True/False. Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft to deviate from its protected airspace area. If necessary, assist the aircraft to return to the assigned protected airspace.

True

When would you check the operating equipment for alignment accuracy and display acceptability?

During relief briefing, or as soon as possible after assuming responsibility for a control position. Recheck periodically throughout the watch

Secondary radar may be used as the sole display source as follows:

1. In Class A airspace. 2. Outside Class A airspace, or where mix of Class A airspace/non-Class A airspace exists, only when: (a) Additional coverage is provided by secondary radar beyond that of the primary radar, or (b) The primary radar is temporarily unusable or out of service.Advise pilots when these conditions exist.

When radar mapping is not available, limit radar services to:

1. Separating identified aircraft targets.

2. Vectoring aircraft to intercept a PAR final approach course. 3. Providing radar service in areas that ensure no confliction with traffic on airways, other ATC areas of jurisdiction, restricted or prohibited areas, terrain, etc.

b. EN ROUTE. When the position symbol associated with the full data block falls more than one history behind the actual aircraft target or there is no target symbol displayed, the Mode C information in the full data block shall not be used for the purpose of determining separation.

c. Report radar malfunctions immediately for corrective action and for dispatch of a Notice to Airmen. Advise adjacent ATC facilities when appropriate.

Except while they are established in a holding pattern, apply merging target procedures to all radar identified:

1. Aircraft at 10,000 feet and above.

2. Turbojet aircraft regardless of altitude. 3. Presidential aircraft regardless of altitude.

b. Issue traffic information to those aircraft listed in subpara a whose targets appear likely to merge unless the aircraft are separated by more than the appropriate vertical separation minima. c. When both aircraft in subpara b are in RVSM airspace, and vertically separated by 1,000 feet, if either pilot reports they are unable to maintain RVSM due to turbulence or mountain wave, vector either aircraft to avoid merging with the target of the other aircraft.

directive or letter of agreement

What does the nondiscrete code, Code 2000 mean?

Assign Code 2000 to an aircraft which will climb to FL 240 or above or to an aircraft which will climb to FL 180 or above where the base of Class A airspace and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving sector is also stratified at FL 180. The en route code shall not be assigned until the aircraft is established in the high altitude sector.

You may instruct an aircraft operating on an assigned code to change transponder to "standby" or "low sensitivity" position:

a.When approximately 15 miles from its destination and you no longer desire operation of the transponder.

b.When necessary to reduce clutter in a multi-target area, or to reduce "ring-around" or other phenomena, provided you instruct the aircraft to return to "normal sensitivity" position as soon as possible thereafter.

When monitoring Mode 3/A radar beacon codes and you see a code of 7500, what does that indicate?

hijacking

True/False. Code 7600 is normal squawk code for VFR operation.

False

What is one method of identifying a primary or radar beacon target?

Observing a departing aircraft target within 1 mile of the takeoff runway end at airports with an operating control tower, provided one of the following methods of coordination is accomplished.

What is one method of identifying a target when using only a Mode 3/A radar beacon?

Request the aircraft to activate the "IDENT" feature of the transponder and then observe the identification display.

Consider an auto-acquired aircraft as identified when the data block is displayed and is visible to you, and one of the following conditions exist

1. The radar or beacon identification procedures have been used to confirm the identity of the tagged target.

2. The aircraft is being handed off using a NAS automated system and one of the following does not appear in the data block: "CST," "NAT," "NT," "AMB," "OLD," "NB," "TU," "AM," or "OL".

b. Use the data block to maintain target identity unless it is in a coast status or displaced from the appropriate target.

c. A displaced data block shall be updated at all times.

Inform an aircraft of radar contact when:

1. Initial radar identification in the ATC system is established.

2. Subsequent to loss of radar contact or terminating radar service, radar identification is reestablished.

What phraseology is used to inform an aircraft that radar identification has been lost?

RADAR CONTACT LOST (alternative instructions when required).

To provide continuous radar service to an aircraft and facilitate a safe, orderly, and expeditious flow of traffic, it is often necessary to transfer radar identification of an aircraft from one controller to another. This section describes the terms, methods, and responsibilities associated with this task. Interfacility and intrafacility transfers of radar identification shall be accomplished in all areas of radar surveillance except where it is not operationally feasible. Where such constraints exist, they shall be:

a. Covered in letters of agreement which clearly state that control will not be based upon a radar handoff, or

b. Coordinated by the transferring and receiving controllers for a specified period of time.

Define Handoff.

An action taken to transfer the radar identification of an aircraft from one controller to another controller if the aircraft will enter the receiving controller's airspace and radio communications with the aircraft will be transferred.

Define Radar Contact.

The term used to inform the controller initiating a handoff that the aircraft is identified and approval is granted for the aircraft to enter the receiving controller's airspace.

Transfer the radar identification of an aircraft by at least one of the following methods:

1. Physically point to the target on the receiving controller's display.

2. Use landline voice communications.

3. Use automation capabilities.

Advise the receiving controller of pertinent information not contained in the data block or flight progress strip unless covered in a LOA or facility directive. Pertinent information includes:

1. Assigned heading.

2. Air speed restrictions.

3. Altitude information issued.

4. Observed track or deviation from the last route clearance.

5. The beacon code if different from that normally used or previously coordinated.

6. Any other pertinent information.

The airspace within which radar separation is applied is not less than the following number of miles from the edge of the radar display:

1. When less than 40 miles from the antenna- 6 miles;

2. When 40 miles or more from the antenna- 10 miles;

3. Narrowband radar operations- 10 miles

Target resolution shall be applied as follows:

1. Between the edges of two primary targets or the edges of primary digitized targets.

2. Between the end of the beacon control slash and the edge of a primary target or primary digitized target.

3. Between the ends of two beacon control slashes.

 When transitioning from terminal to en route control, 3 miles increasing to 5 miles or greater, provided:

(a) The aircraft are on diverging routes/courses, and/or

(b) The leading aircraft is and will remain faster than the following aircraft; and

(c) Separation constantly increasing and the first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft departing the first center sector; and

(d) The procedure is covered by a letter of agreement between the facilities involved and limited to specified routes and/or sectors/positions.

WAKE TURBULENCE APPLICATION

1. Heavy behind heavy- 4 miles.

2. Large/heavy behind B757- 4 miles.

3. Small behind B757- 5 miles.

4. Small/large behind heavy - 5 miles.

Assign an altitude to an aircraft only after the aircraft previously at that altitude is observed at or passing through another altitude separated from the first by the appropriate minima when:

1. Severe turbulence is reported.

2. Aircraft are conducting military aerial refueling.

3. The aircraft previously at that altitude has been issued a climb/descent at pilot's discretion.

Separate a radar-controlled aircraft climbing or descending through the altitude of an aircraft that has been tracked to the edge of the scope/display by the following minima until nonradar separation has been established:

a. When less than 40 miles from the antenna- 3 miles from edge of scope.

b. When 40 miles or more from the antenna- 5 miles from edge of scope.

c. En route Stage A/DARC or Stage A/EDARC:

1. Below Flight Level 600- 5 miles.

2. Flight Level 600 and above- 10 miles.

When using a radar display whose primary radar video is processed by the GPA 102/103 modification to a joint-use radar system, apply the following correction factors to the applicable minima:

a. If less than 40 miles from the antenna- add 1 mile.

b. If 40 miles or more but not over 200 miles from the antenna- add 3 miles.

Name one circumstance in which to vector an aircraft.

In controlled airspace for separation, safety, noise abatement, operational advantage, or when a pilot requests. Allow aircraft operating on an RNAV route to remain on their own navigation to the extent possible.

Vector aircraft by specifying:

1. Direction of turn, if appropriate, and magnetic heading to be flown.

2. The number of degrees, in group form, to turn and the direction of turn.

3. For NO-GYRO procedures, the type of vector, direction of turn, and when to stop turn.

True/False.  At the time approach clearance is issued, previously issued speed adjustments shall be restated if required.

False

Instruct aircraft to:

1. Maintain present/specific speed.

2. Maintain specified speed or greater/less.

3. Maintain the highest/lowest practical speed.

4. Increase or reduce to a specified speed or by a specified number of knots.

What is the corrcet phraseology for specifying combined speed/altitude fix crossing restrictions?

CROSS (fix) AT AND MAINTAIN (altitude) AT (specified speed) KNOTS.

What is the phraseology to notify a pilot that an airspeed adjustment is no longer needed?

RESUME NORMAL SPEED

At least 2 miles outside the approach gate unless one of the following exists:

1. When the reported ceiling is at least 500 feet above the MVA/MIA and the visibility is at least 3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate.

2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.

 EN ROUTE. What is one provision that is required before an aircraft may be vectored to the final approach course?

The approach gate and a line (solid or broken), depicting the final approach course starting at or passing through the approach gate and extending away from the airport, be displayed on the radar scope; for a precision approach, the line length shall extend at least the maximum range of the localizer; for a nonprecision approach, the line length shall extend at least 10NM outside the approach gate.

If deviations from the final approach course are observed after initial course interception, apply the following:

1. Outside the approach gate: if necessary, vector the aircraft for another approach.

2. Inside the approach gate: inform the pilot of the aircraft's position and ask intentions

Issue all of the following to an aircraft before it reaches the approach gate:

a. Position relative to a fix on the final approach course. If none is portrayed on the radar display or if none is prescribed in the procedure, issue position information relative to the navigation aid which provides final approach guidance or relative to the airport.

b. Vector to intercept the final approach course if required.

c. Approach clearance except when conducting a radar approach. Issue approach clearance only after the aircraft is:

1. Established on a segment of a published route or instrument approach procedure.

 Apply the following minimum separation when conducting parallel dependent ILS, MLS, or ILS and MLS approaches:

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on.

2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart.

The following procedures shall be used by the final monitor controllers:

Instruct the aircraft to return to the correct final approach course when aircraft are observed to overshoot the turn-on or to continue on a track which will penetrate the NTZ.

True/False. Provide radar approaches in accordance with standard or special instrument approach procedures.

True

 If lost communications instructions will require the aircraft to fly on an unpublished route, issue an appropriate altitude to the pilot. If the lost communications instructions are the same for both pattern and final, the pattern/vector controller shall issue both. Advise the pilot that if radio communications are lost for a specified time interval (not more than 1 minute) on vector to final approach, 15 seconds on a surveillance final approach, or 5 seconds on a PAR final approach to:

1. Attempt contact on a secondary or a tower frequency.

2. Proceed in accordance with visual flight rules if possible.

3. Proceed with an approved nonradar approach, or execute the specific lost communications procedure for the radar approach being used.

What is the phraseology when instructing the aircraft to change frequency for final approach guidance, include the name of the facility?

CONTACT (name of facility) FINAL CONTROLLER ON (frequency).

Accomplish the following steps to complete communications transfer on single frequency approaches after completion of a handoff:

1. Transferring controller: Position transmitter selectors to preclude further transmissions on the special use frequencies.

2. Receiving controller: Position transmitter and receiver selectors to enable communications on the special use frequencies.

3. Do not require or expect the flight to check on frequency unless an actual frequency change is transmitted to the pilot.

True/False. Provide recommended altitudes on final approach if the pilot requests. If recommended altitudes are requested, inform the pilot that recommended altitudes which are at or below the published MDA will be given for each mile on final.

False. at or above

Discontinue surveillance approach guidance when:

1. Requested by the pilot.

2. In your opinion, continuation of a safe approach to the MAP is questionable.

3. The aircraft is over the MAP.

Inform the aircraft when it is approaching glidepath approximately how long before reaching it's glidepath?   

10 to 30 seconds

True/False. Inform the aircraft when it is passing over the approach lights.

True

Discontinue precision approach guidance when:

1. Requested by the pilot.

2. In your opinion, continuation of a safe approach to the landing threshold is questionable.

3. The aircraft passes over landing threshold.

4. The pilot reports the runway/approach lights in sight and requests to or advises that he/she will proceed visually.

The controller may suppress the display of an E-MSAW alert from his/her control position with the application of one of the following suppress/inhibit computer functions:

1. The specific alert suppression message may be used to inhibit the E-MSAW alerting display on a single flight for a specific alert.

2. The indefinite alert suppression message shall be used exclusively to inhibit the display of E-MSAW alerts on aircraft known to be flying at an altitude that will activate the alert feature of one or more MIA areas within an ARTCC.

The use of the OK function is allowed to override sector eligibility only when one of the following conditions is met:

a. Prior coordination is effected.

b. The flight is within the control jurisdiction of the sector.

Prior to initiating a coast track, ensure the following:

1. A departure message or progress report corresponding with the aircraft's current position is entered into the computer.

2. The track being started is within the Posted Time Update Interval (PTUI) of the aircraft's computer-estimated position and the Flight Plan Track Position Difference (FTPD) distance of the aircraft's flight plan route.

True/False. Use the track suspend function only when data block overlap in holding patterns or in proximity of the final approach create an unworkable situation. If necessary to suspend tracks, those which are not displaying automatic altitude readouts shall be suspended. If the condition still exists, those displaying automatic altitude readouts may then be suspended.

True

TPX-42 may be used for the following functions:

a. Tagging.

b. Altitude information.

c. Coordination.

d. Target identity confirmation.

Use the TPX-42 system as follows:

a. TPX-42 facilities shall inform adjacent facilities of scheduled and unscheduled shutdowns.

b. To the maximum extent practicable, tags should be utilized for all controlled aircraft.