Johan's Ultimate Guide To Atc Communications!

Front 1

1. What range of radio frequencies is designated to:

Back 1

a) The High Frequency (HF) Band?
HF 3-30 MHz
b) The Very High Frequency (VHF) band?
VHF 30-300 MHz
c) The Ultra High Frequency (VHF) band?
UHF 300 MHz-3 GHz

Front 2

2. What are the advantages and disadvantages of VHF comms? (ARM 07 2.16)

Back 2

• High quality, low loss, line of sight comms
• Radio signals are short range so less susceptible to static interference
• Ideal for voice communications as fading and garbling minimal
• Not reflected by the upper atmospheric layers
• The equipment is light with a low power output
• Limitations:
- Signals travel in straight lines therefore ‘line of sight’ transmission
- Relatively short range applications
- Mountain top sites for ground equipment necessary to achieve optimum range
- Frequent ground repeaters and relays required to cover large enroute areas

Front 3

3. What are the advantages and disadvantages of HF comms? (ARM 07 2.10)

Back 3

• Allows communications with aircraft in remote areas/long range
• Sky wave signals are refracted off the ionosphere and back to Earth
• Limitations:
- Cannot be used for local aerodrome comms as they are very susceptible to interference, degrading the quality
- Fading due to interaction between ground and sky waves
- Coverage not reliable
- HF antenna are very large
- Large power output

Front 4

4. When do you test communication links for serviceability?

Back 4

a) When commencing the day’s operations
b) During major traffic peaks if the facility has not been in use for 2 hours
(MATS 2.7.2.1)

Front 5

5. What is the transmission format for testing Air Ground comms?

Back 5

a) Identification of the station being called
b) Identification of the calling station
c) ‘RADIO CHECK’
d) The frequency if more than one frequency is in use
I.e. “BAW12, CENTRE, RADIO CHECK 126.8”
(MATS 2.7.4.1)

Front 6

6. What is the Response format for testing Air Ground comms?

Back 6

a) Identification of the station making the initial test transmission
b) Identification of the responding station; and
c) Assessment of the readability of the test transmission
I.e. “CENTRE, BAW12, READABILITY 5”
(MATS 2.7.4.2)

Front 7

7. What method is used to identify the NDB?

Back 7

NDB’s operating on the same frequency will be widely separated geographically, but to avoid risk of confusion or mistuning, each NDB transmits a 2 or 3 letter Morse code identification signal, commonly called the IDENT. The Morse code is shown on the ERC and in ERSA.
(ARM 08 2.16)

Front 8

8. What does a lack of IDENT, or a distorted/incomplete IDENT indicate?

Back 8

The lack of IDENT, or a distorted or incomplete IDENT, may indicate that the NDB is unserviceable. If the NDB is transmitting whilst undergoing maintenance or testing, the normal IDENT will be replaced temporarily by XP in Morse code to indicate that the NDB must not be used for navigation.
(ARM 08 2.18)

Front 9

9. How is the VOR identified?

Back 9

Every 10 seconds or so, a Morse code IDENT is transmitted (modulated at 1020 Hz), allowing the pilot to positively identify the VOR. Any co-located DME station will have the same code IDENT but broadcast every 30 seconds or so and modulated at 1350 Hz.
(ARM 08 3.11)

Front 10

10. Where can you find the position, frequency and Morse code identifier of each VOR ground station?

Back 10

a) En Route Charts (ERC-H and ERC-L)
b) Terminal Area Charts (TACs); and
c) En Route Supplement Australia (ERSA)
(ARM 08 3.27)

Front 11

11. VOR/DME frequency pairing

Back 11

• DME/VOR frequency pairing is used world wide IAW ICAO standards
• Each component has the same IDENT, however the DME identifier is higher pitched (UHF band) and are interspersed at the rate of one DME IDENT per two or three VOR IDENTs
• If only the DME (high-pitched) IDENT is received once every 30 seconds, and the VOR component (lower-pitched) is not heard every 10 seconds, then the VOR is considered unserviceable.
(ARM 08 4.13)

Front 12

12. How do you select and identify the Localiser?

Back 12

• The Localiser frequency is published on the relevant INST APP chart
• You can select the frequency on the VHF NAV receiver and identify the Localiser by its Morse code IDENT
• The Localiser identifier consists of 3 letters and always begins with the letter i
(ARM 08 5.13)

Front 13

13. What frequency do the Marker Beacons operate on and what are the corresponding amplitude modulated identifiers?

Back 13

• Both the OM and the MM operate on the same VHF frequency of 75MHz
• The OM’s identifier is transmit at 400Hz (consists of dashes)
• The MM’s identifier is transmit at 1300 Hz (consists of dots and dashes)
(ARM 08 5.48)

Front 14

14. What does the airborne equipment used in identifying Marker Beacons consist of?

Back 14

The airborne equipment consists of a marker beacon receiver and a set of colour-coded lights on the instrument panel, which flash to indicate passage of the aircraft over the beacon. A Morse code IDENT can be monitored over the headset or speakers. The pilot does not have to actively switch on any equipment in the cockpit to receive the audio signal, other then to have the marker beacon audio switch on.
(ARM 08 5.49)

Front 15

What information will you find on a Planning Chart Australia(PCA)?

Back 15

A. ARFOR bounadries
B. WAC coverage and chart titles (World Aeronautical Chart)
C. Location names and abbreviations
D. Estimated FIS VHF coverage at 5,00ft, 10,000ft; and
HF network boundaries.
AIP GEN 3.2-1

Front 16

What is SELCAL and where are the frequencies listed?

Back 16

Selective calling system.
ERSA FACB-37

Front 17

Is SELCAL used for air to ground or ground to air calling?

Back 17

SELCAL is used for ground to air calling. Air to ground calls are standard voice calling in every case.

Front 18

What is the main advantage of SELCAL?

Back 18

Pilots can maintain listening watch without listening to background “hash noise” between calls.

Front 19

What are the limitations of SELCAL?

Back 19

a. A SELCAL signal does not identify its source. Pilot must first ascertain the ground station calling.
b. No reduction in “hash noise” for the ground operator.
c. Aircraft must be suitably equipped
d. Pilots have no situational awareness of traffic in proximity to their position.
005 s02 VHF-HF-UHF and SELCAL Handout.pdf

Front 20

What two HF networks does Airservices maintain for ATS in the Melbourne and Brisbane FIR?

Back 20

A. Domestic – coverage of Australian land mass and adjacent coastal waters(NW, NE and Southern)
B. International – oceanic air routes (SP-6, INO-1 and SEA-3) SELCAL uses only these 3 frequencies ie: international aircraft enroute.
HF RATIONALISATION AND MODERNISATION.pdf

Front 21

Look at the Australian HF chart and notice that there are six HF sites. Every site carries frequencies for multiple regions which are relayed to the HF operators based in Brisbane:Flightwatch .

Back 21

Front 22

Q1. Why do we use standard phraseology?

Back 22

A1. To avoid misunderstanding the intent of messages and to reduce the time required for communication. Gen 3.4 – 4.1.3

Front 23

Q2. What do you use when standard phraseology is not available?

Back 23

A2. Use clear and concise plain language to indicate intentions. Gen 3.4 -4.1.4

Front 24

Q3. The Phonetic Alphabet and Numbers.

Back 24

A3. Alpha, Bravo, Charlie, Delta, Echo, Foxtrot, Golf, Hotel, India, Juliett, Kilo, Lima, Mike, November, Oscar, Papa, Quebec, Romeo, Sierra, Tango, Uniform, Victor, Whisky, X-ray, Yankee, Zulu Gen 3.4 – 4.9.1

Ze-ro, Wun, Too, Tree, Fower, Fife, Six, Sev en, Ait, NINER – Day see mal, Hun dred, Thou sand Gen 3.4 – 4.10.1

Front 25

Q4. How would you transmit the following altitudes? Gen 3.4 – 4.11.1
800
1,500
3,550
6,715
10,000

Back 25

A4.
Eight Hundred
One Thousand Five Hundred
Three Five Five Zero
Six Seven One Five
One Zero Thousand

Front 26

Q5 How would you transmit the following Cloud Heights? Gen 3.4 – 4.11.1
2,200
4,300

Back 26

A5.
Two Thousand Two Hundred
Four Thousand Three Hundred

Front 27

Q6. How would you transmit the following Visibilities? Gen 3.4 – 4.11.1
200
1,500
3,000

Back 27

A6
Two Hundred
One thousand five hundred
Three thousand

Front 28

Q7 How would you transmit the following RVRs? Gen 3.4 – 4.11.1
350
700

Back 28

A7
Three five zero
Seven Hundred

Front 29

Q8. How would you transmit the following Flight Levels? Gen 3.4 – 4.11.2
FL180
FL200
FL350

Back 29

A8
Flight Level one eight zero
Flight Level two zero zero
Flight Level three five zero

Front 30

Q9. How would you transmit the following Headings? Gen 3.4 – 4.11.2
150
080
300

Back 30

A9
One five zero
Zero eight zero
Three zero zero

Front 31

Q10 How would you transmit the following Wind Directions? Gen 3.4 – 4.11.2
020o
100o
210o

Back 31

A10
Zero two zero degrees
One zero zero degrees
Two one zero degrees

Front 32

Q11 How would you transmit the following Wind speeds? Gen 3.4 – 4.11.2
70kt
120kt
18kt, gusting 30

Back 32

A12
Seven zero knots
One two zero knots
One eight knots gusting three zero

Front 33

Q12 How would you transmit the following Mach Numbers? Gen 3.4 – 4.11.2
0.84
0.74
0.76

Back 33

A12
Decimal eight four
Decimal seven four
Decimal seven six

Front 34

Q13 How would you transmit the following Altimeter Settings? Gen 3.4 – 4.11.2
1000
1027
29.95?

Back 34

A13
one zero zero zero
one zero two seven
two niner decimal niner five

Front 35

Q14 What units would be used for the following measurement? Gen 2.1-1
Distances used in navigation
Short Distances
Altitudes, Elevations and Heights
Horizontal speed, including wind speeds
Vertical speed
Wind direction for runway operations
Wind direction except for runway operations
Visibility, including RVR
Altimeter setting
Temperature
Weight
Time

Back 35

A14
Nautical miles(pronounced miles)(generally in excess of 2nm)
Metres
Feet
Knots
Feet per minute
Degrees magnetic
Degrees true
Kilometres or metres
Hectopascals
Degrees Celsius
Tonnes or kilograms
Hours and Minutes

Front 36

Q15 How would you transmit the following times? Gen 3.4 – 4.12.1
0920 UTC
0115 UTC
1000 UTC

Back 36

A15
Zero niner two zero zulu
Zero one one five zulu
One zero zero zero zulu

Front 37

Q16 How would you issue the following times to an aircraft from a control tower? Gen 3.4 – 4.12.7
0925:10
0932:20
2145:50

Back 37

A16
Time, two five
Time, Three two and a half
Time, four six

Front 38

Q17 How would you issue the following times to an aircraft from a control station? Gen 3.4 – 4.12.6
0925:10
0932:20
2145:50

Back 38

A17
Time, two five
Time, Three Two
Time, four six

Front 39

Q18 How would you transmit the following? Gen 3.4 – 4.16
QFA122
QFA1220
CAR21
RXA12
VOZ702
BIRDDOG021

Back 39

A18
Qantas one twenty two
Qantas twelve twenty
Car twenty one
Rex twelve
Velocity seven zero two
Birddog zero twenty one

Front 40

Let me know that you have received and understood this message

Back 40

ACKNOWLEDGE

Front 41

Yes

Back 41

AFFIRM

Front 42

Permission for proposed action granted

Back 42

APPROVED

Front 43

I hereby indicate the separation between portions of the message (to be used here there is no clear distinction between the text and other portions of the message)

Back 43

BREAK

Front 44

I hereby indicate separation between messages transmitted to different aircraft in a very busy environment

Back 44

BREAK BREAK

Front 45

Annul the previously transmitted clearance

Back 45

CANCEL

Front 46

Examine a system or procedure (no answer normally expected)

Back 46

CHECK

Front 47

Authorised to proceed under the conditions specified

Back 47

CLEARED

Front 48

Have I correctly received the following? or Did you correctly receive this message?

Back 48

CONFIRM

Front 49

Establish radio contact with…

Back 49

CONTACT

Front 50

That is correct.

Back 50

CORRECT

Front 51

An error has been made in this transmission (or message indicated) the correct version is…

Back 51

CORRECTION

Front 52

Consider that last transmission as not sent…

Back 52

DISREGARD

Front 53

You want to check that VH-LUX is reading your transmissions, what phrase would you use and what possible responses do you expect?

Back 53

LUX, HOW DO YOU READ?
1- Unreadable
2- Readable now and then
3- Readable but with difficulty
4- Readable
5- Perfectly readable

Front 54

I repeat for clarity or emphasis

Back 54

I SAY AGAIN

Front 55

My aircraft and its occupants are threatened by grave and imminent danger and/or I require immediate assistance.

Back 55

MAYDAY

Front 56

Continue in accordance with the conditions specified, or in its literal sense

Back 56

MAINTAIN

Front 57

Listen out on (frequency)

Back 57

MONITOR

Front 58

I have an urgent message to transmit concerning the safety of my aircraft or other vehicle or of some person on board or within sight but I do not require immediate assistance

Back 58

PAN PAN

Front 59

Repeat all, or the specified part of this message back to me exactly as received.

Back 59

READ-BACK

Front 60

A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof.

Back 60

RECLEARED

Front 61

Pass me the following information

Back 61

REPORT

Front 62

I should like to know or I wish to obtain

Back 62

REQUEST

Front 63

I have received all of your last transmission

Back 63

ROGER

Front 64

Repeat all or the following part of your last transmission

Back 64

SAY AGAIN

Front 65

Reduce your rate of speech

Back 65

SPEAK SLOWER

Front 66

Wait and I will call you

Back 66

STANDBY

Front 67

Check and confirm with originator

Back 67

VERIFY

Front 68

I understand your message and will comply

Back 68

WILCO

Front 69

Please send every word or group of words twice, or I will send every word or group of words twice

Back 69

WORDS TWICE

Front 70

What are the 9 ATS unit callsigns?

Back 70

CENTRE
APPROACH
DEPARTURES
FINAL/DIRECTOR
TOWER
GROUND
DELIVERY
FLIGHTWATCH
(AIP GEN 3.4-19 4.14.2)

Front 71

When may the name of the location (eg MELBOURNE CENTRE) or the service be omitted?

Back 71

The name of the location or the service may be omitted provided that satisfactory communication has been established. (AIP GEN 3.4-20 4.14.3)

Front 72

When establishing 2-way communications, and for subsequent communications on any frequency, Australian registered aircraft can use what callsigns?

Back 72

-for VH registered aircraft, the last 3 letters of the registration marking.
-the designator of the aircraft operating agency followed by the last 3 characters of the VH registration marking (eg QLINK TANGO QUEBEC KILO)
- the designator of the aircraft operating agency, followed by the flight designation (eg VIRGIN EIGHT FITFY SIX DELTA)
-for recreation-category aircraft, the aircraft type followed by the last 4 letters of the registration number (eg JABIRU THIRTEEN FORTY SIX)
(AIP GEN 3.4-22 4.21.1)

Front 73

What callsign may the pilot of VH-ABC, a P28A, use, other than just the registration characters?

Back 73

CHEROKEE ALPHA BRAVO CHARLIE
Civil aircraft pilots may state the aircraft type, model or manufacturer’s name, followed by the digits/letters of the registration number (AIP GEN3.4-20 4.15.3)

Front 74

When establishing 2-way communications on any frequency, what callsigns must foreign registered aircraft use?

Back 74

a. the characters corresponding to the registration marking of the aircraft (eg N35826 “NOVEMBER THREE FIFTY EIGHT TWENTY SIX”); or
b. the designator of the aircraft operating agency, followed by the last 4 characters of the registration marking of the aircraft (eg “UNITED FIFTY EIGHT TWENTY SIX”); or
c. the designator of the aircraft operating agency, followed by the flight identification (eg “SPEEDBIRD TWELVE)
(AIP GEN 3.4-23 4.21.2)

Front 75

What prefix must a rotary wing aircraft use when first establishing 2-way communications on any frequency?

Back 75

HELICOPTER (eg. HELICOPTER CHARLIE OSCAR X-RAY)
(AIP GEN 3.4-23 4.21.4)

Front 76

When selecting an aircraft identification number or call-sign suffix, operators should avoid using numbers that correlate with:

Back 76

a. ending in “zero” or “five”, to avoid confusion with headings;
b. potential level utilisation (eg. 3000, 500, 350 etc);
c. emergency codes (eg. 7600, 7700 etc); and
d. numerical aircraft types (eg. 767, 330 etc)
(AIP GEN 3.4-21 4.17.1)

Front 77

If you become aware that 2 aircraft in your airspace have similar/identical callsigns, what actions may you take to minimise error?

Back 77

a. Emphasising certain numbers/letters
b. Repeating the entire callsign, eg. REX23 REX 23, or
c. Repeating the prefix, eg REX 23 REX
d. Asking the pilots to use a different callsign, either temporarily or for the duration of the flight
(AIP GEN 3.4-20 4.15.2)

Front 78

The pilot of JETSTAR 2313 has just heard the following transmission; “JETSTAR THIRTEEN TWENTY THREE DESCEND AND MAINTAIN FLIGHT LEVEL THREE FIVE ZERO” He is not aware of a JST1323 nearby.
Should he assume the clearance was for him?
What action should he take?

Back 78

Pilots must be certain that aircraft identification is complete and clearly identified before taking action on ATC clearance.
Pilots should use the phrase VERIFY CLEARANCE FOR (complete callsign) if doubt exists concerning proper identity
(AIP GEN 3.4-20 4.15.2)

Front 79

Will ATS abbreviate call-signs of air carrier or other civil aircraft having AUTHORISED CALL SIGNS?
When can ATS initiate abbreviation of callsigns of other aircraft? How are callsigns abbreviated?

Back 79

No
After communications are established, ATS may abbreviate callsigns of other aircraft by using the prefix and the last 3 digits in subsequent communications. The pilot may also use this abbreviated callsign after ATS has initiated.
(AIP GEN 3.4-20 4.15.2)

Front 80

What are the callsigns (and flight plan designators) for the following special task operations:
Police
Police (Priority)
Federal Police
Federal Police (Priority)
Ambulance
Rescue Mission
Fire Intelligence Gathering
Coordination of Firebombing Aircraft
Fire Bombing
General Fire Support Tasks (light rotary)
General Fire Support Tasks (medium rotary)
Remote Sensing Fire Operations
NSW Parks and Wildlife Service
Aerial Survey
Media Operations

Back 80

POLAIR (POL)
POLAIR RED (POLR)
FEDPOL (FPL)
FEDPOL RED (FPL R)
AMBULANCE (AM)
RESCUE (RESCU)
FIRESPOTTER (SPTR)
BIRDOG (BDOG)
BOMBER (BMBR)
FIREBIRD (FBIR)
HELITAK (HLTK)
FIRESCAN (FSCN)
PARKAIR (PKAR)
SURVEY (SVY)
MEDIA (MDIA)
(AIP GEN 3.4-25 4.24.1)

Front 81

What are the state allocations for callsign suffix numbers for special task operations?

Back 81

NSW/ACT commencing with 2
VIC commencing with 3
SA commencing with 5
TAS commencing with 7
Defence commencing with 9
QLD commencing with 4
WA commencing with 6
NT commencing with 8
(AIP GEN 3.4-25 4.24.2)

Front 82

If Chibsy was flying his Victorian helicopter on a long range rescue mission in the Blue Mountains, what would his callsign be?

Back 82

RESCUE 3XX (X represents a number)
The point of the state suffix numbers is to ensure aircraft transiting state borders do not duplicate an existing callsign suffix number or flight plan.
(AIP GEN3.4-25 4.24.2)

Front 83

Melbourne airport owns a car numbered ‘11’ that it uses in airside operations. What might its callsign be?

Back 83

CAR ELEVEN
Ground vehicles shall be identified by the type of vehicle eg CAR, TRUCK, TRACTOR, TUG etc, or an ATS approved format, followed by the assigned vehicle number spoken in group form.
(AIP GEN 3.4-21 4.18.1)

Front 84

Where can you find callsigns for military aircraft?

Back 84

MATS 6.2.2 Knowing this list is well beyond the scope of this subject I think.

Front 85

1/ How do you ask the readability of your transmission over the radio and what does the scale correspond to for the response?

Back 85

A: ‘HOW DO YOU READ’
Scale: 1/ Unreadable
2/ Readable now and then
3/ Readable but with difficulty
4/ Readable
5/ Perfectly readable Ref: AIP GEN 3.4 4.13.1

Front 86

2/ When initiating a transmission to ATS, how will pilots commence the transmission?

Back 86

A: With the callsign of the unit being addressed followed by the aircraft callsign. REF:AIP GEN 3.4 4.3.1

Front 87

3/ True or False: ‘GO AHEAD’ is an acceptable phrase to indicate to an aircraft to proceed with their transmission?

Back 87

A: False Ref: AIP GEN 3.4 4.3.2

Front 88

4/ A pilot readback of an ATS message will be terminated with what?

Back 88

A: The aircrafts callsign Ref: AIP GEN 3.4 4.3.3

Front 89

5/ How much readback should ATS obtain from a pilot when issuing ATC clearances, instructions and information?

Back 89

A: Obtain a readback in sufficient detail that clearly indicates pilot’s understanding of and compliance with all ATC clearances, including conditional clearances, instructions and information which are transmitted by voice. Ref: MAATS 9.2.2.12

Front 90

6/ How much detail must a pilot readback an ATC route clearance?

Back 90

A: ATC route clearance must be read back in it’s entirety, as well as any amendments. Ref: MAATS 9.2.2.12.1

Front 91

7/ What ATC clearances, instructions and information require specific readback of the key elements?

Back 91

A: Obtain readbacks of the key elements of the following ATC clearances, instructions and information: a/ en route holding instructions;
b/ any route and holding point specified in a taxi clearance;
c/ any clearances or instructions to hold short of, enter, land on, line up on, wait, take-off from, cross, taxi or backtrack on, any runway or HLS;
d/ an assigned runway or HLS;
e/ any approach clearance;
f/ altimeter settings directed to specific aircraft, radio and radio nav aid frequency instructions;
g/ SSR codes and data link logon codes;
h/ level instructions, direction of turn, heading and speed instructions. Ref: MAATS 9.2.2.12.2 / AIP GEN 3.4 4.4.1

Front 92

8/ When issuing an airways clearance, in relation to the route details, what must be included?

Back 92

A: At least the first position at which the flight planned route is joined. Ref: MAATS 9.2.2.1

Front 93

9/ In an initial airways clearance, what phase may be used to describe any route or portion of route that is identical to that filed in the flight notification?

Back 93

A: ‘FLIGHT PLANNED ROUTE’ Ref: MAATS 9.2.2.3 / AIP GEN 3.4 4.6.1

Front 94

10/ If the route and/or level issued in the initial airways clearance is not in accordance with the Flight Plan, what prefix must be used?

Back 94

A: ‘AMMENDED’ Ref: MAATS 9.2.2.4 / AIP GEN 3.4 4.7.1

Front 95

11/ What must be used to describe amended route clearances?

Back 95

A: a/ ATS route designators published in AIP;
b/ Turning points in accordance with ERC (not permissible in respect of VFR flights, other than RPT, or VFR at night where DR turning points are specified);
c/ Visual fix points (at night fix points are only permissible for route description in respect of aircraft operating VFR at night). Ref: MAATS 9.2.2.5

Front 96

12/ When an airways clearance is amended en route, what prefix must be used?

Back 96

A: ‘RECLEARED’ Ref: MAATS 9.2.2.5.1 / AIP GEN 3.4 4.7.3

Front 97

13/ May the phrase ‘FLIGHT PLANNED ROUTE’ be used when reclearing an aircraft?

Back 97

A: No Ref: MAATS 9.2.2.5.2

Front 98

14/ Should a level be assigned with all clearance changes?

Back 98

A: Yes, even if no change has been made to the cleared level. Ref: MAATS 9.2.2.5.3

Front 99

15/ When an en route clearance is amended, what phrase must be used to signify when the rest of the clearance is as per the initial airways clearance?

Back 99

A: ‘REST OF CLEARANCE UNCHANGED’ Ref: AIP GEN 3.4 5.10

Front 100

16/ What shall a pilot include in a position report?

Back 100

A: 1/ Aircraft Identification;
2/ Current position;
3/ Time at current position;
4/ Flight level or altitude;
5/ Next position and estimated time over
6/ Ensuring significant point (only when requested by ATC). Ref: AIP GEN 3.4 Appendix 2

Front 101

17/ What information would require a pilot to prefix a report with ‘AIRREP Special’?

Back 101

A: 1/ Turbulence (Moderate or Severe)
2/ Aircraft icing (Moderate or Severe) Ref: AIP GEN 3.4 Appendix 2

Front 102

18/ When at a designated point, on request or when special conditions are encountered, a pilot will submit a Meterological report, what information may be included in this report?

Back 102

A: 1/ Air Temperature;
2/ Spot Wind or Mean Wind and Position thereof;
3/ Turbulence (moderate or severe will be prefixed by ‘AIRREP Special’;
4/ Aircraft Icing (moderate or severe will be prefixed by ‘AIRREP Special’;
5/ Supplementary Information:
a/ Present weather (Rain, Snow, Freezing Rain, Funnel Cloud, Thunderstorm or Front);
b/ Clouds (type and amount);
c/ Moderate turbulence or moderate icing observed prior to the last 10mins;
d/ Weather radar echoes. Ref: AIP GEN 3.4 Appendix 2

Front 103

19/ When should a pilot make a special AIRREP report?

Back 103

A: When requested, or as soon as practicable after encountering any SIGMET phenomenon, or any other MET condition which is likely to affect the safety or markedly affect the efficient of other aircraft. Ref: AIP GEN 3.5 11.1.1

Front 104

20/ With regards to a short AIRREP, when and what information should a pilot advise ATS about?

Back 104

A: When requested,
Short AIRREP includes:
A/ Cloud – unexpected significant variations to amount, base or tops (by reference to QNH);
b/ Visibility – reduced due fog, mist, hail, rain, snow or dust, or improvement observed;
c/ Wind – significant variation to forecast;
d/ Other Phenomena – incidence of severe or moderate turbulence, thunderstorms, moderate or severe icing, hail, line squalls, standing waves or winds of 40KT or more within 2000ft of ground level. Ref: AIP GEN 3.5 11.2.1

Front 105

21/ AIRREP meteorological information reporting points are indicated by what symbol on en route charts (ERC-L and ERC-H)?

Back 105

A: An open square with a solid or open triangle inside.

Front 106

22/ When should a safety alert be issued?

Back 106

A: Unless a pilot has advised that action is being taken to resolve the situation or that the other aircraft is in sight, issue a safety alert when you become aware that an aircraft is in a situation that places it in unsafe proximity to: a/ Terrain;
b/ Obstruction;
c/ Active restricted or prohibited areas; or
d/ Other aircraft. Ref: MAATS 9.1.4.2 / AIP GEN 3.3 5.1

Front 107

23/ In what classes or airspace may safety alerts be issued?

Back 107

A: In all classes of airspace both within and outside ATS surveillance system coverage. Ref: MAATS 9.1.4.3 / AIP GEN 3.3 5.1

Front 108

24/ When should the prefix ‘SUGGEST’ should be used when issuing safety alerts?

Back 108

A: Prefix advice to turn or change level with ‘SUGGEST’ unless safety alerts are for controlled flights with reference to other controlled flights. Ref: MAATS 9.1.4.6 / AIP GEN 3.3 5.1.3

Front 109

25/ What phrase is used when issuing a Safety Alert – Low Altitude Warning?

Back 109

A: ‘SAFETY ALERT LOW ALTITUDE WARNING, CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS (number). [THE MINIMUM SAFE ALTITUDE IS (altitude)]’. Ref: AIP GEN 3.4 5.1

Front 110

26/ What phrase is used when issuing a Safety Alert – Terrain?

Back 110

A: ‘SAFETY ALERT TERRAIN, CHECK YOUR ALTITUDE IMMEDIATELY (suggested pilot action if possible)’ Ref: AIP GEN 3.4 5.1

Front 111

27/ What phrase is used when issuing a Safety Alert – Traffic?

Back 111

A: ‘SAFETY ALERT TRAFFIC (number) MILES OPPOSITE DIRECTION / CROSSING LEFT TO RIGHT/ RIGHT TO LEFT (level information)’. Ref: AIP GEN 3.4 5.1

Front 112

28/ What phrase will ATS use when an aircraft is performing an unauthorised deviation into an active restricted area?

Back 112

A: ‘HAZARDOUS ACTIVITIES ARE OCCURING, UNABLE TO ISSUE CLEARANCE PROCEED AT YOUR OWN RISK’. Ref: AIP GEN 3.4 5.2

Front 113

29/ The ATS surveillance system may be used to provide a direction, suggested heading or tracking when?

Back 113

A: a/ As an advisory aid to navigation; and
b/ To effect aerodrome control. Ref: MAATS 12.9.1.5

Front 114

30/ What is QNH and QFE?

Back 114

A: QNH – Altimeter sub-scale setting to obtain elevation or altitude.
QFE – Atmospheric pressure at aerodrome elevation (or at runway threshold).

Front 115

How would you phrase a direction to a pilot to change level/altitude?

Back 115

(callsign) CLIMB (or DESCEND) TO (FLIGHT LEVEL (number)OR (number) FEET) [AND MAINTAIN]

(AIP ENR 3.4-29 P. 290)

Front 116

Phraseology for a level change with a requirement to reach by a certain time/location?

Back 116

(callsign) CLIMB (or DESCEND) TO (level/altitude) REQUIREMENT TO REACH BY (significant point/time)

(AIP ENR 3.34-29 P. 290

Front 117

Phraseology used to assign a level with a rate of climb/descent requirement?

Back 117

(callsign) CLIMB TO (or DESCEND TO) (flight level/altitude) AT (number) FEET PER MINUTE [minimum or maximum](or AT STANDARD RATE)

(AIP ENR 3.4-29 p. 290)

Front 118

How would a pilot request a block level clearance? What phrase would you use to issue to the clearance when aircraft is in the level range? Outside the level range?

Back 118

Pilot: REQUEST BLOCK (level) TO (LEVEL)
ATC: MAINTAIN BLOCK (level TO (level)
ATC: CLIMB (or DESCEND) TO AND MAINTAIN BLOCK (level TO (level)

(AIP ENR 3.4-29 P. 293)

Front 119

An ATC may provide vertical separation between by means of a step climb. In the event of a step climb pilots in command must adopt what procedures?

Back 119

a) Pilot in command of lower aircraft must report approaching each assigned level in the sequence;
b) Pilot in command of higher aircraft on hearing the lower aircraft report approaching each assigned level, must report the last vacated level

* Note step descents are just a reverse of the above procedure

(AIP ENR 1.7-8 p. 674)

Front 120

The pilot in command must commence a level change in what time frame?

Back 120

As soon as possible, but not later than 1 minute after receiving that instruction from ATC, unless that instruction specifies a later time or place.

(AIP ENR 1.7-8 p. 674)

Front 121

What prefix is used when an initial level for ATC traffic management has been issued as a part of an airways clearance to an aircraft departing an active CTR?

Back 121

"MAINTAIN" (not AMENDED)

(AIP ENR 3.4-14 p. 274)

Front 122

How many levels or bands of levels should be issued to an aircraft at any one time?

Back 122

One (this is a dumb question but it is in the material)

(MATS 9.4.1.4 p. 320)

Front 123

Do not issue block clearances to:

Back 123

a) civil aircraft on class E airspace; or
b) aircraft to which the Mach number technique is applied.

(MATS 9.4.1.5 p. 320)

Front 124

You have given a block clearance to an aircraft and another requests a level within that block. What do you do?

Back 124

Cancel the block clearance

(MATS 9.4.1.6 p. 321)

Front 125

What are the priority rules for level assignments? (3 answers)

Back 125

a) aircraft at levels conforming to the tables of cruising levels have priority over aircraft at non-conforming;
b) aircraft assigned a level have priority over aircraft requesting that level; and
c) when two or more aircraft are at the same level, the preceding aircraft has priority.

(MATS 9.4.1.8 p. 321)

Front 126

When assigning a cruising level it should_____? You may assign a non-standard level when_____ but you must______. Only consider request for non-standard levels when____. Following the assignment of a non-conforming level instruct the pilot to_____.

Back 126

Conform to the table of cruising levels
Traffic and other operational circumstances require
Return aircraft to conforming levels when traffic and workload permits
The pilot requests due "OPERATIONAL REQUIREMENT"
Report when a conforming level can be accepted.

(MATS 9.4.1.9-9.4.1.11.1 p. 321)

Front 127

What are ATS responsibilities with respect to air craft operating at or intending to operate at non-conforming levels OCTA?

Back 127

Notify aircraft they are at (intending) a non-standard level and request intentions.

(MATS 9.4.1.13 p. 321)

Front 128

You expect an aircraft to maintain a level on descent, what must be included in your clearance?

Back 128

"AND MAINTAIN"

(MATS 9.4.1.15 p. 322)

Front 129

An aircraft is descending to leave controlled airspace, ATC provide a clearance to...

Back 129

"LEAVE CONTROL AREA DESCENDING"

(MATS 9.4.1.16 p. 322)

Front 130

For level restrictions/requirements to remain in effect what must you do?

Back 130

Repeat level restrictions/requirements in conjunction with subsequent level clearances.

(MATS 9.4.4.2 p. 325)

Front 131

When a restriction/requirement has been imposed and a further restriction/requirement is required the subsequent instruction ______. Unless _______.

Back 131

Cancels all previous restrictions/requirements
a) all restrictions/requirements are restated; or
b) you prefix the subsequent instruction with 'FURTHER REQUIREMENT'.

(MATS 9.4.4.3 p. 325)

Front 132

Can you advise pilots to expect a future requirement that will apply beyond the terms of their current clearance?

Back 132

Yes

(MATS 9.4.5.1 p. 326)

Front 133

Issue a clearance for BAW12 to descend to FL250; you may need the aircraft descend further to FL210 at Taral and would like the pilot to be aware of this possibility? If you thought this clearance would create ambiguity with respect to the level what would you include in your clearance?

Back 133

“SPEEDBIRD TWELVE EXPECT A REQUIREMENT TO REACH FLIGHT LEVEL TWO ONE ZERO BY TARAL, DESCEND TO FLIGHT LEVEL TWO FIVE ZERO”

You would include “AND MAINTAIN” to the flight level expected to be maintained at that point i.e. FL250.

(MATS 9.4.5.1-2 P. 326)

Front 134

AIP GEN 3.4 – 32 5.6 – Frequency Management
1 Question: If an aircraft is heavy or super heavy, what must be included immediately after the aircraft call-sign in the initial radio contact with the approach control unit or aerodrome control tower on departure and arrive.

Back 134

Answer: “SUPER” or “HEAVY” e.g. QANTAS FIFTY-SIX HEAVY RECEIVED (ATIS identification) REQUEST TAXI

Front 135

AIP GEN 3.3 – 20 6.7.2 – Mandatory Broadcast Procedures
2 Question: When must pilots monitor the appropriate mandatory broadcast frequency?

Back 135

Answer: When arriving or departing from an aerodrome where mandatory broadcast procedures apply

Front 136

3 Question: Provide an example of a pilot broadcasting his intentions

Back 136

Answer: ALL STATIONS (location) (appropriate information)

Front 137

4 Question: Provide an example of a departure broadcast at an aerodrome where mandatory broadcast procedures apply

Back 137

Answer: DEPARTED ALICE SPRINGS TRACKING TWO FOUR ZERO CLIMBING TO FL130 FOR AYERS ROCK
DEPARTED (location) TRACKING (degrees magnetic) CLIMBING TO (level) FOR (destination)

Front 138

5 Question: Provide an example of a taxi broadcast at an aerodrome where mandatory broadcast procedures apply

Back 138

Answer: CESSNA172 TAXIING ALICE SPRINGS RUNWAY THREE FOUR FOR AYERS ROCK

Front 139

AIP ENR 1.1 – 86 53.4
6 Question: What collective must precede a general information broadcast?

Back 139

Answer: “ALL STATIONS”

Front 140

AIP GEN 3.4 – 33 5.7
7 Question: How would a pilot request traffic information?

Back 140

Answer: “REQUEST TRAFFIC”

Front 141

8 Question: How would ATC respond to a pilot request to pass traffic information?

Back 141

Answer: [IFR] TRAFFIC (relevant information) [REPORT SIGHTING]

Front 142

9 Question: How would ATC advise pilots of military aircraft conduction abrupt vertical manoeuvres?

Back 142

Answer: ABRUPT VERTICAL MANOEUVRES AT (position) UP TO (level)

Front 143

Which classes of aircraft operations are required to carry multiple communication devices and what are they required to carry? GEN 1.5 – 1

Back 143

1) RPT – VHF and HF or 2VHF
2) CHTR – VHF and HF when VHF does not allow continuous communication with ATS at all stages of flight
3) IFR – VHF and HF when beyond VHF range of ATS units

Front 144

What must all VHF communication systems be capable of? GEN 1.5 – 2

Back 144

1) VHF communications systems must be capable of communication on all VHF frequencies required to meet the reporting and broadcast requirements of AIP ENR 1.1

Front 145

What are the requirements of HF communications systems? GEN 1.5 – 2

Back 145

1) HF communications systems must be sufficient to enable continuous communication with ATS units for the planned duration of the flight or while operating within the specified area.

Front 146

In regards to required radio equipment listed in AIP GEN 1.5, what does the term ‘all stages of flight’ include? GEN 1.5 – 3

Back 146

1) The term ‘all stages of flight’ includes ground operations at the aerodromes of departure and arrival, and cruising levels that could be required for any emergency and/or abnormal operation en route.

Front 147

An Australians Communications and Media Authority approved and licensed hand-held VHF radio may be used by pilots of? GEN 1.5 – 3

Back 147

1) VFR PVT and AWK aeroplanes with a MTOW not exceeding:
a. In the case of an aeroplane other than a seaplane – 600KG;
b. In the case of a seaplane – 650KG; and
2) Gliders; and
3) Balloons
Approved hand-held radios may be used by pilots of these aircraft when operating in class G.

Front 148

Where can you find the areas in which an aircraft, flying at the altitudes indicated, could be expected to maintain continuous VHF communications with an ATS unit? GEN 1.5 – 4

Back 148

1) Planning Chart Australia (AUS PCA)

Front 149

RPT, CHTR and AWK aircraft are exempt from the requirement to carry HF radio for communication with ATS when: GEN 1.5 – 4

Back 149

1) Radio contract can be maintained with an appropriately trained company representative able to communicate by telephone with ATS, and
2) The requirements of AIP ENR 1.1 are satisfied.

Front 150

What is the primary frequency band in Australian Air to Ground communications? What is to be used outside the range of this frequency? Where are these frequencies found? GEN 3.4 – 4

Back 150

1) VHF is the primary frequency band
2) HF is to be used outside of VHF coverage
3) The published frequencies are listed in ERSA

Front 151

What is the primary use of UHF in Australia? GEN 3.4 – 4

Back 151

1) UHF is intended primarily for use with military aircraft

Front 152

For international operations, the HF networks are to be used in what order of preference? GEN 3.4 – 4

Back 152

1) The appropriate international network (SEA3, SP6, IN01); or
2) The national network shown in MAP (Charts)

Front 153

In accordance with regional agreements, interpilot Air-to-Air communication is achieved through what frequency of VHF? GEN 3.4 – 4

Back 153

1) 123.45MHz is designated as the air-to-air VHF communications channel

Front 154

Where are frequencies available for the SELCAL service listed? GEN 3.4 – 4

Back 154

1) Frequencies available for the SELCAL service are available in ERSA.

Front 155

When may SATCOM be used instead of HF? GEN 1.5 – 3

Back 155

1) SATCOM telephone maybe used instead of HF provided the operator has applied to CASA in writing, and been given specific approval, documenting that all relevant maintenance, operational and logistic aspects have been considered and has or will be implemented.

Front 156

Are ATS staff able to terminate tape broadcasts in relation to harmful interference in order to allow higher priority communications to take place? GEN 3.4 – 8

Back 156

1) Yes, Broadcasts are made on a ‘workload permitting’ basis and ATS will terminate the broadcast if higher priority HF or VHF communications are required.

Front 157

Interference is considered harmful when it: NAPM 4-30-2

Back 157

1) Endangers the functioning of a radio-navigation service or other safety services
2) Seriously degrades or repeatedly interrupts a radio communication service

Front 158

What five steps must be taken on becoming aware of harmful interference? NAPM 4-30-3

Back 158

1) If possible, identify the specific type or location of the interference
2) Record all available information regarding the type, source and severity of the interference
3) Report the occurrence to the Service Desk Airways and obtain a fault report number
4) Record all other mandatory information as per VHF form and submit.
5) When interference appears to be malicious
a. Complete notification
b. Advice the Department of Infrastructure and Transport (OTS)

Front 159

What forms are available to report interference? NAPM 4-30-4

Back 159

1) VHF radio interference report form
2) HF radio interference report form

Front 160

What is the definition of a blind transmission? MATS 1.1.1.4 B

Back 160

1) A transmission from one station to another station in circumstances where tow-way communication cannot be established but where it is believed that the called station is able to receive the transmission.

Front 161

When may you use plain language in relation to MET data, and when transmitting METAR/SPECI, what cloud types may be omitted? MATS 3.1.5.1

Back 161

1) Use plain language when passing forecasts to pilots
2) Omit cloud types, except for cumulonimbus, when transmitting METAR/SPECI by voice to aircraft

Front 162

When may you transmit abbreviations and codes as plain language? MATS 3.1.5.1

Back 162

1) Transmit abbreviations and codes, other than those approved for transmission as spoken words, in plain language

Front 163

Where may you find a list of approved abbreviations for use in the text of NOTAM messages? MATS 8.3.2.20

Back 163

1) AIP GEN 2.2

Front 164

What do the following abbreviations stand for? MATS 8.3.3.1
1) AD
2) ATS
3) COM
4) DOC
5) GEN
6) LJR
7) MET
8) NAV
9) PRD
10) PROC
11) RFF
12) SPA

Back 164

1) AD – Aerodrome
2) ATS – Air Traffic Services
3) COM – Communications
4) DOC – Documents
5) GEN – General
6) LJR – Military Low Level Operations
7) MET – Meteorological Services
8) NAV – Navigation
9) PRD – Prohibited, Restricted and Danger Areas
10) PROC – Procedures
11) RFF – Rescue and Firefighting Facilities
12) SPA – Sport Aviation

Front 165

What system is used for all NOTAM code and abbreviations? MATS 8.3.4.9

Back 165

1) The ICAO system

Front 166

Where would you find definitions and abbreviations, including general and meteorological abbreviations? GEN 2.2 – 1

Back 166

1) AIP GEN 2.2

Front 167

What is the distance requirement for frequency transfer either side of the airspace boundary? MATS 6.5.1.4

Back 167

1) Complete the transfer within 10NM either side of the boundary

Front 168

When must the frequency transfer occur when entering controlled airspace? MATS 6.5.1.4.1

Back 168

1) Transfer of aircraft entering controlled airspace within 10NM PRIOR to the boundary.

Front 169

Transfer aircraft to the accepting sectors frequency: NAPM 6-37-1

Back 169

1) When hand-off is accepted or
2) At the position report on the sector boundary for a flight plan track

Front 170

When issuing frequency change instructions, what must you consider? MATS 6.5.1.4.3

Back 170

1) Consider aircraft performance when issuing frequency change instructions to assist pilots avoid unauthorized penetration of controlled airspace

Front 171

Aircraft are required to remain on the frequency for the airspace in which they are operating, except: MATS 6.5.1.5

Back 171

1) In certain aspects of SAR alerting services; or
2) When significant operational advantage will be gained and workload, communications and equipment capabilities permit the responsible controller to take such action as is necessary to preserve separation (if required)

Front 172

When may aircraft change from the airspace frequency to another frequency?

Back 172

a) in certain aspects of SAR alerting services; or
b) when a significant operational advantage will be gained and it is practicable for the controller to permit the change.
MATS 6.5.1.6

Front 173

What is required for you to issue a clearance via another ATS frequency?

Back 173

The appropriate coordination
MATS 6.5.1.6.1

Front 174

What should be used to record handover/takeover and journal entries concerning opening and closing watch?

Back 174

Oral recording, if available
MATS 2.5.3.1

Front 175

How long must the following records be retained?
• Originals or page copy of first transmission? -
• Hand or typewritten record? -
• Voice recordings? -
• CPDLC? -
• Inward and outward message check sheets? -
• Message tapes monitoring outward traffic? -
• ATS surveillance system recordings? -
• Eurocat/ADATS DATA Recordings? -
• INTAS WARP Recordings? -
• NOTAM (NOF only)? -
• Airways Operations Journal (AOJ)? -

Back 175

• Originals or page copy of first transmission? - 30 days
• Hand or typewritten record? - 30 days
• Voice recordings? - 30 days
• CPDLC? - 30 days
• Inward and outward message check sheets? - 24 hours
• Message tapes monitoring outward traffic? - 3 hours
• ATS surveillance system recordings? - 30 days
• Eurocat/ADATS DATA Recordings? - 30 days
• INTAS WARP Recordings? - 30 days
• NOTAM (NOF only)? - 30 days
• Airways Operations Journal (AOJ)? - permanently

MATS 2.5.5.1

Front 176

What is the minimum information to be recorded for each occurrence?

Back 176

• At the commencement of each day’s operation?
o UTC date and time
o Identification of the unit and/or the operating position, where required
• On assuming responsibility for a (non-continuous) position?
o The UTC date and time of commencement and the signature of the officer commencing duty
o Results of equipment checks
o Result of time check
• During operation of the unit?
o Air safety incidents, including accidents and breaches of the Regulations such as non-compliance with ATC instructions
o Actions taken in relation to any SAR activity
o General notes concerning essential aerodrome information such as the results of aerodrome inspections, closure of sections of the manoeuvring area caused by works or natural phenomena
o Time of aerodrome closure and reopening, with reasons for the closure
o Changes in status of facilities, service or procedure including communication difficulties and tests
o Short-term changes in staffing or hours of coverage, including variations to required staffing levels
o Any dispensation given against the Regulations
• Handover/takeover (where a separate form is not provided)?
o A summary of outstanding actions and unusual operations which are current or anticipated, relating to the traffic display and/or SAR activity
o The status of communications and equipment
o The time of handover/takeover against the signatures of the officers involved
• Closure of a unit and/or position?
o The time of closure, and conditions and actions relating to the closure, followed by changes to equipment status, and any outstanding action
o The time of intended reopening, and the signature of the officer closing the unit
MATS 2.5.2.5

Front 177

What should the scratch pad be used for?

Back 177

Recording all information that is impractical to record on the ASD/ESs/TDM or ODM
NAPM 14-40-46

Front 178

What conditions must aircraft meet to maintain listening watch on other than the Area VHF frequency?

Back 178

Operations below 5000ft in Class G airspace
AIP ENR 1.1-44 21.1.10

Front 179

When operating above 5000ft in Classes E and G airspace must gliders maintain listening watch on Area or CTAF VHF frequencies?

Back 179

No, they are encouraged but not required to.
AIP ENR 1.1-44 21.1.11

Front 180

IFR flights operating OCTA who wish to change frequency to a non-ATS station must advise ATS of what?

Back 180

Any further SAR requirements
AIP ENR 1.1-44 21.1.12

Front 181

True or false? An aircraft can operate with a partial radio communications equipment failure if repair facilities are available?

Back 181

False, repairs must be made before the flight proceeds
AIP ENR 1.1-48 21.2.5

Front 182

If no repair facilities are available what is required for a flight to be made into controlled airspace for repair?

Back 182

ATS is advised of the radio failure and clearance has been granted.
AIP ENR 1.1-48 21.2.5.1

Front 183

Will an aircraft suffering a communications failure be guaranteed priority landing?

Back 183

Yes
AIP ENR 1.4-18 10.1 c

Front 184

What instance would the following phraseologies be used in?
IF YOU READ [manoeuvre instructions or SQUAWK (code or IDENT)] and
(manoeuvre or SQUAWK) OBSERVED, POSITION (position of aircraft), WILL CONTINUE TO PASS INSTRUCTIONS

Back 184

Loss of communications suspected
AIP GEN 3.4-64 5.15.2 d, e

Front 185

If an aircraft is suspected of having a transmitter failure what information should be broadcast?

Back 185

• LSALT
• Direction or bearing to steer, if practicable
• Emergency aerodromes
• Weather
• Ditching weather
• Separation action being taken by ATC
AIP ENR 3.6-4 5.4.1

Front 186

What must a pilot do in the event of radio communications issues?

Back 186

• No transmission is heard after a reasonable interval?
o Radio check
• Failure of two-way comms while receiving ATS surveillance service?
o Change to alternate frequency and request instructions
• If unable to make contact on alternative frequency?
o Comply with standard radio failure procedures
• If able to receive but not transmit?
o Remain on assigned frequency. Follow instructions issued to establish that the aircraft is receiving.
AIP ENR 1.6-5-6 6.2

Front 187

What will the pilot do in the event of total communications failure?

Back 187

• Try to establish comms by other means
• Squawk 7600
• Broadcast “IN THE BLIND” with level, position, ID and intentions
• Transmit on area VHF and 121.5 MHz
• Watch for traffic conflicts
• Turn on all lights
• Maintain last assigned speed and level for 60 minutes after failing to report over compulsory reporting point and then follow filed flight plan
• Conform with relevant state procedures upon exiting OCA
AIP ENR 1.1-49-50 21.2.8

Front 188

What will ATC regarding traffic when an aircraft has a total comms failure?

Back 188

Separate all traffic from the aircraft having the comms failure. Assume the aircraft will comply with comms failure procedures.
AIP ENR 1.1-50 21.2.9

Front 189

What is the definition of AFTN?

Back 189

Aeronautical Fixed Telecommunications Network. A worldwide system of aeronautical fixed circuits provided for the exchange of messages and/or digital data between aeronautical fixed stations. (MATS 1.1.1.3)

Front 190

All domestic and international AFTN channels connected to the AMP shall do what?

Back 190

Identify all domestic and international AFTN channels connected to the AAMS using a unique three letter identifier. These identifiers have been allocated using the first letter of the city where the unit is located or connected (B – Brisbane, S – Sydney), second and third letter as determined by the number and type of circuit (Brisbane AACC north – BCA). (NAPM 7-10-25)

Front 191

Comply with the following procedures when originating and distributing ATS messages over AFTN channels…

Back 191

a) Retain the intent or requirements of pilots;
b) Convert flight notification, modification, delay, cancellation, departure or arrival information received by radio, telephone, intercommunication, fax or other electronic means into appropriate messages and transmit as necessary;
c) Address messages to non-continuous units as though they were open continuously. Local procedures must ensure delivery of messages to responsible units;
d) Distribute flight details notified by radio to ATS units providing services to the flight;
e) Notify message originators immediately if message errors are detected or misrouted messages are received; and
f) Transmit aircraft movement messages required by more than one sector over the AFTN network. Local instructions may vary this requirement when the sectors are located solely within one ATS Centre or Unit.
MATS 7.1.1.1

Front 192

Comply with the following addressing procedures and requirements…

Back 192

a) Address to ATS units responsible for the airspace in which the planned flight will operate;
b) For international flights, except when predetermined address indicators (PDAI) are used, address to centres in charge of each FIR and upper FIR along the route using three-letter designators:
i) ZQZ – IFR aircraft; and ii) ZFZ – VFR aircraft;
c) Address international FPL to aerodrome control towers at destination aerodromes using designator ZTZ;
d) Address to units responsible for airspace shown on charts as activated by
NOTAM, unless advised the airspace is not active;
e) Do not address nominated alternate or intermediate aerodromes unless aircraft divert. In cases of flight diversion, the unit responsible for the original destination sends the flight notification to the unit responsible for the alternate aerodrome;
f) Address flight notifications for aircraft operating on SARTIME to YBCENSAR;
g) Do not address to cater for requests for track shortening, direct or preferred routes, or for the provision of Flightwatch services only;
h) Address to units responsible for the origination of departure (DEP) messages from intermediate departure points; and
i) Where delivery of a message requires transmission over a voice circuit, transmit information relevant to the addressee only.
MATS 7.1.3.1

Front 193

When should you send an Alerting message (ALR)?

Back 193

Send ALR messages in regard to the various states of flight e.g. INCERFA, ALERFA, and DETRESFA
MATS 7.1.4.1

Front 194

Which flights should you originate messages for?

Back 194

Originate flight notification messages for all flights that have submitted flight plans
for the purpose of being provided with services by ATS units along all or part of the
planned route.
MATS 7.1.5.1

Front 195

When should you send a Delay message (DLA)?

Back 195

Send a DLA message when aircraft are, or will be, delayed for 30 minutes or more after the EOBT.
MATS 7.1.5.4

Front 196

When should you send a Modification message (CHG)?

Back 196

Originate a CHG message to modify a an FPL.
Note: When an ATC unit initiates a change to the flight plan of an aircraft requiring
the origination of a CHG message, the unit responsible for the message
origination is the ATC unit initiating the change.
MATS 7.1.5.5

Front 197

What is the purpose of a Cancellation message (CNL)?

Back 197

Originate a CNL message to cancel an FPL.
MATS 7.1.5.6

Front 198

When should you originate a Departure message (DEP)?

Back 198

Originate DEP message following departure for the aircraft listed below:
a) IFR aircraft;
b) military and coastal surveillance aircraft; and
c) aircraft involved in JRCC coordinated SAR activity or the subject of an emergency phase.
MATS 7.1.5.7

Front 199

When should you originate an Arrival message (ARR)?

Back 199

Originate ARR messages using the following procedures:
a) Address as requested by the pilot when the aircraft carries the Governor- General or royalty;
b) Transmit arrival reports to units responsible for the airspace containing the place of arrival and the unit nominated to receive the report; and
c) Despatch to the RCC when an aircraft engaged on a SAR operation, or the subject of a SAR phase, has landed.
MATS 7.1.5.8

Front 200

What is a current flight plan message (CPL)?

Back 200

CPL is a coordination message and follows the basic format of an FPL. Use CPL
messages for aircraft already in flight, and include estimates and cleared levels.
MATS 7.1.6.1

Front 201

When should you originate an Estimate message (EST)?

Back 201

Originate an EST message to provide an estimate and cleared flight level, along with other pertinent details.
MATS 7.1.6.2

Front 202

When should you originate a Coordination message (CDN)?

Back 202

Originate CDN messages to propose a change to coordination data as contained in a
previously received CPL or EST message.
MATS 7.1.6.3

Front 203

What is the purpose of Acceptance messages (ACP)?

Back 203

Accepting units transmit ACP messages to transferring units to indicate acceptance of
data in a CPL or EST message.
Note: Either the accepting unit or the transferring unit must transmit an ACP
message to indicate that data received in a CDN message is accepted and
coordination is complete.
MATS 7.1.6.4

Front 204

When should you use logical acknowledgement messages (LAM)?

Back 204

Only use LAM messages between automated centres. The system sends a LAM on
successful receipt of an EST or CPL.
MATS 7.1.6.5

Front 205

Which units are responsible for initiating AIREP distribution?

Back 205

In the international mobile service – The unit holding primary guard.
In the domestic mobile service – The unit responsible for the airspace in which the aircraft is operating.
MATS 7.1.7.1

Front 206

When should you originate a request flight plan message (RQS)?

Back 206

Originate RQS messages to request supplementary information that may have been
contained on the flight plan form but was not transmitted in the FPL.
MATS 7.1.8.1

Front 207

When should you originate a supplementary flight plan message (SPL)?

Back 207

Originate ‘Supplementary Flight Plan Message Format’ to send supplementary
information.
MATS 7.1.8.2

Front 208

When should you originate a request flight plan message (RQP)?

Back 208

Originate the RQP message to request an FPL from an adjacent centre after receipt
of an aircraft movement message.
MATS 7.1.8.3

Front 209

What are Control (CTL) and Transfer of Control (TFR) messages?

Back 209

CTL and TFR messages include other messages relating to the control of aircraft for
which a high degree of priority is necessary e.g. clearance instruction and coordination messages.
Note: Standardisation of CTL and TFR messages is not possible or desirable.
MATS 7.1.9.1

Front 210

When do you use the ICAO Flight Plan form?

Back 210

Utilise the ‘ICAO Flight Plan’ form for messages requiring international distribution.
MATS 7.1.10.1

Front 211

In the case where no ICAO designator is assigned to the address, what should you use?

Back 211

— “YXY” in the case where the addressee is a military service/organization,
— “ZZZ” in the case where the addressee is an aircraft in flight,
— “YYY” in all other cases;
Note: A list of ICAO three-letter designators is contained in Doc 8585 — Designators for Aircraft
Operating Agencies, Aeronautical Authorities and Services.
ICAO Doc 4444 PANS-ATM Page 202, 11.2.1.2.3.2, b, ii

Front 212

When a generic code from ICAO Doc 4444 11.2.1.2.3.2 b ii) is used in lieu of an ICAO designator, what supplementary information is required?

Back 212

The following supplementary information is required when, in the Indicators of the Address and/or Origin, the three-letter designators “YXY”, “ZZZ” or “YYY” (see 11.2.1.2.3.2 b) ii)) are used:
a) the name of the organization or the identity of the aircraft concerned is to appear at the beginning of the text;
b) the order of such insertions is to be the same as the order of the Addressee Indicators and/or the Originator Indicator;
c) where there are more than one such insertion, the last should be followed by the word “STOP”;
d) where there are one or more insertions in respect of Addressee Indicators plus an insertion in respect of the Originator Indicator, the word “FROM” is to appear before that relating to the Originator Indicator.
Note: Regarding ATS messages received in teletypewriter page-copy form:
1) ATS messages received via the AFTN will have been placed within a communications “envelope” (preceding and following character sequences which are necessary to ensure correct transmission via the AFTN). Even the text of the AFTN message may be received with words or groups preceding and following the ATS text.
2) The ATS message may then be located by the simple rule that it is preceded by an open bracket, e.g. ‘(’ and followed by a close bracket, e.g. ‘)’.
3) In some local cases, the teletypewriter machines in use will always print two specific symbols other than open bracket and close bracket on receipt of ATS messages constructed as prescribed in Appendix 3. Such
local variants are easily learned and are of no consequence.
ICAO Doc 4444 PANS-ATM Page 203, 11.2.1.2.6

Front 213

What do ATC's use the information from Weather RADAR for?

Back 213

a) for weather avoidance
b) in conjunction with information on weather conditions derived from airborne and other observations
c) at pilot request or
d) to supplement hazard alert information (MATS 3.1.5.7)

Front 214

What is the effective range of information from Weather RADAR?

Back 214

Only use authorised MET systems information within 75 NM of weather radar sites (MATS 3.1.5.7)

Front 215

What do the following colours represent on the Weather RADAR?
a) Light Blue to Dark Blue
b) Green to Yellow
c) Orange to Red
d) Dark Red to Dark Brown

Back 215

a) Light Blue to Dark Blue: Light Rainfall
b) Green to Yellow: Moderate Rainfall
c) Orange to Red: Heavy Rainfall
d) Dark Red to Dark Brown: Very Heavy Rainfall/Possibly Containing Hailstones (BoM Factsheet: HowTo Interpret Radar Images)

Front 216

How does the Weather RADAR pick up information on rainfall?

Back 216

Produces RADAR echoes from water vapour present in the atmosphere (BoM Factsheet: HowTo Interpret Radar Images)

Front 217

What are five ways pilots can receive pre-flight information services?

Back 217

a. Airservices' web site
b. AVFAX (weather & NOTAM only) - 1800 805 150
c. METBRIEF (weather only) - 1800 805 150
d. Personal Briefing - 1800 805 150
e. By radio, where telephone facilities are not available. (ERSA GEN - PF - 1 1.2)

Front 218

What is METBRIEF?

Back 218

The Automated Meteorological Telephone Briefing Service (METBRIEF) responds to tone generated telephone requests and delivers from the database, using a computer generated voice, MET information. (ERSA GEN - PF -B - 1)

Front 219

What information can you get from METBRIEF?

Back 219

ARFOR/TAF/TTF for a specified area (ERSA GEN - PF -B - 1)

Front 220

How is NAIPS Accessed directly?

Back 220

a) Airservices website - NAIPS Internet Service (NIS)
b) Commercial software (e.g. CADAS) (ERSA GEN - PF - 1 3.1.1 & class notes)

Front 221

What information can be accessed on NAIPS through the Airservices website?

Back 221

a. Specific Preflight Information Briefing (SPFIB)
b. Full Text NOTAM
c. Location Briefing
d. Area Briefing
e. Special MET Briefing
f. General MET Forecasts
g. First light / last light calculations
h. Wind / Temperature Profile
i. Restricted Area Briefing
j. Retrieve Previous SPFIB
k. Update SPFIB
l. Update AVFAX Briefing
m. GPS RAIM (Receiver Autonomous Integrity Monitoring) Availability
n. NAIPS Charts
o. UTC Time Check
p. Flight notification using:
(i) Stored Flight File
(ii) SPFIB
(iii) Flight Notification Form
(iv) Domestic / ICAO Flight Plan
(v) SARTIME (ERSA GEN - PF - 1 3.1.2)

Front 222

What is AVFAX?

Back 222

AVFAX responds to tone generated telephone requests for specific NOTAM and meteorological products, including charts, and delivers them to a facsimile number (ERSA GEN - PF - 5 7.1)

Front 223

What are the PC based systems known as that display Weather RADAR:
a) Within Airservices?
b) Within the Military?

Back 223

a) METRAD
b) RAPIC

Front 224

What does VSCS stand for?

Back 224

Voice Switching and Control System

Front 225

What does VSCS do?

Back 225

Functions similar to a telephone exchange to manage incoming and outgoing calls

Front 226

What is the VSCS used for?

Back 226

- Air/Ground/Air communications
- Ground/Ground COmmunications
- Software controlled switching, augmenting existing Airservices equipment
- Remote monitoring of equipment
- Indirect access - able to contact any workstation within Australia
- Conference calls
- Use of colours and alarms
- Priority Calls

Front 227

What backups are in place for VSCS?

Back 227

- Air Ground Bypass - separate to VSCS system
- VSCS is separate to Eurocat with own power supply
- Degraded modes rather than total failure
- Separate recording system

Front 228

Can you make public telephone calls from VSCS?

Back 228

Yes

Front 229

Can you select multiple frequencies on VSCS?

Back 229

Yes

Front 230

1. What radios must RPT flights be equipped with?

Back 230

VHF and HF or 2 VHF
GEN 1.5 -1.1

Front 231

2. What radios must CHTR flights be equipped with?

Back 231

VHF
HF (when VHF does not all continuous communications with ATS in all stages of flight)
GEN 1.5 - 1.1

Front 232

3. What radios must IFR flights be equipped with?

Back 232

VHF
HF (When beyond VHF range of ATS units)
GEN 1.5 – 1.1

Front 233

4. What must aircraft VHF radios be capable of?

Back 233

VHF communications systems must be capable of communication
on all VHF frequencies required to meet the reporting and
broadcast requirements, GEN 1.5 – 1.2

Front 234

5. What must aircraft HF radios be capable of?

Back 234

HF communications systems must be fitted with frequencies
appropriate to the area of operation as specified in AIP ERSA
GEN 1.5 – 1.2

Front 235

6. What are the minimum requirements for a aircraft radio?

Back 235

• must be CASA approved
• professionally installed
• must work
Class rooms slides

Front 236

7. Where is the VHF coverage of Australia shown?

Back 236

The Planning Chart Australia (PCA)

Front 237

8. How many HF regions and groups are there in the Australian FIR?

Back 237

6 regions broken into two groups
International: call-sign 'BRISBANE'
Domestic: call-sign 'FLIGHTWATCH'
ERSA GEN-FIS - 4

Front 238

9. RPT, CHTR and AWK aircraft are exempt from the requirement to
carry HF radio for communication with ATS when?

Back 238

• Radio contact can be maintained with an appropriately trained company representative able to contact ATS by telephone.
• At a non-towered aerodrome, must still attempt to contact ATS on VHF or HF
• For flights other than RPT, a SARTIME for departure must be nominated
• must contact ATS directly as soon as possible
GEN 1.5 – 1.7 and ENR 1.1 – 40.1

Front 239

10. What is FLIGHTWATCH?

Back 239

• The generic call-sign of the on request service for operational information
• available to aircraft in all classes of airspace on VHF and HF
• Due to workload considerations ATC may redirect to HF

Front 240

11. If an IFR pilot makes a report on HF, what other requirements does the pilot have?

Back 240

A broadcast of the appropriate CTAF or area VHF frequency, ENR 1.1 – 40.7

Front 241

12. How can a SARTIME for departure be nominated?

Back 241

• When submitting a flight notification
• for immediate departure, by telephone after landing
• As part of the arrival report associated with that aerodrome
ENR 1.1 - 52.3.1

Front 242

13. May a private aircraft without a radio enter CTRs?

Back 242

Yes, if entering for maintenance on faulty radio subject to approval of the appropriate ATC unit, GEN 1.5 – 1.8

Front 243

14. What does CTAF stand for?

Back 243

Common Traffic Advisory Frequency.

Front 244

15. What is a CTAF?

Back 244

• Frequency on which pilots operating at a non-towered aerodrome should make positional radio broadcasts.

Front 245

16. How far from an aerodrome before the pilot must be monitoring the CTAF?

Back 245

10nm

Front 246

17. What is the most common frequency for a CTAF?

Back 246

126.7MHz

Front 247

18. What is a Unicom?

Back 247

A non ATS comms service provided to enhance the value of information normally available at non-towered aerodromes

Front 248

19. What TIBA stand for?

Back 248

Traffic Information Advisory Broadcast

Front 249

20. What is TIBA?

Back 249

Procedures that are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots for the information of pilots of other aircraft in the vicinity

Front 250

21. What is a 'Report'?

Back 250

‘Report’ means a mandatory radio report from an aircraft to the
appropriate ATS unit, ENR 1.1, 21.1.1

Front 251

22. What is a 'Broadcast'?

Back 251

‘Report’ means a mandatory radio report from an aircraft to the
appropriate ATS unit, ENR 1.1, 21.1.1

Front 252

23. When may a pilot request a frequency change?

Back 252

In special circumstances, a pilot may request to change frequency to
meet operational report, broadcast, or communication requirements. ENR 1.1, 21.1.3

Front 253

24. Must a pilot report when changing to a CTAF?

Back 253

Yes, ENR 1.1, 21.1.8

Front 254

25. What must be included in a changing to CTAF report?

Back 254

CHANGING TO (location) CTAF (frequency), ENR 1.1, 21.1.8

Front 255

26. How long before commencing a meat bombing run must a pilot report and on what frequency?

Back 255

2 mins, and on the appropriate area VHF and/or CTAF

Front 256

27. What does AFRU stand for and what does it do?

Back 256

Aerodrome Frequency Response Unit
a. When the aerodrome traffic frequency has not been used for
the past five (5) minutes, the next transmission over two (2)
seconds long will cause a voice identification to be transmitted
in response, eg, “GOULBURN CTAF”.
b. When the aerodrome traffic frequency has been used within
the previous five (5) minutes, a 300 millisecond tone will be
generated after each transmission over two (2) seconds long.
GEN 3.4, 3.4

Front 257

28. What does PAL how is it activated?

Back 257

Pilot Activated Lighting, VHF frequency to activate lights with a series of radio clicks

Front 258

To what flights are Automatic Broadcast Services provided to? And how are services provided for each type of flights?

Back 258

• International flights are catered for by the Sydney HF VOLMET service
• Flights within 90nm of a Primary Control Zone and 30nm of a General Aviation Control Area, by the Automatic Terminal Information Services (ATIS)
• Flights operating within Australia, in particular, flights operating in control area, by Automatic En Route Information Service (AERIS)
• Aircraft operating to an aerodrome at which AWS is installed may be catered for by AWIS
• ERSA Gen-FIS-2 1.1

Front 259

What are the 4 Automatic Broadcast Services?

Back 259

• Automatic Terminal Information Service (ATIS)
• Automatic En Route Information Service (AERIS)
• Aerodrome Weather Information Service (AWIS)
• Meteorological Information for Aircraft in Flight (VOLMET)
• AIP Gen 3.3-5 2.6.1

Front 260

What information can be delivered through ATIS in a controlled aerodrome?

Back 260

• Normal operational information required by aircraft prior to take-off or landing
• AIP Gen 3.3-5 2.7.1

Front 261

What information can be delivered through ATIS in an uncontrolled aerodrome/when controlled zone deactivate?

Back 261

• Operational information of unchanging nature, such as
o Airspace classification outside tower hours (Civil only)
o Airspace configuration during release (military only)
o CTAF and PAL frequency,
o preferred runways,
o noise abatement procedures,
o expected reopening time of the tower
o work in progress
• AIP Gen 3.3-5 2.7.2 and Mats 3.1.1.8.1

Front 262

What level of windshear would require it to be mentioned in ATIS?

Back 262

• Moderate, Strong , Severe
• AIP Gen 3.3-8 2.7.5

Front 263

When should wind shear escape manoeuvre be carried out?

Back 263

• When wind shear is
o Recognised by the flight crew
o Detected by the on board system
• AIP Gen 3.3-9 2.7.6.3

Front 264

What actions are taken by flight crew in dealing with wind shear?

Back 264

• Inform ATC, as soon as safely as practicable when permitted by workload
• Initiate Wind Shear Escape Manoeuvre
• Notify ATC “Clear of wind shear” on completion of the Manoeuvre
• AIP GEN 3.3-9

Front 265

What phrase is used by flight crew to notify ATC they are experiencing wind shear? And what phrase is used when they have exited the wind shear zone?

Back 265

“Wind Shear Escape” and “Clear of Wind Shear” respectively
AIP Gen 3.3-10 2.7.6.6

Front 266

What are the responsibilities of ATC when wind shear has been reported by pilots?

Back 266

• Issue instructions to the aircraft not experiencing the wind shear to attempt to preserve separation
• Do not attempt to modify the aircraft flight path until the pilot reports “clear of wind shear”
• Cease to be responsible for providing separation between that aircraft and any other aircraft affected as a direct consequence of the wind shear escape manoeuvre, however, should issue traffic alert to affected aircrafts
• AIP Gen 3.3-9 2.7.6.5 – 2.7.6.7

Front 267

When does ATC resume responsibility of the aircraft experiencing wind shear?

Back 267

• When the flight crew reports the aircraft:
o has resumed the current clearance, instruction or applicable procedure
o is “clear of wind shear” and issues a further clearance acknowledged by the crew
• AIP Gen 3.3-10 2.7.6.7

Front 268

What frequency band does AWIS broadcast in?

Back 268

VHF (ERSA Met-1)

Front 269

What are the 3 elements of ATS In-Flight Information Service?

Back 269

• ATC initiated FIS
• Automatic Broadcast Services
• An On-Request Service
• AIP GEN 3.3-4 2.4.1

Front 270

What is broadcast through AERIS and which network does it broadcast in?

Back 270

• AERIS continuously broadcast routine meteorological reports (METAR)
• VHF network
• (ERSA GEN-FIS-1) and AIP GEN 3.3-10 2.8.1

Front 271

Where can you find the list of frequency to tune into for AERIS?

Back 271

• ERSA GEN (AIP GEN 3.3-10 2.8.3)

Front 272

What is the difference between AWIS and WATIR?

Back 272

• AWIS only provides actual weather conditions from the AWS while WATIR provides AWS information with additional terminal information from the airport operator. AIP GEN 3.3-10 2.9.1 and GEN 3.5-21 7.4.1

Front 273

Where are information obtained to formulate AWIS and WATIR?

Back 273

• Sites which use BoM AWS equipments or
• other AWSs that have met BoM standards for acceptance into the network
• AIP GEN 3.3-10 2.9.1

Front 274

What information may be provided in an AWIS?

Back 274

• Wind direction and speed
• Temperature
• Humidity
• Pressure setting
• Rainfall
• Automated cloud and visibility
• AIP GEN 3.5-21 7.4.2

Front 275

Does AWIS and WATIR provide “real-time” data?

Back 275

Yes AIP GEN 3.5-22 7.4.4

Front 276

What is the weather radar known as within Airservices and within military?

Back 276

• METRAD within Airservices
• RAPIC within military
• AIP GEN 3.3-11 2.12.1

Front 277

How often does the weather radar update?

Back 277

• 10 min (AIP GEN 3.3-11 2.12.2)

Front 278

What is the most effective range of weather radars?

Back 278

• Up to 75nm (AIP GEN 3.3-11 2.12.2)

Front 279

What phrase is used by ATS when providing METRAD/RAPIC information to pilots when they request it?

Back 279

• Prefix information with “MET RADAR DISPLAY INDICATES…”
• AIP GEN 3.3-11 2.12.4

Front 280

What may be broadcast as a VOLMET?

Back 280

• METAR/SPECI or TTF when available
• Advice regarding the availability of SIGMET
• AIP GEN 3.5-20 7.3.1

Front 281

What is the duration of one VOLMET broadcast?

Back 281

5 minutes or shorter (AIP GEN 3.5-20 7.3.2)

Front 282

Which is the only type of cloud that needs to be included in VOLEMT?

Back 282

Cumulonimbus (Cb, aka Casey) (AIP GEN 3.5-20 7.3.3 )

Front 283

How many times you have to record the ATIS message if it is shorter than 20 seconds?

Back 283

Twice (MATS 3.1.1.2)

Front 284

When would you use the ATIS Zulu code in an ATIS?

Back 284

• For out of hours operations (when tower closes)
• When a military control zone or the restricted area for a military aerodrome is released or de-activated
• MATS 3.1.1.8

Front 285

Who is responsible to advise aircraft of sudden and unexpected changes to aerodrome information, pending an amended ATIS?

Back 285

• Tower controller (MATS 3.1.2.1)

Front 286

What conditions would warrant a new ATIS?

Back 286

• the requirement for, or type of, instrument approach is changed
• the take-off or landing runway is changed
• changes occur in the operational status of the aerodrome or its facilities
• changes occur to wind shear status
• current values of meteorological information vary by, or exceed, the values in the table below and are expected to remain that way for at least 15min
• MATS 3.1.2.2

Front 287

A new ATIS needs to be issued when wind changes by (A) degree and (B) knots?

Back 287

• A: 10 degree
• B: 5 kts
• MATS 3.1.2.2.1

Front 288

A new ATIS needs to be issued when QNH changes by?

Back 288

• 1 hPa (MATS 3.1.2.2.1)

Front 289

A new ATIS needs to be issued when temp changes by?

Back 289

• 1 degree Celsius (MATS 3.1.2.2.1)

Front 290

A new ATIS needs to be issued when the cloud base moves by?

Back 290

• 200 ft (MATS 3.1.2.2.1)
• And the amount changes from one descriptor to another

Front 291

For visibility between 1500m and 19km, a new ATIS needs to be issued when the visibility changes by?

Back 291

• 1000m (MATS 3.1.2.2.1)

Front 292

For visibility less than 1500m, a new ATIS needs to be issued when it changes by?

Back 292

• As required (MATS 3.1.2.2.1)

Front 293

What does CA/GRS stand for?

Back 293

• Certified Air/Ground Radio Service (AIP GEN 3.4-5 3.2.7)

Front 294

Who does the CA/GRS operator responds to?

Back 294

• To aircrafts making the normal inbound or taxiing broadcast (AIP GEN 3.4-5 3.2.7)

Front 295

What information is conveyed by the CA/GRS operator to aircrafts making the normal inbound or taxiing broadcast? And how are they provided to pilots?

Back 295

• Confirmation of the correct CTAF
• Current, known, relevant traffic in the vicinity of the aerodrome and on the manoeuvring area
• Weather conditions and operational information for the aerodrome
• This information will be provided by means of an automatic aerodrome information services (AAIS) during operating hours or on request by pilots
• (AIP GEN 3.4-5 3.2.7)

Front 296

NAPM 6-38-17
Q. When relaying messages between controllers and pilots, how should the message be relayed?

Back 296

A. Verbatim.

Front 297

NAPM 6-38-18
Q. When the responsible unit is unable to deliver a message, what steps should they take to deliver the message?

Back 297

A. Attempt to relay the message through another unit or aircraft. Notify the originator if this is not possible.

Front 298

NAPM 6-38-19
Q. When in receipt of an incomplete communication, what should the unit do?

Back 298

A. Pass all available information to ATC for their action.

Front 299

NAPM 6-38-20
Q. Within what timeframe must relay of communications be completed?

Back 299

A. Within 5 minutes of the message being passed to the intermediary station for relay.

Front 300

NAPM 6-38-24
Q. When does the term ‘Primary Guard’ apply?

Back 300

A. Where air ground communications involve HF frequencies which are part of a network of frequencies being shared and managed by more than one regular station.

Front 301

NAPM 6-38-24
Q. What is the only situation within the Australian FIR where Primary Guard can apply? Who can hold it?

Back 301

A. In oceanic airspace where Flight Watch International is the SP6, INO1and SEA3 regular network station responsible for communications. It can only be held by Flightwatch International.

Front 302

NAPM 6-38-25
Q. Who shares responsibility for Primary Guard?

Back 302

A. The regular stations. Each station provides the primary guard for the portion of the flight which is most effectively handled by that station.

Front 303

NAPM 6-38-26
Q. A regular station holding primary guard for an aircraft is normally responsible for? (5 answers)

Back 303

A. 1) Nomination of a suitable primary guard and secondary frequencies for communication with aircraft
2) Receipt of all position reports and handling of other messages to and from the aircraft essential to the safe conduct of flight
3) Provision of flight information to aircraft operating outside CTA but within the FIA
4) Provision of flight information to aircraft operating in overseas FIRs/UIRs when coordination with the responsible unit is not forthcoming
5) Actions required in case of failure of communications.

Front 304

NAPM 6-38-29
Q. Assume Primary Guard when:

Back 304

A. 1) An aircraft departs from an aerodrome and establishes communication
2) An aircraft is transferred by another unit
3) An aircraft establishes communication and requests that primary guard be accepted.

Front 305

NAPM 6-38-29
Q. If an aircraft is considered to have entered Australian airspace without coordination, who is responsible for Primary Guard?

Back 305

A. The station normally responsible for the airspace which the aircraft has entered.

Front 306

NAPM 6-38-30
Q. When does transfer of Primary Guard occur?

Back 306

A. At the time of traversing FIR boundaries or control area boundaries.

Front 307

NAPM 6-38-31
Q. Under what circumstances would Primary Guard be retained past or released before the geographical boundary?

Back 307

A. If appreciable improvement in air-ground communications can be effected thereby.

Front 308

NAPM 6-38-32
Q. Responsibility for Primary Guard of an aircraft ceases when it:

Back 308

A. 1) is known to have landed at an aerodrome,
2) is transferred to another station,
3) transfers to separate area or aerodrome control frequencies,
4) is operating outside an Australian FIR and the regular station,
5) is no longer in communications with the aircraft.

Front 309

MATS 4.2.10.2
Q. In the event of a communications failure, how else may you issue instructions or information?

Back 309

A. By use of voice modulated navigation aids or via the ATIS.

Front 310

How do you acknowledge an emergency call?

Back 310

(Call Sign) (Station Identification) ROGER MAYDAY/PAN PAN ( MATS 4.2.5.2 )

Front 311

On First establishment of communication with an aircraft that has declared an emergency to a previous agency, what phrase is used to indicate knowledge of the emergency?

Back 311

PAN PAN (or MAYDAY) [Type of emergency] ACKNOWLEDGED (MATS 4.2.5.2.1)

Front 312

Urgency communications have priority of all other communications except?

Back 312

Distress Communications MATS(4.2.5.10)

Front 313

When should the SS priority indicator be used with a DISTRESS message (AFTN)?

Back 313

A) When originated by a mobile station when threatened by grave and imminent danger and;
B) When immediate assistance is required by the mobile station in distress. (MATS 7.1.12.2)

Front 314

When should the SS priority indicator be used with an URGENCY message (AFTN)?

Back 314

When there are concerns about the safety of a ship, aircraft or other vehicle, or of some person on board or within sight. ( MATS 7.1.12.2)

Front 315

If during an emergency separation, such as radar failure, it is not possible to ensure that the applicable procedural separation minima will be maintained. You may be able to do what the vertical separation minima temporarily and what should you pass on?

Back 315

Half the required minima. (MATS 10.1.6.1) and pass on traffic information ( MATS 10.1.6.1.1)

Front 316

When should pilots monitor 121.5?

Back 316

Before Engine start and after shutdown. (AIP GEN 1.5 3.2)

Front 317

What frequency should be used for distress/urgency, call/message?

Back 317

121.5 Civil 243.0 Military. (ERSA EMERG 1.1.1) * There is a long list in ERSA of other frequencies, however I remember Drew saying during class we only need to know these two and the fact there are HF “Options”

Front 318

What information should be included in a Distress/Urgency message?

Back 318

1. Name of the station addressed and the time;
2. Type of Aircraft;
3. Nature of emergency;
4. Intentions of the Person in command;
5. Present or last known position;
6. Flight level/altitude;
7. Heading;
8. Any other useful information. (ERSA Emerg 1.1)

Front 319

Who can impose silence on any station which interferes with distress communications and what phrase do they use?

Back 319

Either the Aircraft in Distress, or the unit in control of communications with the aircraft in distress by using the phrase “STOP TRANSMITTING, MAYDAY” (ERSA Emerg 1.3)

Front 320

When an aircraft in controlled airspace is required to make a rapid change of FL or altitude for an emergency reason, the Pilot should?

Back 320

1. Squawk SSR Code 7700
2. Transmit PANPAN PANPAN PANPAN then
a. Agency being called
b. Aircraft ID
c. Nature of urgency problem
d. Intention of person in command
e. Present position, FL or altitude and heading
f. Any other useful information (ERSA Emerg 1.7)

Front 321

In the event of Comms Failure, you should assume the transmitter is operating and prefix calls with?

Back 321

“TRANSMITTING BLIND”