1. conditions
2. flight plan 3. boundary 4. approach 5. Alpha 3 6. code
7. team
8. localizer
9. information 10. unit
Ex. 176. Find the English equivalents to the following.
1) условия выхода,
2) под радиолокационным контролем, 3) задержки не ожидается,
4) останавливаться перед рулежной дорожкой,
5) устанавливать код ответчика, 6) входить в круг полетов,
7) вне поля зрения,
8) радионавигационная точка ожидания, 9) доложить на предварительном старте,
10) доложить на предпосадочной прямой, 11) занять исполнительный и ждать,
12) из-за спутного следа,
13) затягивать третий разворот, 14) записывать условия посадки,
15) получать инструкции по рулению, 16) срочный вызов,
17) на ваше усмотрение,
18) стандартная схема выхода,
19) вписываться в круг полетов на участке между 3 и 4 разворотами.
Reading
Ex. 177. A: Read and translate word combinations.
A country’s air route system, to depend upon the complexity and size of the air space, to be located on or adjacent to an airport, to be fed with data, both verbal and electronic, to pro-vide the fullest coverage of the route system, to co-ordinate passage from one sector to another, to separate aircraft using horizontal and/or vertical separation, by procedural me-thods or with the aid of radar, to have priority over other aircraft, to issue route clearances, by calculating in advance the time an aircraft will pass each reporting point along its route, to ensure that the required time separation from a preceding aircraft is being maintained, to be subject to local agreements between the ATC units concerned, to pass
a ‘release message’; to include callsign and type, point of departure, release point, ETA, and lev-el at the terminal beacon or holding stack; to be made flexible to react to differences in the flow of traffic, to be downgraded to Advisory Route sta-tus, to assume the same responsibilities as air traf-fic control service in the avoidance of collisions, available information regarding the location of traffic in the area concerned may be of doubtful accuracy and completeness, in addition to issuing instructions to aircraft under control; to supply emergency assistance in the form of D/F, steers, and fixes; the provision of available information to VFR flights, concerning traffic and weather conditions along the intended route, to make op-erating under VFR impracticable.
© НИЛ НОТ НИО УВАУ ГА(и), 2009 г
Aviation English Fundamentals | 127
B: Read Text “Area Control” paying attention to the way they are used in the context.
Text. AREA CONTROL
Aircraft flying on a country’s air route system are controlled from one or more Area Control Centres (ACCs). The number of such facilities depends upon the complexity and size of the air.space but the trend is towards reduc-ing the number of ACCs and thus the amount of co-ordination necessary. ACCs are not nec-essarily located on or adjacent to an airport, although many are. They are fed with data, both verbal and electronic, from remote transmitter / receiver sites and radar aerials heads which are located to provide the fullest coverage of the route system.
For ease of operation the work of an ACC is divided into sectors, each having one or more radio frequencies. Sector boundaries are normal-ly delineated by radio beacons or en route re-porting points. In some states upper airspace has its own sector(s). In all cases the controllers work closely together to co-ordinate passage from one sector to another. The three types of sector control organizations are:
a) procedural control sectors where radar is not available;
b) procedural control sectors assisted by radar;
c) radar control sectors supported by procedural control.
The ACC’s basic function is to separate aircraft using horizontal and / or vertical sepa-ration, either by procedural methods or with the aid of radar. Flight levels are assigned, as far as practicable, according to those requested in the Flight Plan. An aircraft already at cruis-ing level will normally have priority over other aircraft desiring that cruising level. When two or more aircraft are at the same cruising level, the preceding aircraft usually has priority. The ACC issues route clearances based on the in-formation in filed Flight Plans. These clear-ances are passed landline to the departure point. Some are complicated initial routes to establish on an airway, others are a simple Standard Instrument Departure (SID) designa-tor and an SSR squawk.
Procedural separation (i.e. where radar is not available) is achieved by calculating in ad-vance the time an aircraft will pass each reporting point along its route, based on its flight planned true airspeed and forecast winds at cruising level. The actual time over each reporting point is mo-nitored by the controller and compared with the pre-calculated figure to ensure that the required time separation from a preceding aircraft is being maintained. Up to flight level 290, even levels are allocated to westbound flights and odds to east-bound. Above flight level 290, greater vertical se-paration is applied. A typical position report to the standard format is as follows: ‘ Speedbird 123 GUVAS at 15 Flight Level 310 estimate KOVIS 35 Recife next’.
En-route aircraft are handed over to the next ACC along the route, the estimated time for the boundary being passed well in advance by tel-ephone or other means such as HF radio. This transfer of control is subject to local agreements between the ATC units concerned, which are of-ten in neighbouring countries. The accepting con-troller may require the aircraft at a higher or lower level because of conflict with existing traffic or, in exceptional circumstances, to hold at the boun-dary until the airspace is clear.
For aircraft landing within its airspace, an ACC passes a ‘release message’ to the approach control unit at destination. This information includes callsign and type, point of departure, release point, ETA, and level at the terminal beacon or holding stack. The release point is made flexible to react to differencies in the flow of traffic. It may be a position, time, or level. For example, if the release is ‘ passing Flight Level 50 ’, approach may not change the heading of the air-craft until he has received a ‘ passing FL 50 ’ report. The reason for this is that Area Control may have been separating the inbound aircraft from other traffic above FL 50.