Ground Delivery Clearance

В ЫЛ Е Т

выдача диспетчерского разрешения на полет, запуск двигателей

Taxi, Taxiing, запуск двигателей и руление до предварительного старта Ground,

Tower взлет (старт)

Approach набор высоты, выход из района аэродрома.

При наличии радиолокатора позывной – ‘ Radar ’. Возможен позывной ‘ Departure ’, обозначающий, что данный диспетчерский пункт обслуживает только вылетаю-щие ВС и имеет вторичный радиолокатор. Control - контролируемый маршрутный полет. При наличии радиолокатора позывной - ‘ Radar ’.

П Р И Л Е Т Control аналогично п. ‘Вылет’

Approach снижение, предпосадочный маневр,

Информация об условиях посадки. При наличии радиолокатора

позывной - ‘ Radar ’. Позывной ‘ Arrival ’ означает обслуживание прилетающих ВС и наличие вторичного обзорного радиолокатора

Director радиолокационное векторение на предпосадочную прямую, как правило, ниже эшелона перехода

Tower самостоятельный заход ВС на прямой, разрешение посадки, полет по кругу по ПВП, движение по ВПП

Precision заход по посадочному радиолокатору, использует частоту, отдельную от TOWER

Taxi, Taxiing, Ground, движение по аэродрому Apron

STANDARD EXPRESSIONS:

Extend downwind leg Join right base

Hold short of Report vacated In sight

Wilco / Wildo

At your discretion SID

(Standard Instrument Departure) Work in progress

To issue departure clearance

затяните третий (третий по команде) следуйтеправымдоворотомк 4 развороту остановитесь перед

доложите, когда освободите ВПП в поле зрения

ваше сообщение понял и буду выполнять

по вашему усмотрению стандартная схема выхода ВС по приборам из зоны аэродрома ведутся работы

выдавать разрешение на взлет

Aviation English Fundamentals | 121

Ex. 171. A: Read and translate these sentences.

B: Make up your own sentences with the new words.

1. Delay is not determined.

2. Take off or vacate the RW immediately. 3. What is your destination?

4. Pushback approved, TW 5.

5. Taxi via taxiways 8 and 1 to holding point RW 12. 6. Slot time 16.30. Start up at your discretion.

7. Are you ready to copy your route clearance? 8. Report the B-747 on final in sight.

9. Contact Approach on 118,3.

10. Make an orbit to your left to give way to TU-204. 11. There was danger of collision at FL 220.

12. You are number three to land. Extend downwind leg. 13. Join left base and report turning final.

14. The plane lost altitude due to wake turbulence after the preceding jet aircraft. 15. The aircraft had to burn out fuel in order to lose weight.

Reading

Ex. 172. A: Read and translate word combinations.

Route clearance, to obtain taxi instructions, to copy landing instructions, to enter the traffic cir-cuit, to join base leg, to extend downwind leg, to report on final, in sight, in use, out of sight, out of use, due to wake turbulence, report at holding point, hold short taxiway 4, squawk 1254, SID N (stan-dard departure November), line up and wait, delay is not expected, holding fix, at your discretion, ur-gent call, under radar control.

B: Read the text paying attention to the way they are used in the context.

Ex. 173. A: Read and translate word combinations (noun+noun structure) B: Use them in your own sentences.

Flight plan, time check, departure ATIS, region code, traffic circuit, start-up area, radar display, position information, route clearance, TW closure, RW occupancy, airways flight, airfield data, taxi clearance, flight conditions, slot time, wind direction, safety service, identity lable, surface level, traffic situation, radar data, flight progress strip, taxiway system.

Aviation English Fundamentals | 122

Reading

Text. AERODROME CONTROL

The basic unit of ATC is known as Aerodrome Control, referred to colloquially as ‘ The Tower ’. In the words of an ICAO doc-ument, the tower issues ‘ information to aircraft under its control to achieve a safe, orderly and expedi-tious flow of air traffic on and in the vicinity of the aerodrome with the object of preventing collisions be-tween:

a) aircraft flying in the traffic circuit around an aerodrome;

b) aircraft operating on the manoeuvring area;

c) aircraft landing and taking off;

d) aircraft and vehicles operating on the manoeuvring area;

e) aircraft on the manoeuvring and obstructions on that area.

The manoeuvring area is defined as ‘ that part of an aerodrome to be used for take-off, landing and taxying of aircraft, excluding aprons’. In other words, the runways and taxiways whether paved or natural surfaced.

Among its other important responsibili-ties is alerting the safety services in case of ac-cident or emergency, and the reporting to pi-lots of any unserviceable navigational or light-ing equipment. Airfield lighting is also operat-ed from the tower. The runway-in-use is se-lected with regard for wind strength and direc-tion, and normally a pilot will expect to land or take-off as nearly into wind as possible. The tower controller also takes into account other factors, such as runway lengths and the ap-proach and landing aids available, as well as other traffic. If the runway-in-use is not consi-dered suitable, the pilot-in-command may re-quest permission to use another one.

To facilitate the running of the busiest air-ports it is often necessary to split the duties of Aerodrome Control into Air Control and Ground Movement Control (GMC). The latter’s responsibility covers aircraft moving on the apron and aircraft and vehicles on the ma-noeuvring area except on runways and their access

points. At some very busy airports GMC is sub-divided with, for example, separate frequencies for inbound and outbound aircraft at Chicago O’Hare and for the two main runways at Atlanta, and sepa-rate north and south frequencies at Los Angeles International. Tower, (Air Control) may also be split into two for different runways or sectors of an air-port. For operations in bad visibility, many airports are equipped with ground movement radar to assist the controllers in monitoring the positions of traffic on the runways and taxiways. Further developments include identity labels added to aircraft images on the radar display and Mode S datalink to confirm position information.

Associated with Ground Control is the Clearance Delivery frequency which is used to pass route clearances to aircraft prior to taxi. Call-sign in Europe is usually Delivery, in North America Clearance. A useful method of reducing R/T communications is the Departure ATIS which broadcasts continuous information on QNH, runway-in-use, wind direction and speed, temperature, and any other pertinent information such as taxiway closures and unserviceabilities.

Runway occupancy is governed by the fol-lowing rules:

a) An aircraft shall not be permitted to begin take-off until the preceding aircraft is seen to be airborne or has reported ‘airborne’ by R/T and all preceding landing aircraft are clear of the runway-in-use.

b) A landing aircraft will not be permitted to cross the beginning of the runway on its final approach until a preceding departing is airborne.

ICAO allows landing clearance to be issued when there is a reasonable assurance that the se-paration described above will exist when the air-craft crosses the RW threshold. It must not, how-ever, be issued until a preceding landing aircraft has crossed the RW threshold.

Airports outside controlled airspace possess an aerodrome traffic zone through which flight is prohibited without ATC clearance. The circuit (pattern - Amer.) height is normally 1,000 ft above surface level but at some airfields it may be different.

Aviation English Fundamentals | 123

The circuit is divided into four legs: crosswind, downwind, base, and final ap-proach. The standard circuit-joining proce-dure is to arrive overhead the field at 2,000 ft and descend to 1,000 ft on the dead side, i.e. the one opposite the live downwind leg. While watching for departing traffic, the pilot then joins the crosswind leg over the upwind end of the active runway. This should ensure that a joining aircraft does not conflict with one just airborne, as there have been numerous cases of collisions because of careless rejoins in the past. At many controlled airports the standard join is not used, aircraft are authorized to join directly onto final, base, or downwind.

Scheduled and other large aircraft are usually fed straight into the final approach. One way to achieve this safely, if there is a cir-cuit traffic, is to instruct the trainer to extend downwind leg until he has the arriving traffic in sight and then to follow it. The other way is an orbit - a 360° turn - always away from the final approach, to be continued until the traffic is sighted.

The first method has the disadvantage that a strong tailwind may carry the aircraft out of sight of the aerodrome. An orbit may be impracticable because of following traffic in the circuit. In busy traffic situations when large aircraft are expected, trainers may be told to land and taxi back to the holding point to await further take-off clearance. Another com-plication is vortex wake (wake turbulence), a phenomenon often referred to as slipstream or propwash. This is a rapidly moving cylinder of air from each wingtip which can be strong enough to overcome the control forces of a following aircraft and invert it. There are three categories (four in the UK), depending upon maximum total weight at take-off, these being Heavy, Medium, and Light. The Aerodrome Controller is, of course, pre-warned of arriving traffic by Approach and at some places he handles both functions on the same frequency. Similarly, for departing IFR flights he will have the flight progress strips, made up when the flight plan was filed with ATC. Aircraft on IFR flight plans should first require permission to start engines so that ATC can warn of any de-lays and thus minimize fuel burn. The aircraft should be

given an Approved Departure Time (known as ‘ slot ’). A short time is allowed beyond this to cover taxying delays. Sometimes ATC will allocate a start-up time so that aircraft can taxi to the runway in a pre-planned manner.

If there is no delay, ‘ Start-up approved ’ is passed, together with the outside air temperature in degrees Celsius. (Fahrenheit in the USA, Cana-da and a few other places.) The QNH, QFE, runway-in-use, and wind information may be giv-en in the same transmission, although this is op-tional. The alternative is to pass them when taxi clearance is given. In practice, pilots often call in advance for this airfield data, acknowledge it and say ‘ call you again for start ’. The presence of a De-parture ATIS makes this unnecessary, of course.

If there are no problems, taxi instructions will be given to the appropriate runway. Mean-while, ATC will obtain an airways clearance from the parent ACC by land line and this is passed to the aircraft. (Where a Clearance Deli-very frequency is used this will already have been done).

Standard Instrument Departure routes (SIDs) are designed to minimize conflict with those taken by arriving aircraft. Ideally,the se-quence of departing aircraft will be organized so that the first will turn on its desired route one way, the second - the other, and a third will climb straight ahead. Various combinations of these will reduce delay to a minimum and the demands of vortex wake separation are also taken into ac-count. Immediately after take-off an aircraft is transferred to Approach, Departure, or Area Control. By local agreement, Area may delegate great amount of airspace to Approach Control for separation of inbound and outbound traffic.

The SSR code, or squawk as it is known, is allocated in accordance with a predetermined sys-tem. A lot of countries take part in the interna-tionally agreed Originating Region Code Assign-ment Method (ORCAM) developed by Eurocon-trol and approved by ICAO. ORCAM is designed to reduce R/T and cockpit workload by allocating an SSR code which will be retained by the aircraft from take-off to touchdown. This helps control-lers in forward planning, particularly in areas of radar data processing.

Each ACC is allocated two blocks of codes, one for internal flights (Domestic), and the other (ORCAM) for international flights. The code will

Aviation English Fundamentals | 124

depend on the destination and will be retained throughout the flight within Participating Area, being transferred from centre to centre along the route.

a) Aerodrome Control Phraseology:

Aircraft: Tower Lufthansa 135 request start-up. ATC: Lufthansa 135 start-up approved,

temperature + 8.

These start-up requests should always be made by aircraft which intend to fly airways, as there may be unexpected delays. It’s much better to postpone starting-up for a few minutes than waste fuel at the holding point. The phrase ‘Start-up at your discretion’, together with an expected departure time, may be used so that the decision is on the crew to start engines at a convenient time.

b) Aerodrome Control Phraseology:

Aircraft: Amsterdam Ground KLM 153 request pushback.

ATC: KLM 153 pushback approved.

Many airports have nose-in parking at the terminal to save apron space and to facili-tate passenger handling. Aircraft have to be pushed backwards by a tractor into a position from which they can taxi for departure.

c) Aerodrome Control Phraseology:

Aircraft: Tower Skybird 123 request taxi.

ATC: Skybird 123 taxi Charlie hold Runway 27 via the parallel taxiway, wind 240 at 12 knots, QNH 1008.

Taxi instructions must always specify a clearance limit, which is the point where an aircraft must stop and ask for further permis-sion to proceed. The limit is normally the holding point of the runway-in-use, but it may be an intermediate position. Many airports have complex taxiway systems and each signif-icant section is given a letter, number, or al-phanumeric. Some have such names as North West Taxiway, Parallel, Outer, Inner, and Loop.

The ideal is to establish a circular flow of taxying aircraft so that the ones just landed do not get in the way of those moving to the holding point. A refusal to give crossing clearance of an active runway is passed in the form: ‘ Iberia 123 hold short Runway 27’. Permission to continue is: ‘ Iberia 123 cross RW 27 report vacated’.

Now an aircraft is ready for departure and awaits permission from the Tower. If the runway is occupied by traffic which has just landed, the air-craft will be told to ‘ line-up ’, the American equiva-lent being ‘ Taxi into position ’. If there is traffic on final, the aircraft at the holding point may be told: ‘ Behind the 737 on short final, line-up behind ’. Care must be taken that there is no possibility of confusion with another aircraft which may have just landed. Where a preceding aircraft is beginning its take-off roll, the second aircraft may be told: ‘After the departing DC-9, line-up’. The use of the words ‘cleared immediate take-off’ means that the aircraft go without delay to leave the runway free for land-ing traffic. It is only to be used where there is actual urgency.

Here is the example of R/T phraseology with the landing aircraft:

d) Aerodrome Control Phraseology:

Aircraft: DNK five miles east for landing.

ATC: DNK join right hand downwind RW 05, QFE 1004.

or: DNK cleared straight-in approach RW 27 QFE 1004.

Aircraft: DNK downwind.

ATC: DNK Number 2, follow the Cessna 150 on base.

Aircraft: DNK Number 2, traffic in sight. or

ATC: DNK extend downwind, number 2 to a Cessna 150 4 miles final on radar approach.

Aircraft: DNK wilco.

Instructions to carry out a missed ap-proach may be given to avoid an unsafe situation, such as when one aircraft is too close behind another on final.‘ DNK go around, I say again, go around. Acknowledge ’.

Depending on local procedures, a departing air-craft will be retained on the tower frequency until it is clear of the circuit or changed to Approach immediately. Airways flights will be transferred to

Aviation English Fundamentals | 125

the ACC just after take-off or as soon as they have been separated from any conflicting traf-fic by Approach or Departure Control.

When landing roll is completed, the ar-riving aircraft will be told to clear the runway in the following manner:

e) Aerodrome Control Phraseology ATC: DNK vacate left.

ATC: DNK taxi to the end, report runway vacated. or

ATC: DNK take next right. When vacated contact Ground 121,7.

The appropriate taxying instructions are then passed. Pilots may also be given their airborne and landing times by the tower. A further detail is defined as ‘ Essential Aerodrome Information’ and refers to any obstruction or unserviceability which may affect operations. It is always prefixed ‘ caution ’ and some examples follow:

f) Aerodrome Control Phraseology:

ATC: Caution work in progress ahead north side of the

taxiway.

Caution large flocks of birds south of RW 27.

Ex. 174. Comprehension check:

1. What is the function of the Tower? 2. What is a manoeuvring area used for?

3. How can the Aerodrome Control be sub-divided?

4. What information is passed on Clearance Delivery frequency? 5. What kind of information is broadcast on ATIS frequency?

6. How is the traffic circuit divided?

7. What is the standard circuit-joining procedure? 8. What is an orbit?

9. What do you know about the vortex wake? Why may it be dangerous? 10. How can fuel burn be minimized on ground?

11. What is Slot Time?

12. What are SIDs designed for? 13. What is squawk?

14. Why does an SSR code reduce R/T workload?

Vocabulary Practice

Ex. 175. A: Decode abbreviations:

1. SSR secondary ……………… radar 2. ATIS …………… terminal……………… service

3. VFR visual

4. SID standard

5. ILS ………….. 6. PAR ………….. 7. FIR flight

8. ATC ………….. 9. SAR search

10. VMC visual

flight ……………… landing approach ……………… traffic and

………………

……………… departure system ……………… ……………… ……………… ………………

………………

Aviation English Fundamentals | 126

B: Make up your own word combinations using abbreviations from section A:

Ground Delivery Clearance

Поиск по сайту