- •A) Selection procedures of rw-in-use.
- •2. A) Controller’s actions during coordination.
- •3. A) Data link communications initiation procedures.
- •4. A) Essential aerodrome information.
- •5. A) Functions of Aerodrome Control Towers (general).
- •6. A) Procedures of aerodrome traffic (vehicles) and people control in the maneuvering area.
- •7. A) Reduction in separation minima in the vicinity of aerodrome.
- •8. A) Expected approach time.
- •9. A) Priority on the maneuvering area.
- •10. A) General provisions for the separation of controlled traffic.
- •11. A) Different types of flights.
- •12. A) Landing and roll-out maneuvers.
- •13. A) Procedure of issuing atc clearance for departure and appropriate coordination when issuing such clearance.
- •14. A) Issuance clearance procedure for start up engines.
- •15. A) Issuance clearance procedure for towing.
- •16. A) Issuance clearance procedure for taxiing.
- •17. A) Issuance clearance procedure for taking off.
- •18. A) Issuance clearance procedure for landing.
- •19. A) Approach and obstacle lighting.
- •20. A) Issuance instructions procedure relating to going around again.
- •21. A) Procedure of controller’s actions when directing aircraft to the alternate aerodrome.
- •22. A) rw lighting.
- •23. A) Monitoring of visual aids.
- •24. A) Alerting service provided by aerodrome control Towers.
- •25. A) Information for arriving aircraft.
- •26. A) Minimum separation between departing aircraft.
- •27. A) Separation of departing aircraft from arriving aircraft.
- •29. A) Procedure of canceling flights under vmc conditions.
- •30. A) Procedure of controller’s actions in case there are obstructions on the rw.
26. A) Minimum separation between departing aircraft.
One-minute separation is required if aircraft are to fly on tracks diverging by at least 45 degrees immediately after take-off so that lateral separation is provided. This minimum may be reduced when aircraft are using parallel runways or diverging runways which do not cross; provided instructions covering the procedure have been approved by the appropriate ATS authority and lateral separation is effected immediately after take-off.
Two minutes are required between take-offs when the preceding aircraft is 74 km/h (40 kt) or more faster than the following aircraft and both aircraft will follow the same track.
Five-minute separation is required while vertical separation does not exist if a departing aircraft will be flown through the level of a preceding departing aircraft and both aircraft propose to follow the same track. Action must be taken to ensure that the five-minute separation will be maintained or increased while vertical separation does not exist.
b) What is crew incapacitation?
Crew incapacitation is inability of a member of the crew to fulfill his / her duties due to physiological factors (sickness, injury, fever or intoxication etc.)
Crew incapacitation may occur as a result of:
the effects of Hypoxia (insufficient oxygen) in case of depressurization
the consequences of suffocation due to smoke or fumes in case of fire
food poisoning
being asleep
a medical condition such as a heart attack, stroke or seizure or transient mental abnormality
a malicious or hostile act such as assault by an unruly passenger, terrorist action
Incapacitation generally falls into two groups:
1) Subtle or Incomplete
Skills or judgment may be lost with little or no outward sign.
The person may make illogical actions and decisions, or he/she can manipulate the controls in a hazardous manner.
Subtle incapacitation is most commonly caused by hypoxia, hypoglycemia, extreme fatigue, alcohol, drugs or other toxic substances. Neurological problems, such as stroke or brain concussion, may also be a cause.
2) Obvious or Complete
The first indication of illness may be loss of consciousness, seizures, severe pain or paralysis.
Heart attack or stroke is the most common causes of complete incapacitation. Warning signs include pallor, sweating, nausea, etc.
27. A) Separation of departing aircraft from arriving aircraft.
Except as otherwise prescribed by the appropriate ATS authority, the following separation shall be applied when take-off clearance is based on the position of an arriving aircraft:
If an arriving aircraft is making a complete instrument approach, a departing aircraft may take off:
in any direction until an arriving aircraft has started its procedure turn or base turn leading to final approach;
in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach after the arriving aircraft has started procedure turn or base turn leading to final approach, provided that the take-off will be made at least 3 minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway.
If an arriving aircraft is making a straight-in approach, a departing aircraft may take off:
in any direction until 5 minutes before the arriving aircraft is estimated to be over the instrument runway;
in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach of the arriving aircraft:
until 3 minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway or
before the arriving aircraft crosses a designated fix on the approach track; the location of such fix to be determined by the appropriate ATS authority after consultation with the operators.
b) Differentiate types of emergency landing.
An emergency landing is an unplanned landing made by an aircraft in response to a crisis which either interferes with the operation of the aircraft or involves sudden medical emergencies necessitating diversion to the nearest airport.
There are several different types of emergency landings for powered aircraft: planned landing or unplanned landing.
Forced landing. The aircraft is forced to make a landing due to technical problems, medical problems or weather conditions. Landing as soon as possible is a priority, no matter where. A forced landing may be necessary even if the aircraft is still flyable. This can arise to either facilitate emergency medical or police assistance or get the aircraft on the ground before a major system failure occurs which would force a crash landing or ditch situation.
Precautionary landing may result from a planned landing at a location about which information is limited, from unanticipated changes during the flight, or from abnormal or even emergency situations. The sooner a pilot locates and inspects a potential landing site, the less the chance of additional limitations being imposed by worsening aircraft conditions, deteriorating weather, or other factors.
Crash landing is caused by the failure of or damage to vital systems such as engines, hydraulics, or landing gear, and so a landing must be attempted where a runway is needed but none is available. The pilot is essentially trying to get the aircraft on the ground in a way which minimizes the possibility of injury or death to the people aboard.
Ditching is the same as a crash landing, only on water. After the disabled aircraft makes contact with the surface of the water, the aircraft will eventually sink if it is not designed to float, although the craft may well float for hours depending on damage.