ppl_07_e2-2
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
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C H A P T ER 2 : G ENER A L O P ER A T I
Q DM .
QDM is the
magnetic bearing to fly
to a station.
If there is no wind, the QDM would be the heading to fly to reach the VDF station. With a wind blowing, a wind correction angle has to be applied to the QDM to obtain the heading to fly.
Figure 2.7 QDM.
The QDM is the MAGNETIC bearing from the aircraft to the transmitting station. In this example, the QDM is 060º (M). If there were no wind, the QDM would be the heading that the aircraft would fly to reach the transmitting station. When there is a wind, a wind correction angle must be applied to the QDM to obtain the heading to steer.
Q DR .
Figure 2.8 QDR.
The QDR is the MAGNETIC bearing of the aircraft from the transmitting station. In |
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Order: 6026
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
C H A P T ER 2 : G ENER A L O P ER A T ING P R O C EDU R ES
Q T E.
The QTE is the true
bearing from a station.
Figure 2.9 QTE.
The QTE is the TRUE bearing of the aircraft from the transmitting station. In this case, the QTE is 235º (T).
Q F E.
With QFE set on the altimeter, an aircraft,
in flight, reports its vertical separation from the airfield pressure datum as ‘height’.
When an aircraft with QFE set on
the altimeter is on the ground at the airfield, the altimeter indicates zero.
Figure 2.10 QFE set on an altimeter sub-scale. With QFE set on the subscale, an altimeter reads height above airfield level, when the aircraft is airborne.
QFE is the observed pressure at a specified airfield datum (usually the runway threshold or highest point on the airfield) corrected for temperature. QFE is most often used as the altimeter setting for local flying. With QFE in the altimeter subscale, the altimeter shows the height of the aircraft above the airfield datum. With QFE set on the altimeter, the aircraft reports its vertical separation from the ground as height.
(See Figure 2.10.)
With QFE set, the altimeter will read zero when the aircraft is on the ground, at the aerodrome.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
C H A P T ER 2 : G ENER A L O P ER A T I
Q NH .
With QNH
set on the altimeter,
an aircraft,
in flight, reports its vertical separation from sea-level as ‘altitude’.
When an aircraft
with airfield
QNH set on its altimeter is on the ground at the airfield, the altimeter indicates the elevation of the airfield.
Figure 2.11 With QNH set on the subscale, the altimeter reads altitude above mean sea level, when the aircraft is airborne
Airfield QNH is the observed pressure at the airfield, reduced to its sea-level value. Consequently, with QNH set in the altimeter subscale, the altimeter indicates the vertical separation of the aircraft from sea-level. When the aircraft is airborne, with QNH set on the altimeter, the aircraft reports its vertical separation from sea-level as altitude. (See Figure 2.11.)
When the aircraft is on the ground, at an airfield, with QNH set on the altimeter, the altimeter indicates the elevation of the airfield.
CATEGORIES OF RT MESSAGES.
By convention, RT messages are placed into categories so that messages can be dealt with in order of priority. RT messages have the following order of priority:
1.Distress Messages: Messages relating to an aircraft which is threatened by serious and/or imminent danger and which requires immediate assistance. (A distress call is prefixed by the words “Mayday, Mayday,
Mayday”.)
2.Urgency Messages: Messages relating to the safety of an aircraft, or other vehicle, or of a person on board the aircraft, where immediate assistance is not required. (An urgency message is prefixed by the words: “Pan Pan, Pan Pan, Pan Pan”.)
3.Direction Finding Messages: Communications relating to direction finding.
4.Flight Safety Messages: Messages to the pilot of an aircraft concerning the safety of the aircraft.
5.Meteorological Messages: Weather reports, forecasts and warnings.
6.Flight Regularity Messages: Messages regarding the operation or maintenance of ground facilities, the servicing of aircraft etc.
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C H A P T ER 2 : G ENER A L O P ER A T ING P R O C EDU R ES
The words ‘take off’ are
used only when an aircraft is
cleared for take off.
Air Traffic Control clearances
must be read back by the pilot, word for word.
CLEARANCES AND READBACK REQUIREMENTS.
C l e a r a n c e s .
A clearance may vary in content from a brief clearance to take-off or land, to a detailed description of the route that an aircraft is to fly.
Air traffic controllers will pass a route clearance slowly and clearly, because the pilot may need to write it down. Whenever possible, a route clearance should be passed to an aircraft before start up. In any case, controllers should avoid passing a clearance to a pilot engaged in complicated taxiing manoeuvres, and on no occasion should a clearance be passed when the pilot is engaged in line-up or take-off manoeuvres.
The following exchange between ATC and G-ABCD is an example of a simple VFR route clearance.
G-ABCD, Cleared to control zone boundary via Hartlade*, VFR, Not above 1300ft, QNH 1005, After departure climb straight ahead to 1000ft before turning right, Squawk 5501.
Cleared to control zone boundary via
Hartlade, VFR, Not above 1300ft, QNH 1005, After departure climb straight ahead to 1000ft before turning right, Squawk 5501, G-ABCD.
Figure 2.12.
Pilots must be aware that an air traffic clearance is NOT an instruction to take off or to enter an active runway. The words TAKE OFF are used only when an aircraft is given clearance to take off, or when cancelling a take-off clearance. At other times, the words DEPARTURE or AIRBORNE are used.
Controllers will expect pilots to comply with clearances and instructions as promptly as is commensurate with flight safety and normal aircraft operating procedures.
Pilots should inform controllers if, for any reason, they are unable to comply with a clearance or instruction. If a high degree of urgency dictates that a clearance should be complied with without any delay, the controller will use the words “immediately” or “now”. “Immediately” expresses a high degree of urgency.
T h e C o n d i t i o n a l C l e a r a n c e .
The conditional clearance is a clearance where a condition must be met before the clearance may be acted upon. Conditional clearances are covered in Chapter 4, Aerodrome Control.
* Note: Hartlade would be a Visual Reference Point. (See Figure 2.12.)
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
C H A P T ER 2 : G ENER A L O P ER A T I
R e a d - b a c k r e q u i r e m e n t s .
Air Traffic Control clearances and RT messages which directly affect flight safety must be read back by the pilot, word for word. By reading back a clearance, for instance, the controller is able to tell whether the clearance has been correctly understood by the pilot, and also that the clearance has been transmitted as intended. A read-back also confirms to the controller that the correct aircraft, and only that aircraft, will take action on the clearance.
G-ABCD, Cleared to enter Control Zone on your present track,
Maintain 2 500 feet, QNH 987.
Cleared to enter Control Zone on present track, Maintain 2 500 feet, QNH 987, G-ABCD.
__________________________________________
G-JM, Line up and wait, Runway 20.
Line up and wait, Runway 20, G-JM.
__________________________________________
In general, all clearances issued by Air Traffic Services must be read back.
The ICAO Manual of Radiotelephony stipulates that the following clearances, instructions and information must always be read back by the pilot.
•ATC route clearances.
•Clearances and instructions to:
-enter a runway.
-land on a runway.
-take off from a runway.
-hold short of a runway.
-cross a runway.
-back-track on a runway.
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C H A P T ER 2 : G ENER A L O P ER A T ING P R O C EDU R ES
•Runway-in-use.
•Altimeter settings.
•Transponder (SSR) codes.
•Level instructions.
•Heading instructions.
•Speed instructions.
•Transition levels.
In the United Kingdom, the following additional messages and instructions must also be read back:
•Taxi instructions.
•Approach clearances.
•Very High Frequency Direction Finding Information.
•Frequency changes.
•Type of radar service.
If an aircraft read-back of a clearance, instruction or other item of information is incorrect, the controller will transmit the word ‘NEGATIVE’ followed by the correct version of the message.
QNH 1002, G-JM.
G-JM, Negative, QNH 992.
QNH 992, G-JM.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
C H A P T ER 2 : G ENER A L O P ER A T I
If, at any time, a pilot receives a clearance or instruction that he cannot comply with, the pilot should advise the controller using the phrase ‘UNABLE’, and give the reason why he cannot comply.
Figure 2.13.
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CHAPTER 3
GENERAL PHRASEOLOGY
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C H A P T ER 3 : G ENER A L P H R A S EO L O G Y
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