ATC RULES AND PROCEDURES

Done by: AuezovaAnel

DuysenbekkyzyZhansaya

Almaty,2014

Cont

1. Do we encounter with inappropriate behaviors regarding computer ethics in Kazakhstan? Give examples.

Ethics deals with placing a “value” on acts according to whether they are “good” or “bad”. Every society has its rules about whether certain acts are ethical or not. These rules have been established as a result of consensus in society and are often written into laws.

When computers first began to be used in society at large, the absence of ethical standards about their use and related issues caused some problems. However, as their use became widespread in every facet of our lives, discussions in computer ethics resulted in some kind of a consensus. Today, many of these rules have been formulated as laws, either national or international. Computer crimes and computer fraud are now common terms. There are laws against them, and everyone is responsible for knowing what constitutes computer crime and computer fraud.

Yes, nowadays when useinternet start to growing we have a lot of problems in site of computer ethics. Most of that connected with plagiarism and hijacking information.

2. Does it exist the necessity to generate ethical principles? How to adapt them to local conditions?

Don’t think that this is a good idea. Why we think so? Because, everyone knows what is computer. If it was something new, then we could write some principles. But now, when everyone knows the “power” of computers and knows how to use it to get some privileges, think no one will read or abide by those principles.

3. Do we need the education on ethics? What kind of measures and actions can we use for that?

No. Education on ethics is something like reading application licenses. No one cares about it. No one wants to read it. Yes, maybe newbie will read this license but after some work with computer he will not even read the first line of it. Have the same problem with ethic principles. Who need that?! People want just to use computers, even if this unethical.

4. Do we need the legal sanctions? How it carries out in local conditions?

No. It will be something absurd. All this computer ethics are subjective. If it was objective, if it has some evidence of not abiding principles, then it could be possible. How can you prove that? All principles have written indefinably. There are a lot of examples of such kind of sanctions, but all of them just make angry people.

5. What kind of security problems we meet with?

There are many problems. But most of them are related to web security. For example, the theft of personal information. In most cases, it is the fault of the user. They just use simple passwords. They put personal information in a public place. But sometimes it is the fault of the server. In this case, it is the lack of web security.

6. What is the impact of them to development in terms of economic results (harm and other issues)?

Again, as an example, let's steal information. Did you know that at the beginning of this year, someone hacked Adobe company and publish all its database online? Of course, this situation affects their reputation and profits. Their stock has fallen. This situation leaves a scar on the history of the company. These are the simplest examples of the impact on the economy of a single company. Sometimes, some information may have an affect even in the country. There are many other examples.

ATC RULES AND PROCEDURES

V YEAR

1. - Selection procedures of RW-in-use –7.2 (4444)

The term “runway-in-use” shall be used to indicate the most suitable runway for use by the types of aircraft expected to land or take off the aerodrome.

Normally, an aircraft will land and take off into wind until safety, the runway configuration, weather conditions and available instrument approach procedures or air traffic conditions determine that a different direction is preferable.

In selecting the runway-in-use the unit providing aerodrome service shall take into consideration:

- surface wind and direction,

- other relevant factors such as the aerodrome traffic circuits, the length of runway, approach and landing aids available.

If the runway-in-use is not suitable for the involved operation, the flight crew may request permission to use the other runway and should be cleared accordingly, if circumstances permit.

- What is area (approach, aerodrome) control service. –4.1.1, 4.1.2, 4.1.3 (4444)

Area Control Service – is Air traffic control service for controlled flights in control areas provided by:

1. an area control centre (ACC); or

2. the unit providing approach control service in a control zone or in a control area of limited extent which is designated primarily for the provision of approach control service, when no ACC is established.

Approach Control Service – is Air traffic control service for arriving and departing controlled flights provided by:

1. an aerodrome control tower or an ACC, when it is necessary or desirable to combine under the responsibility of one unit the functions of the approach control service and those of the aerodrome control service or the area control service; or

2. an approach control unit, when it is necessary or desirable to establish a separate unit.

Approach Control Service may be provided by a unit co-located with an ACC, or by a control sector within an ACC.

Aerodrome Control Service – is Air traffic control service for aerodrome traffic provided by an aerodrome control tower.

ATC Service shall be provided to:

- all IFR flights

- all VFR flights

- special VFR flights

- all aerodrome traffic at controlled aerodrome.

Responsibility of control of all aircraft operating within defined airspace shall be given to only one air traffic control unit.

Large portions of airspace are controlled airspace within which ATC Service is provided.

The prime objectives o air traffic services (Annex 11) is to prevent collision between aircraft, whether taxiing on the manoeuvring area, taking off, landing, en-route, or at holding pattern at destination aerodrome.

Air Traffic Controller has to provide operating flights with additional information upon crew’s request and to provide alerting service.

2. - Controller’s action during coordination. –6.3.2.2 (4444)

Where standard clearances for departing aircraft have been agreed to between two units concerned, the aerodrome control tower will normally issue the appropriate standard clearance without prior coordination with or approval from the approach control unit or ACC.

Prior coordination of clearances should be required only in the event that a variation to the standard clearance or the standardized transfer of control procedures is necessary or desirable for operational reasons.

Provision shall be made to ensure that the approach control unit at all times is kept informed of the sequence in which aircraft will depart as well as the runway to be used.

Provision shall be made to display the designators of assigned SIDs to the aerodrome control tower, the approach control unit and/or the ACC as applicable.

- Where shall flight information service and alerting service be provided? –4.2, 7.1.1, 7.1.2 (4444)

Flight information service and alerting service be provided as follows:

- within a FIR: by a flight information centre, unless the responsibility for providing such services is assigned to an air traffic control unit with adequate facilities for such responsibilities;

- within controlled airspace and at controlled aerodromes: by the relevant air traffic control units.

Aerodrome control tower shall issue information and clearance to aircraft under their control to achieve a safe. Orderly and expeditious flow of air traffic on and in the vicinity of the aerodrome with the object of preventing collisions between:

- aircraft flying within the designated area of responsibility of the control tower including the aerodrome traffic circuits;

- aircraft operating on the manoeuvring area;

aircraft landing and taking-off;

- aircraft and vehicles operating on the manoeuvring area;

- aircraft on the manoeuvring area and obstructions on that area.

Aerodrome controllers shall maintain a continuous watch on all flights operations on and in the vicinity of the aerodrome as well as vehicles and personnel on the manoeuvring area. They shall maintain watch by visual observation and with a help of radar in low visibility if available. Traffic shall be controlled in accordance with the procedures set forth and all applicable rules specified by the appropriate ATS authorities. If there are other aerodromes within a control zone, traffic at all aerodromes within such a zone shall be coordinated so that traffic circuits do not conflict

The functions of an aerodrome control tower may be performed by different control or working positions, such as:

- aerodrome controller, normally responsible for operations on the runway and aircraft flying within the area of responsibility of the aerodrome control tower;

- ground controller, normally responsible for traffic on the manoeuvring area with the exceptions of runways;

- clearance delivery position, normally responsible for delivery of start-up and ATC clearances to departing IFR flights.

Where parallel or near-parallel runways are used for simultaneous operations, individual aerodrome controllers should be responsible for operations on each of the runways.

Aerodrome control towers are responsible for alerting the rescue and fire fighting services whenever:

- an aircraft accident has occurred on or in the vicinity of the aerodrome; or

- information is received that the safety of an aircraft which is or will come under the control of the aerodrome control tower may have or has been impaired; or

- requested by a flight crew; or

- when necessary or desirable.

Procedures concerning the alerting of the rescue or fire fighting shall be contained in local instructions. Such instructions shall specify the type of information to be provided to the rescue and fire fighting services, including type of aircraft and type of emergency and, when available, number of persons on board, and any dangerous goods carried on the aircraft.

Aircraft which fail to report after having been transferred to an aerodrome control tower, or, having once reported, cease radio contact and in either case fail to land five minutes after the expected landing time, shall be reported to the approach control unit, ACC or flight information centre, or to the rescue coordination centre or rescue sub-centre, in accordance with local instructions.

3. - Essential local traffic information- 7.3.1.3 (4444)

Information on essential local traffic should be issued in a timely manner, either directly or through the unit providing approach control service when such information is necessary in the interests of safety, or when requested by aircraft.

Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may constitute a hazard to the aircraft departing or arriving.

____________________________________________________________________

It is information which has to be given to the crew in case there is any other aircraft, vehicle or personnel on or near the manoeuvring area or there is any traffic operating in the vicinity of the aerodrome and this may constitute a hazard to the aircraft concerned, e.g.

Traffic 11 o’clock crossing left to right B 747,

maintain own separation.

Essential local traffic information shall to be ```issued by the unit providing control service when such information is necessary in the interest of safety or when requested by the aircraft.

- What is “IFR rules”? What is “VFR rules”? Change from IFR to VFR flight.– 4.8 (4444)

IFR- is such kind of rules that provide safety during flights and ATC units provide safe separation minima between aircraft at the same time.

VFR- is such kind of rules that provide safety during the flight and responsibility on separation and maintaining minimum safe altitudes lies on the pilot, and he maintains VMC.

Change from IFR flight to VFR flight is only acceptable when a message “CANCELLING MY IFR FLIGHT”, together with changes made to the current flight plan, is received from the pilot-in-command.

Acknowledgement “IFR FLIGHT CANCELLED AT…. (time)” should normally be made by an air traffic services unit.

When an ATC has an information that IMC are likely to be encountered along the route of flight, a pilot changing from IFR flight to VFR flight should be so advised.

An ATC unit receiving notification of an aircraft’s intention to change from IFR flight to VFR flight shall, as soon as possible, inform all other ATS units to whom the IFR plan was addressed.

4. - Essential aerodrome information. – 7.4.1, 7.4.2, 7.4.3. (4444)

EAI is information regarding to the manoeuvring area (traffic or facilities at the aerodrome). This information is very important and necessary to safety operations of the aircraft, especially if a pilot is not familiar with the aerodrome.

This information should be passed to aircraft whenever possible prior to start up or taxi and prior to landing. Essential information on aerodrome conditions shall be given to any aircraft in sufficient time for the aircraft to make proper use of it, and the hazards shall be identified as distinctly as possible.

It includes:

- construction or maintenance work on, or adjacent to the manoeuvring area;

- rough or broken surfaces on a runway, , whether marked or not

- snow, slush or ice on runway, a taxiway or an apron;

- water on runway, a taxiway or an apron;

- snow banks or drifts adjacent to a runway, a taxiway or an apron;

- other hazards, including parked aircraft and birds on the ground or in the air;

- failure or irregular operation of part or all of the aerodrome lighting system;

- any other pertinent information.

- How do you understand “Human Factor”?

Human factor in aviation means "human error" factor involved in an aviation accident, crash; as opposed to failure of mechanical, electrical, other equipment.Human error is responsible for at least 30% of aviation accidents. This essay examines some of the human variables: pilot error and fatigue, air-traffic controller problems, unruly passengers and inadequate training.
Far too many accidents and problems in aviation are due to human error. This goes beyond pilot error. Sometimes it can be a mechanic leaving a tool in the cowl of an engine. It can be a problem with air traffic controllers or even unruly passengers.

5. - Information related to aerodrome conditions. - 7.3.1.2, 7.3.1.4 (4444)

Aerodrome and meteorological information:

Prior to taxiing for take-off, aircraft shall be given the following information in the listed order, except that, which is known to be already received by an aircraft:

- the runway to be used;

- the surface wind direction and speed, including significant variations;

- The QNH altimeter setting (the QFE altimeter setting);

- The air temperature for the runway to be used, in case of turbine-engined aircraft;

- The visibility if less than 10 km, or RVR;

- The correct time.

Prior to take-off aircraft shall be advised of:

- Any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR;

- Significant meteorological conditions (cumulonimbus, thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sand storm, dust storm, blowing snow, tornado or waterspout) in the take-off and climb-out area.

Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be advised of:

- The runway to be used;

- The surface wind direction and speed, including significant variations

- The QNH (QFE) altimeter setting.

In the event of any obstruction on the runway such as an aircraft or vehicle, animals or birds on the runway, appropriate action shall be taken, as follows:

In all cases inform the aircraft of the obstruction and its location on the runway;

Cancel the take-off clearance for an aircraft which has not started to roll;

Instruct a landing aircraft to go around.

- What is the role of an ATCO in case of medical emergencies?

While the decision to divert will always rest with pilots, air traffic controllers provide an essential link with medical services on the ground. Once a decision to divert has been taken, the controller is responsible for making sure that the appropriate medical services are properly informed and standing by, ready for action when the airplane lands.

6. - Procedure of aerodrome traffic (vehicle) and people control in the manoeuvring area. –7.5.3.2(2.1, 2.2) (4444)

The movement of pedestrians and vehicles on the manoeuvring area shall be subject to authorization by the aerodrome control tower.

Before entry to the manoeuvring area, entry to runway or runway strip or change in the operations, persons, including drivers of all vehicles, shall obtain authorization from the aerodrome control tower.

All vehicles and pedestrians shall give way to aircraft which are landing, taxiing or taking-off, except that emergency vehicles proceeding to assist an aircraft in distress have priority over all other surface movement traffic.

When an aircraft is landing or taking off, vehicles shall not be permitted to hold closer to the runway-in-use than:

1. at a taxiway / runway intersection – at a runway holding position; and

2. at a location other than a taxiway / runway intersection – at a distance equal to the separation distance of the runway-holding position.

Date: 2014-12-29; view: 1405