Twr Theory

Front 1

Tracking requirements for aircraft

Conducting a visual approach

Back 1

Tracking requirements for a visual approach include the following:

a. a pilot in command must maintain track/heading on the route progressively authorised by ATC until:

(1) by day, within 5NM of the aerodrome; or

(2) by night, - for an IFR flight, within the prescribed circling area; or

- for a VFR flight, within 3NM of the aerodrome; and

- the aerodrome is in sight.

b. From this position the circuit must be joined as directed by ATC for an approach to the nominated runway.

Front 2

Buffers for level assignment with base of CTA

Back 2

Assign levels to VFR aircraft to provide a buffer of at least 500 FT with the base of CTA.

VFR level - Where the base control area is a VFR level:

a) assign levels to IFR aircraft to provide a buffer of at least 500 FT with the base of CTA; and

b) where an IFR aircraft is operating less than 500 FT below the CTA base, assign levels to aircraft that may come into conflict with that IFR aircraft to provide a buffer of at least 1000FT with the base of CTA

IFR level - Where the base of CTA is an IFR level:

a) assign levels to IFR aircraft to provide a buffer of at least 1000 FT with the base of CTA; and

b) provide a buffer of at least 500 FT if no IFR traffic is operating at the base of CTA

Front 3

What additional clearance shall an aircraft descending to leave controlled airspace being...

Back 3

When an aircraft is descending to leave controlled airspace, provide clearance to 'LEAVE CONTROL AREA DESCENDING'.

Front 4

Runway separation standards - take off behind a departing aircraft

Back 4

Apply the ‘take-off behind a preceding departing aircraft’ standard to fixed wing aircraft provided that you do not permit a departing aircraft to commence take-off unless the preceding departing aircraft:

a) has crossed the up-wind end of the runway-in-use;

b) has commenced a turn;

c) is airborne and has reached a point at least 1800 m (6000 FT) ahead of the following aircraft provided the runway is longer than 1800 m (6000 FT) and the distance can be readily determined;

d) is airborne and has reached a point at least 600 m (2000 FT) ahead of the following aircraft provided the:

i) preceding aircraft has an MTOW of 7000 kg or less;

ii) following aircraft has an MTOW of less than 2000 kg; and

iii) following aircraft is slower than the preceding aircraft; or

e) is airborne and has reached a point at least 600 m (2000 FT) ahead of the following aircraft provided both aircraft have an MTOW of less than 2000 kg.

Front 5

Runway separation standards - taking off behind a preceding landing aircraft

Back 5

Apply the ‘take-off behind a preceding landing aircraft’ standard to fixed wing aircraft provided that:

a) you do not permit the departing aircraft to commence take-off until the preceding aircraft has vacated and is taxiing away from the runway; and

b) if wake turbulence separation is necessary, the appropriate arrival wake turbulence separation standard has been achieved.

Front 6

Runway separation standards - taking off behind landing or departing aircraft on intersecting runways

Back 6

Apply the "take-off behind landing or departing aircraft on intersecting runways" standard to fixed wing aircraft, provided that you do not permit a departing aircraft to commence take-off until:

a) a preceding departing aircraft on an intersecting runway has crossed the intersection; or

b) an aircraft landing on the crossing runway has either crossed the intersection or stopped short.

Front 7

Runway separation standards - taking off after an aircraft has departed in the opposite direction

Back 7

Apply the ‘take-off after an aircraft has departed in the opposite direction’ standard to fixed wing aircraft, provided that you do not permit a departing aircraft to commence take-off until:

a) the preceding aircraft has crossed the point at which the following aircraft will commence take-off; and

b) if applicable, the appropriate wake turbulence separation standard has been achieved.

Front 8

Application of runway departure separation standards - helicopters

Back 8

Where a helicopter requires a take-off roll and uses a runway prior to becoming airborne, you may clear the helicopter for take-off when:

a) the preceding departing aircraft is airborne and visual separation is applied; and

b) if wake turbulence separation is necessary, apply the appropriate wake turbulence separation standard.

Front 9

Runway separation standards - Helicopter departing from a HLS

Back 9

Apply the ‘take-off helicopter’ standard to departing helicopters. You may clear helicopter 1 for take-off when:

a) a preceding departing helicopter 2 has departed the HLS; or

b) a preceding arriving helicopter 3 has moved clear of the HLS.

Front 10

Runway separation standards - landing behind a preceding landing aircraft

Back 10

Apply the ‘landing behind a preceding landing aircraft’ standard to fixed wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold until the preceding aircraft has vacated and is taxiing away from the runway.

Front 11

Runway separation standards - landing behind preceding departing or landing aircraft

Back 11

Apply the ‘landing behind preceding departing or landing’ standard to fixed-wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold unless, in the opinion of the tower controller, no collision risk exists and:

a) the landing aircraft has an MTOW below 3000 kg and is a Performance Category A aircraft; and

b) the preceding aircraft has an MTOW of 7000 kg or less, is at least 1000 m from the threshold of the runway and:

i) if landing, will vacate the runway without backtracking; or

ii) if departing, has commenced its take-off run.

Front 12

Runway separation standards - landing behind a preceding departing aircraft

Back 12

Apply the ‘landing behind a preceding departing aircraft’ standard to fixed wing aircraft, provided that you do not permit the landing aircraft to cross the runway threshold until the preceding aircraft is airborne and:

a) has either commenced a turn; or

b) is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to enable the landing aircraft to manoeuvre safely in the event of a missed approach.

Front 13

Runway separation standards - landing after intersecting runway traffic

Back 13

Apply the ‘landing after intersecting runway traffic’ standard to fixed wing aircraft, provided that you do not permit the landing aircraft to cross the runway threshold until a preceding departing or landing aircraft on an intersecting runway has either crossed the intersection or stopped short.

Front 14

Runway separation standards - Helicopter landing - HLS

Back 14

You may clear:

a) helicopter 1 to land when departing helicopter 2 has left the HLS; or

b) the preceding arriving helicopter 3 has moved clear of the HLS.

Front 15

Runway separation standards - Helicopter landing - runway

Back 15

You may permit the landing helicopter to land when:

a) the preceding landing or departing aircraft is at least 300 m down the runway from the landing threshold; and

b) in the opinion of tower controller, no collision risk exists.

Front 16

Authorising Surface traffic to cross a runway in use

Back 16

Include the point of crossing when authorising surface traffic to cross a runway in use

Front 17

Hazard alert broadcasts and when they cease

Back 17

Prefix directed transmissions and broadcasts with HAZARD ALERT when a sudden change to a component of FIS, not described in a current MET product or NOTAM, has an immediate and detrimental effect on the safety of aircraft.

When a hazard alert is expected to be prolonged, repeat broadcasts at H+15 and H+45 in the hour following the initial broadcast. Cease broadcasts after one hour or when an updated MET product or NOTAM is available for dissemination, whichever is earlier.

Front 18

Traffic information shall contain as much of what information as necessary to assist the pilot in identifying the other aircraft

Back 18

a) aircraft identification;

b) type, and description if unfamiliar;

c) position information;

d) estimated time of passing or closest point of approach;

e) direction of flight or route of aircraft;

f) level;

g) intentions of the pilot

h) advice that an aircraft is not yet on the appropriate frequency.

Front 19

Who is responsible for deciding if an approach or take off should continue during notification of low level wind shear

Back 19

The responsibility to continue an approach to land, or to take off, following notification of low level wind shear rests with the pilot in command.

Front 20

When to revise ATIS

Back 20

Revise ATIS information and assign a new code letter when:

a) the requirement for, or type of, instrument approach is changed;

b) the take-off or landing runway is changed;

c) changes occur in the operational status of the aerodrome or its facilities;

d) changes occur to wind shear status; or

e) 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 15 minutes.

WindDirection 10° Speed 5 kt

QNH 1 HPA

Temperature1°

Cloud (below 5000 FT AGL)

Base 200 FT

Amount changes from one descriptor to another

Visibility - Between 1500 m and 10 KM – 1000 m (1 KM) Less than 1500 m – as required

Front 21

Formation types and separation

Back 21

a) Close formation â when aircraft are in close formation, they are considered to be one aircraft. Separation between this type of formation and other airspace users is based on the lead aircraft;

b) Standard formation â when aircraft are in standard formation, they may be manoeuvred up to 1 NM either side of, co-altitude with and up to 1 NM behind the lead aircraft. Separation between this type of formation and other airspace users is based on the outer edges of these limits;

c) Military tactical formation â when aircraft are in military tactical formation, they occupy an airspace block defined in the flight notification. Base separation between military tactical formations and other airspace users on the outer limits of the airspace block; or

d) In-trail formation â when aircraft are in an in-trail formation, individual aircraft use aircraft radar and/or TACAN to maintain contact and spacing with the aircraft ahead. Separation between this type of formation and other airspace users is based on the first and last aircraft in the trail.

Front 22

Vertical separation standards - V1

Back 22

Apply 500 FT between IFR and VFR aircraft (including SVFR), or between SVFR aircraft where SVFR clearance is due to visibility, under the following conditions:

both aircraft are 7000 kg MTOW or less;

both aircraft are at or below 10 000 FT; and

traffic information is provided to the IFR aircraft, unless it is impracticable

Front 23

Vertical separation standards- V2

Back 23

Apply 1000 FT to:

a) all aircraft, up to and including FL 290; and

b) aircraft with RVSM approval except military formation aircraft, from FL290 -FL420 inclusive

Front 24

Vertical separation standards - V3

Back 24

Apply 200FT:

a) in known standing wave conditions or in severe turbulence at all levels

b) from FL290 - FL420:

(i) when at lest one aircraft is not RVSM approved.

(ii) following pilot report of inability to comply with RVSM due to equipment failure;

(iii) following an encounter with turbulence that affects the capability to maintain flight level; or

(iv) military formation aircraft, regardless of the individual RVSM approval state of each aircraft within the formation; and

c) to all aircraft above FL 420

Front 25

Vertical separation standards - V4

Back 25

Apply 3000FT Apply 3000 FT at all levels when one or more aircraft is operating at supersonic speeds.

Front 26

Separation - civil military VFR aircraft within military flying training areas

Back 26

Do not normally apply separation within flying training areas between military aircraft, or between military and civil VFR aircraft when:

a) an ATS surveillance service is not available; and

b) VMC exists.

Front 27

What significant information is given to aircraft not in receipt of current atis?

Back 27

Transmit take-off or landing information to a pilot who has not notified receipt of the current ATIS and include as much of the following as may be significant at the time:

a) runway;

b) surface wind velocity, including cross-wind components if significant, and any discernible downwind component;

c) QNH;

d) surface air temperature;

e) visibility;

f) low cloud;

g) dew point if requested by the pilot;

h) prevailing weather conditions; and

i) a time check to the nearest half minute (departing aircraft only).

Front 28

Actions by ATC for an aircraft that deviates from its cleared route or track into active Restricted Area without a clearance.

Back 28

If, by deviating from its cleared route or track, an aircraft will enter an activeRestricted Area:

a) issue a Safety Alert immediately the situation is recognised; and

b) if possible, provide an alternative clearance.

Front 29

Airfield inspection criteria

Back 29

The movement area and the other OLS shall be inspected by the aerodrome operator to ensure freedom from obstruction, or other causes of unserviceability:

a) after an incident or accident on or near the movement area:

b) at a certified aerodrome daily and after a severe wind or rain storm, or when requested by ATC;

c) at a registered aerodrome daily where there are regular public transport operations; not less than twice a week and before a public transport operation at other registered aerodromes and after significant weather phenomena such as strong wind gust or heavy rain: or

d) at Defence aerodromes when Defence ATS are provided:

(1) Prior to the first scheduled movement following any CTAF period:

(2) Before the commencement of night flying activities:

(3) After heavy rain or other significant meteorological phenomenon: and

(4) when requested by ATC

Front 30

Elements of information included on ATIS

Back 30

1. Location

2. Code

3. Time of observation, if appropriate

4. Type of approach expected

5. Runways

6. Significant runway surface conditions and, if appropriate, braking action

7. Holding delay, if appropriate

8. Transition level, if appropriate

9. Other essential operational information

10.

a) Surface wind direction and speed, including significant variations

b) Threshold wind of duty runway

11. Visibility and, when appropriate, RVR or Runway visibility

12. Present weather

13. Cloud below 5000FT or below MSA

14. Air temperature

15. Altimeter settings

16. Any available information on significant meteorological phenomena in the approach, take-off and climb- out

17. Contact information

Front 31

Considerations for assigning a level

Back 31

Assign levels, taking into account:

a) separation;

b) terrain clearance;

c) the tables of cruising levels;

d) provision for radio failure; and

e) priority

Front 32

What can tower use the SDD for?

Back 32

Tower Controllers may use the situation display to:

a) determine aircraft identification, location or spatial relationship to otheraircraft;

b) assist in the assessment of traffic in the provision of:

i) aerodrome control;

ii) traffic information;

iii) sequencing; and

iv) information and assistance to aircraft during emergencies;

c) determine the altitude, position or tracking of aircraft to establish or monitor separation; and

d) vector when necessary.

Front 33

When can distance based wake turbulence standards be used?

Back 33

Where you can determine the required separation by distance using an aircraft report or ATS surveillance system, you do not need to apply the time standard, unless the aircraft is departing from an intermediate point as described in Clause 10.6.2.2.

Front 34

When shall wake turbulence minima be applied to departing aircraft

Back 34

Apply wake turbulence separation to departing aircraft when any of thefollowing apply:

i) both aircraft are using the same runway for take-off;

ii) an aircraft taking off behind a landing heavier wake turbulence category aircraft is expected to become airborne before the touchdown point of the landing aircraft;

iii) an aircraft is taking off and a preceding departing or arriving aircraft on a crossing runway has rotated at or before the runway intersection or touched down at or beyond the intersection;

iv) using parallel runways or HLS for departures when the runwaysor HLS are separated by less than 760 m, unless the HLS location and projected flight path of the helicopter are located outside the wake turbulence envelope of the other aircraft; or

v) an aircraft is utilising the opposite direction runway for take-off to a heavier category aircraft that has rotated or executed amissed approach;

Front 35

When to declare full emergency

Back 35

Declare a FULL EMERGENCY when:

a) activation of more than just airport-based responding agencies is required;

b) an aircraft approaching the airport is known or suspected to be in such troublethat there is danger of an accident;

c) there is a crash on the airport; and

d) a pilot declares a MAYDAY.

Front 36

How are altimeter settings given to pilots?

Back 36

Give altimeter settings in HPAs and rounded down to the nearest whole HPA

Front 37

IFR aircraft not a heavy jet to be authorised for VSA in day or night - list all provisos

Back 37

the pilot has established and can continue flight to the aerodrome withcontinuous visual reference to the ground or water; and

the visibility along the flight path is not less than 5000 m (or by day, theaerodrome is in sight).

Front 38

MTOW EXCEPTION

Back 38

Apply the 'landing behind a preceding landing aircraft' standard to fixed-wing aircraft, provided that you do not permit a landing aircraft to cross the runway threshold until the preceding aircraft has landed and has passed a point at least 600 m from the threshold of the runway, is in motion and will vacate the runway without backtracking and:

a) the preceding aircraft has an MTOW of less than 7000 kg; and

b) the following aircraft has an MTOW of 2000 kg or less.

Front 39

Workers using hand tools within runway strip - requirements

Back 39

By day, you may approve workers, using hand tools only, to carry out minor maintenance works within the runway strip up to the runway side stripe marking during aircraft operations provided:

a) a Works Safety Officer (WSO) has control of the works and maintains continuous voice contact with ATC on the nominated frequency;

b) the maximum crosswind component does not exceed 20 kt;

c) the visibility is equal to or greater than 5000 m, the ceiling is equal to or greater than 1000 FT and the working party can be visually monitored at all times;

d) the runway surface is dry; and

e) advice of the works is provided to pilots.

Front 40

To which aircraft shall variations to separation standards not be applied?

Back 40

Do not apply these varied separation standards and procedures to:

a) Head of State aircraft;

b) civil IFR aircraft;

c) transiting military IFR aircraft; and

d) visiting aircraft departing via SID procedures

Front 41

Distance from airfield that a VFR aircraft may be authorised for VSA

Back 41

30NM