freezing precipitation severe mountain waves sandstorm duststorm blowing snow tornado or waterspout Without delay to departing aircraft.

An aircraft is flying towards a major aerodrome and is part of a traffic flow ?

Question 20-22 : Be correct for an approach sequence at the destination have a vertical separation of 1000 ft when operating within rvsm airspace be separated by at least 500 ft depending on traffic levels have a vertical separation of 1000 ft when operating below rvsm airspace

exemple 204 Be correct for an approach sequence at the destination. — Refer to figure .. in rvsm airspace vertical separation above fl290 is 1000 ft => according to this rule aircraft travelling on the same direction will be separated by twice the vertical separation 1000 x 2 = 2000 ft . in non rvsm airspace vertical separation above fl290 is 2000 ft => according to this rule aircraft travelling on the same direction will be separated by twice the vertical separation 2000 x 2 = 4000 ft ..icao doc 4444 . .5 3 3 assignment of cruising levels for controlled flights.5 3 3 6 in so far as practicable cruising levels of aircraft flying to the same destination shall be assigned in a manner that will be correct for an approach sequence at destination Be correct for an approach sequence at the destination.

While in vmc a b737 is established on an rnp apch atc instructs the b737 pilot ?

Question 20-23 : Must ensure that the spacing from the preceding aircraft is acceptable for wake turbulence purposes shall not receive a landing clearance and he/she will be expected to land after the preceding aircraft vacates the runway must reduce speed to ensure maximum spacing from the preceding aircraft for wake turbulence purposes must not delay the approach and must maintain high speed until at least 4 nm to touchdown

exemple 208 Must ensure that the spacing from the preceding aircraft is acceptable for wake turbulence purposes. — For successive visual approaches separation shall be maintained by the controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight the aircraft shall then be instructed to follow and maintain own separation from the preceding aircraft when both aircraft are of a heavy wake turbulence category or the preceding aircraft is of a heavier wake turbulence category than the following and the distance between the aircraft is less than the appropriate wake turbulence minimum the controller shall issue a caution of possible wake turbulence the pilot in command of the aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable if it is determined that additional spacing is required the flight crew shall inform the atc unit accordingly stating their requirements source icao doc 4444 Must ensure that the spacing from the preceding aircraft is acceptable for wake turbulence purposes.

The local qnh is 1018 6 hpa the pilots shall receive it as… ?

Question 20-24 : 1018 hpa 1020 hpa 1019 hpa 1010 hpa

exemple 212 1018 hpa — Icao doc 4444 . 4 10 4 provision of altimeter setting information4 10 4 7 altimeter settings provided to aircraft shall be rounded down to the nearest lower whole hectopascal 1018 hpa

An aircraft is being radar vectored what instructions will the controller give ?

Question 20-25 : Resume own navigation fly direct to 'lesda' magnetic track 150 distance to 'lesda' 41 nautical miles radar service terminated fly direct to 'lesda' proceed with own navigation resume previous navigation position 15 nm south of vor xy

exemple 216 Resume own navigation. fly direct to 'lesda', magnetic track 150, distance to 'lesda' 41 nautical miles. — Icao doc 4444 . 12 4 1 4 termination of vectoringa resume own navigation position of aircraft specific instructions . b resume own navigation direct significant point magnetic track three digits distance number kilometres or miles Resume own navigation. fly direct to 'lesda', magnetic track 150, distance to 'lesda' 41 nautical miles.

An aerodrome meteorologist measures the qnh as 1006 6 hpa what qnh value will ?

Question 20-26 : 1006 hpa 1007 hpa 1005 hpa 1010 hpa

exemple 220 1006 hpa — Learning objective 010 07 02 09 04 state in which margin altimeter settings provided to aircraft shall be rounded up or down source icao doc 4444 chapter 4 4 10 4 provision of altimeter setting informationicao doc 4444 pans atm . 4 10 altimeter setting procedures . 4 10 4 provision of altimeter setting information4 10 4 7 altimeter settings provided to aircraft shall be rounded down to the nearest lower whole hectopascal there is good reason for rounding down the altimeter settings if they are not exactly on a whole hectopascal rounding a qnh down would mean that the aircraft would indicate slightly lower than it's actual altitude so the pilot would fly slightly higher than they need to which is the safe side and better than flying slightly low 1006 hpa

Before take off a pilot receives the following departure clearance 'climb via ?

Question 20-27 : Has to climb to fl100 comply with published level restriction follow the lateral profile of the sid and comply with published speed restrictions or atc issued speed control instructions may climb to fl100 must to comply with published level restriction can deviate from the lateral profile of the sid and must comply with published speed restrictions or atc issued speed control instructions has to climb to fl100 may deviate from published level restriction must follow the lateral profile of the sid and comply with published speed restrictions or atc issued speed control instructions are cleared to climb to fl100 may comply with published level restriction follow the lateral profile of the sid and may follow published speed restrictions or atc issued speed control instructions

Refer to figure .the wording of the climb clearance on a sid is very important the figure above is taken from icao document 4444 pans atm and shows the standard phraseology for climb clearances on a sid standard instrument departure 'climb via sid to fl100' means the pilot must follow the exact sid level restrictions routing and speed restrictions unless given an atc speed clearance up to fl100 where they will level off unless given further instructions in the meantime if the controller wanted the pilot to climb to fl100 without obeying the level restrictions on the sid then they would say 'cancel level restriction s ' or some variation on this see the figure above exemple 224 Has to climb to fl100, comply with published level restriction, follow the lateral profile of the sid, and comply with published speed restrictions or atc issued speed control instructions.

Has to climb to fl100, comply with published level restriction, follow the lateral profile of the sid, and comply with published speed restrictions or atc issued speed control instructions.

An atis is broadcast… ?

Question 20-28 : For arriving and departing aircraft preferably on a vor frequency for departing and arriving aircraft lasting one minute in english only for departing aircraft on the ils localiser frequency for arriving aircraft on the ils localiser frequency

exemple 228 For arriving and departing aircraft, preferably on a vor frequency. — Note the feedback for this question was incomplete and the options we received were not correct in our view one of them is partially correct but not good enough we have therefore created our own correct answer so this is unlikely to be what you see in the exam .as this is a new question to us we would prefer to give you an idea of what they may ask rather than wait for further feedback icao annex 11 chapter 4 . 4 3 4 voice automatic terminal information service voice atis broadcasts . 4 3 4 1 voice automatic terminal information service voice atis broadcasts shall be provided at aerodromes where there is a requirement to reduce the communication load on the ats vhf air ground communication channels when provided they shall comprise a one broadcast serving arriving aircraft or . b one broadcast serving departing aircraft or . c one broadcast serving both arriving and departing aircraft or . d two broadcasts serving arriving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long 4 3 4 2 a discrete vhf frequency shall whenever practicable be used for voice atis broadcasts if a discrete frequency is not available the transmission may be made on the voice channel s of the most appropriate terminal navigation aid s preferably a vor provided the range and readability are adequate and the identification of the navigation aid is sequenced with the broadcast so that the latter is not obliterated 4 3 4 3 voice atis broadcasts shall not be transmitted on the voice channel of an ils 4 3 4 4 whenever voice atis is provided the broadcast shall be continuous and repetitive . 4 3 4 5 the information contained in the current broadcast shall immediately be made known to the ats unit s concerned with the provision to aircraft of information relating to approach landing and takeoff whenever the message has not been prepared by that those unit s . 4 3 4 6 voice atis broadcasts provided at designated aerodromes for use by international air services shall be available in the english language as a minimum . 4 3 4 7 recommendation — where voice atis broadcasts are available in more than one language a discrete channel should be used for each language . 4 3 4 8 recommendation — the voice atis broadcast message should whenever practicable not exceed 30 seconds care being taken that the readability of the atis message is not impaired by the speed of the transmission or by the identification signal of a navigation aid used for transmission of atis the atis broadcast message should take into consideration human performance to go through the options in english only for departure and arrival traffic lasting one minute incorrect 4 3 4 6 above dictates the rules for languages and it is not english only they should also not exceed 30 seconds where practical as per recommendation 4 3 4 8 for arrival traffic only on the ils localiser frequency incorrect they can be broadcast to arrival and departure aircraft and never using the ils frequency for arrival traffic only preferably on the vor frequency incorrect they can be broadcast to arrival and departure aircraft on a discreet vhf requency if available but if they have to be used on a radio aid frequency then it should preferably be a vor there is a little more truth in this one than the above options but we still consider it to be incorrect for arrival and departure traffic preferably on a discreet vhf frequency correct but we made it up due to a gap in feedback so it is not what you will see in the exam For arriving and departing aircraft, preferably on a vor frequency.

The crew of a boeing 747 on a transoceanic flight have been assigned a speed of ?

Question 20-29 : They must contact atc to notify them of the change as soon as possible reduce mach number without contacting atc they can reduce their speed immediately as the traffic behind will also have to reduce speed due to turbulence they can change their mach number by up to m0 05 without notifying atc

exemple 232 They must contact atc to notify them of the change as soon as possible. — Note it appears that this is a scenario based version of q107432 but we do not have completely solid feedback about this question and the wording may be slightly different in the exam .learning objective 010 07 02 12 15 describe the method of the mach number technique source icao doc 4444 chapter 5 5 4 2 4 longitudinal separation minima with mach number technique based on time..icao doc 4444 pans atm .5 4 2 4 longitudinal separation minima with mach number technique based on time.5 4 2 4 1 turbojet aircraft shall adhere to the true mach number approved by atc and shall request atc approval before making any changes thereto if it is essential to make an immediate temporary change in the mach number e g due to turbulence atc shall be notified as soon as possible that such a change has been made They must contact atc to notify them of the change as soon as possible.

Who is in charge of traffic separation during a vfr approach ?

Question 20-30 : The pilot in command atc atc and the pilot in command nobody

exemple 236 The pilot in command — Learning objective 010 07 02 12 03 state the difference between the type of separation provided within the various classes of airspace and the various types of flight source icao doc 4444 chapter 5 5 2 provisions for the separation of controlled traffic5 2 provisions for the separation of controlled traffic . 5 2 1 general . 5 2 1 1 vertical or horizontal separation shall be provided a between all flights in class a and b airspaces . b between ifr flights in class c d and e airspaces . c between ifr flights and vfr flights in class c airspace . d between ifr flights and special vfr flights and . e between special vfr flights when so prescribed by the appropriate ats authority except for the cases under b above in airspace classes d and e during the hours of daylight when flights have been cleared to climb or descend subject to maintaining own separation and remaining in visual meteorological conditions conditions applicable to the use of this procedure are contained in section 5 9 looking at the options above and the annex it is clear that vfr flights are not legally required to be separated from other vfr flights in any airspace therefore at all times the pilot in command of a vfr flight is responsible for their own traffic separation whilst you could argue that some scenarios would make atc also responsible for traffic separation that is only with aircraft under certain flight rules not all aircraft and certainly not in all vfr approach scenarios note we do not have much feedback for this question and whilst it is quite simple please send us any further exam feedback you might have in order to verify the question and answer thank you The pilot in command

Sometimes a single flight information region fir is delineated to include upper ?

Question 20-31 : To limit the amount of firs a high flying aircraft must operate in to limit the amount of firs a low flying aircraft must operate in to limit the amount of vhf frequency changes for low flying aircraft to limit the amount of vlf frequency changes for high flying aircraft

exemple 240 To limit the amount of firs a high-flying aircraft must operate in. — Refer to figure .learning objective 010 07 01 03 09 explain why a uir or upper cta should be delineated to include the upper airspace within the lateral limits of a number of lower firs or ctas source icao annex 11 chapter 2 2 11 specifications for flight information regions control areas and control zonesicao annex 11 chapter 2 .2 11 4 flight information regions or control areas in the upper airspacerecommendation — where it is desirable to limit the number of flight information regions or control areas through which high flying aircraft would otherwise have to operate a flight information region or control area as appropriate should be delineated to include the upper airspace within the lateral limits of a number of lower flight information regions or control areas although the recommendation from annex 11 above is worded in quite a complex way it is not as complex as it looks as high flying aircraft are moving fast and going long distances and it is unnecessary for them to fly through many different firs or control areas upper firs uirs should be made which encompass the upper airspace of multiple lower level firs therefore upper firs are much larger than standard firs so the faster aircraft at high levels are not constantly changing from one fir to the next see the annex above france have multiple firs at lower levels but only a single 'france uir' for high levels in terms of answering this question the correct answer is stated almost exactly in the recommendation above the purpose of having larger upper firs are 'to limit the amount of firs a high flying aircraft must operate in' To limit the amount of firs a high-flying aircraft must operate in.

After landing when should the pilot report 'runway vacated' ?

Question 20-32 : When the entire aircraft is beyond the runway holding position when the aircraft starts turning to take the exit taxiway as soon as the aircraft is on the exit taxiway and at taxi speed as soon as the aircraft has crossed the runway edge line

exemple 244 When the entire aircraft is beyond the runway-holding position. — Icao doc 4444 . 7 10 3 landing and roll out manoeuvres7 10 3 4 when necessary or desirable e g due to low visibility conditions a landing or a taxiing aircraft may be instructed to report when a runway has been vacated the report shall be made when the entire aircraft is beyond the relevant runway holding position When the entire aircraft is beyond the runway-holding position.

Under what circumstances can separation minima be reduced between two aircraft ?

Question 20-33 : 1 and 3 only 1 2 and 4 1 and 2

exemple 248 1 and 3 — Icao document 4444 . 6 1 reduction in separation minima in the vicinity of aerodromesin addition to the circumstances mentioned in chapter 5 5 11 1 the separation minima detailed in chapter 5 5 4 1 and 5 4 2 may be reduced in the vicinity of aerodromes if a adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller orb each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots thereof report that they can maintain their own separation orc in the case of one aircraft following another the flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation can be maintained the succeeding aircraft should report that the other aircraft is in sight but this is not enough the pilot should also report that separation can be maintained visually under these two conditions separation minima can be reduced between the two aircraft during the approach 1 and 3

The 'mach number technique' may be applied by atc to aircraft along the same ?

Question 20-34 : Organize safety and an orderly traffic flow reduce vertical separation make the cruise flight more efficient reduce fuel burn

exemple 252 Organize safety and an orderly traffic flow. — The mach number technique can be used to achieve longitudinal reference . more information on this technique can be found in icao doc 4444 '5 4 2 4 longitudinal separation minima with mach number technique based on time' and '5 4 2 5 longitudinal separation minima with mach number technique based on distance using rnav' . it is important to remember that separation is implemented primarily for safety reasons therefore any answers suggesting efficiency or reduced fuel burn as the main purposes of separation are incorrect it is essential to note that vertical separation is determined using altimeters rather than speeds as it pertains to the vertical dimension rather than the horizontal dimension Organize safety and an orderly traffic flow.

If there is a change in the active runway will an atis containing arrival and ?

Question 20-35 : Yes immediately no the changes will be transmitted to arriving aircraft by atc with the next regular report within 15 minutes from the change

exemple 256 Yes, immediately. — Icao annex 11 . chapter 4 flight information service . 4 3 6 automatic terminal information service voice and/or data link 4 3 6 1 whenever voice atis and/or d atis is provided a the information communicated shall relate to a single aerodrome . b the information communicated shall be updated immediately a significant change occurs . c the preparation and dissemination of the atis message shall be the responsibility of the air traffic services . d individual atis messages shall be identified by a designator in the form of a letter of the icao spelling alphabet designators assigned to consecutive atis messages shall be in alphabetical order . e aircraft shall acknowledge receipt of the information upon establishing communication with the ats unit providing approach control service or the aerodrome control tower as appropriate . f the appropriate ats unit shall when replying to the message in e above or in the case of arriving aircraft at such other time as may be prescribed by the appropriate ats authority provide the aircraft with the current altimeter setting and . g the meteorological information shall be extracted from the local meteorological routine or special report Yes, immediately.

The pilots have received clearance to taxi to the holding point of runway 27 ?

Question 20-36 : Take off rwy 27 or request rwy 04 and wait take off rwy 27 and file a incident report request rwy 04 which will be granted immediately request rwy 04 and file a incident report

exemple 260 Take-off rwy 27 or request rwy 04 and wait. — 010 07 02 13 10 state the reasons which could probably lead to the decision to use another take off or landing direction than the one into the wind . source icao doc 4444 chapter 7 7 2 selection of runway in userunway in use . the runway in use is the one that atc considers suitable for the aircraft types using that aerodrome at a specific time generally this is the runway that faces into wind unless other safety considerations dictate otherwise these other safety considerations include runway characteristics and configuration length width and operation type local weather conditions instrument approach procedures air traffic density circuits navigation aids for approach and landing noise abatement procedures if the runway in use is not considered suitable for the operation involved the flight crew may request permission to use another runway and if circumstances permit should be cleared accordingly Take-off rwy 27 or request rwy 04 and wait.

What are the different types of horizontal separation ?

Question 20-37 : Time nm time speed dme distance dme distance speed time speed

exemple 264 Time, nm. — Refer to figures . icao annex 11 . 3 3 operation of air traffic control service . 3 3 5 separation by an air traffic control unit shall be obtained by at least one of the following b horizontal separation obtained by providing 1 longitudinal separation by maintaining an interval between aircraft operating along the same converging or reciprocal tracks expressed in time or distance or2 lateral separation by maintaining aircraft on different routes or in different geographical areas horizontal separation is provided either in terms of distance expressed in nm or in terms of time expressed in minutes Time, nm.

After receiving initial information before taxiing the pilot of an aircraft ?

Question 20-38 : 1 2 6 and 8 1 3 and 4 1 2 3 4 and 7 1 2 3 4 6 and 8

exemple 268 1, 2, 6 and 8. — Icao doc 4444 . chapter 7 procedures for aerodrome control service7 4 1 2 2 prior to take off aircraft shall be advised of a any significant changes in the surface wind direction and speed the air temperature and the visibility or rvr value s given in accordance with 7 4 1 2 1 b significant meteorological conditions in the take off and climb out area except when it is known that the information has already been received by the aircraft note — significant meteorological conditions in this context include the occurrence or expected occurrence of cumulonimbus or thunderstorm moderate or severe turbulence wind shear hail moderate or severe icing severe squall line freezing precipitation severe mountain waves sandstorm duststorm blowing snow tornado or waterspout in the take off and climb out area 1, 2, 6 and 8.

What are the methods of lateral separation between aircraft according to icao ?

Question 20-39 : 1 2 and 3 2 and 3 2 and 4 1 2 and 4

exemple 272 1, 2 and 3 — Icao doc 4444 . 5 4 horizontal separation . 5 4 1 lateral separation5 4 1 1 1 lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer this buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof 5 4 1 1 2 lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation by the use of navigation aids or by the use of area navigation rnav equipment 1, 2 and 3

Select the service provided by ats unit at b taking into account the following ?

Question 20-40 : Air traffic advisory service with reduced safety compared to unit a air traffic control service with the same degree of safety as unit a air traffic control service with increased safety compared to unit a alerting service with reduced safety compared to unit a

exemple 276 Air traffic advisory service, with reduced safety compared to unit a. — Air traffic advisory service a service provided within advisory airspace to ensure separation in so far as practical between aircraft which are operating on ifr flight plans .air traffic control service a service provided for the purpose of .a preventing collisions .1 between aircraft and . .2 on the manoeuvring area between aircraft and obstructions and.b expediting and maintaining an orderly flow of air traffic .alerting service a service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required ..icao doc 4444 . .9 1 4 air traffic advisory service.9 1 4 1 3 air traffic advisory service does not afford the degree of safety and cannot assume the same responsibilities as air traffic control service in respect of the avoidance of collisions since information regarding the disposition of traffic in the area concerned available to the unit providing air traffic advisory service may be incomplete to make this quite clear air traffic advisory service does not deliver clearances but only advisory information and it uses the word advise or suggest when a course of action is proposed to an aircraft ..'g cd cleared to cross a1 at wicken' air traffic control service . .'g cd suggest right heading 120 degrees' air traffic advisory service Air traffic advisory service, with reduced safety compared to unit a.

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