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Primary radar is used to detect aircraft range and azimuth, this system utilizes ground based equipment and is not dependent upon special components on board the aircraft. How ever, because of its many disadvantages which limit its effectiveness in air traffic control, the air traffic control radar beacon system (ATCRBS) was developed to overcome the problems of primary radar. This system known as secondary radar requires the use of three additional components to the basic radar equipment. Interrogator - mounted on the radar antenna, this ground based transmitter receiver scans in synchronism with the primary radar and transmits discrete radio signals which repetitively request all transponders, on the mode being used, to reply. Decoder - attached to the radarscope console. This equipment enables the controller to assign discrete transponder codes to each aircraft under his control. Transponder -located in the aircraft. This airborne transmitter-receiver automatically receives the signals from the interrogator and selectively replies with a specific pulse group (code) only to those interrogators being received on the mode to which it is set. The advantages of secondary radar over primary radar include reinforcement of radar targets and rapid target identification. It also provides a unique display of selected codes as well as displaying altitude readout. Currently four radar systems have been put into use. Two provide azimuth and range data only and are called surveillance systems, they are airway surveillance radar and aerodrome surveillance radar. The other two provide altitude information, as well as azimuth and range, they are the automated radar terminal systems and precision approach radar. Airway surveillance radar is a long range radar system designed primarily to provide a display of aircraft locations over large areas for ATC controllers to separate en route aircraft. Aerodrome surveillance radar provides short range coverage in the vicinity of an airport and to serve as an expedition means of handling terminal area traffic through observation of precise aircraft locations on a radarscope. Approach controllers mainly use ASR as an instrument approach aid.2. is the special component on board the aircraft
Primary radar is used to detect aircraft range and azimuth, this system utilizes ground based equipment and is not dependent upon special components on board the aircraft. How ever, because of its many disadvantages which limit its effectiveness in air traffic control, the air traffic control radar beacon system (ATCRBS) was developed to overcome the problems of primary radar. This system known as secondary radar requires the use of three additional components to the basic radar equipment. Interrogator - mounted on the radar antenna, this ground based transmitter receiver scans in synchronism with the primary radar and transmits discrete radio signals which repetitively request all transponders, on the mode being used, to reply. Decoder - attached to the radarscope console. This equipment enables the controller to assign discrete transponder codes to each aircraft under his control. Transponder -located in the aircraft. This airborne transmitter-receiver automatically receives the signals from the interrogator and selectively replies with a specific pulse group (code) only to those interrogators being received on the mode to which it is set. The advantages of secondary radar over primary radar include reinforcement of radar targets and rapid target identification. It also provides a unique display of selected codes as well as displaying altitude readout. Currently four radar systems have been put into use. Two provide azimuth and range data only and are called surveillance systems, they are airway surveillance radar and aerodrome surveillance radar. The other two provide altitude information, as well as azimuth and range, they are the automated radar terminal systems and precision approach radar. Airway surveillance radar is a long range radar system designed primarily to provide a display of aircraft locations over large areas for ATC controllers to separate en route aircraft. Aerodrome surveillance radar provides short range coverage in the vicinity of an airport and to serve as an expedition means of handling terminal area traffic through observation of precise aircraft locations on a radarscope. Approach controllers mainly use ASR as an instrument approach aid.1. The basic radar equipment can detect .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.5. Severe storms in the springtime are highly associated with .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.4. Upper - level support hereby refers to .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.3. Springtime storms are very strong owing to .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.2. For any low - pressure system to develop into a storm .
It can be argued that the most violent weather in the U.S. is related to spring time storms. The other prime candidate would be the strong hurricane, which may do far more property damage than a springtime storm. The thunderstorm may, in turn, cause a far greater loss of life than a hurricane. As pilots, we have to study storm systems at all times of the year, but it＇s in the springtime that we face the greatest challenge - simply because there are more storms and they are more violent. Clues we might use in other seasons take on new meaning in the spring. For any low-pressure system to develop and turn into a storm, it has to have upper-level support. A trough, or area of low pressure, aloft has to come along and aid and abet the development of a strong low at the surface. Often when conditions are turning up for a big storm the weather map will show several weak surface lows. One of those, the one that gets the proper upper-level support, will become the main event. Or a new low may form along a stationary front when conditions aloft provide the necessary support. Temperature contrast is one reason that springtime storms are often so strong. In the spring the air aloft remains cold, especially the air that moves down from over Canada, but the surface air is warming up and tends to become warmer earlier in the season than does the air aloft. Cold air over warm is the unstable condition, the upper-level support. How might even a southwesterly flow aloft be cold? It could be air drawn down from Canada that turned the tip of a trough aloft and then headed back toward the northeast，flowing over warmer air at the surface. It is that condition that creates a firecracker effect in the springtime atmo sphere. In the springtime, then, a strong southwesterly flow aloft - 500 millibars or about 18,000ft is the key level - means that conditions can become active. It doesn＇t happen every time but, on the other hand, severe storm activity doesn＇t often develop when the gener al upper level flows, is out of the northwest. There you have cold air aloft over cold air at the surface. Likewise, a straight east-west flows aloft doesn＇t suggest a high likelihood of severe weather. But there are always exceptions to meteorological rules of thumb. With those basics, which, hopefully, we all review before each spring flying season, let’s go flying.1. Comparatively speaking, which of the following statement is true?
As with aerodrome control and approach control, so with area control, coordination is the vital function which links all of these services. Aircraft which are receiving an air traffic control service or an advisory service from an air traffic control center (ATCC) or from a sector within that ATCC, must not be permitted to penetrate the airspace of another ATCC or sector unless prior coordination has taken place. In all coordination it is important to recognize that they must take place ahead of the concerned aircraft＇s movement, and that the responsibility for initiating this action rests with the controller of the unit or sector which is transferring control. It is further a requirement of coordination that the transferring controller must comply with any conditions specified by the accepting controller. For example, the accepting controller may require the aircraft to go to a higher or lower level or require the aircraft to be delayed, due to traffic in his sector. The reason, quite simply, is to ensure that no aircraft is transferred from one controlling authority to another until the airspace is clear to receive it, in accordance with the standards of separation previously described. The steps in coordination, which take place progressively, can be described as notification, negotiation and agreement. How this process is achieved is the subject of local agreement between the units concerned, often including neighboring foreign states. There are, of course, occa sions where it is not necessary to coordinate each individual movement, but these instances are subject to detailed operating procedures, agreed to and implemented by both parties. In regard to coordination with aerodrome control and approach control, the role of area control is that of a parent body, whose task is to ensure the overall efficiency and safe operation of the air traffic services. Approach control and aerodrome control units are required to comply with instructions which area control issues to achieve the objective of the air traffic control service, throughout the specific airspace for which they are responsible. For exam ple, when it is necessary to coordinate the departures from one or more aerodromes, the time at which individual aircraft can take off is specified by area control. Similarly, with traffic which is inbound to aerodromes, it is area control who issues the ATC clearance to the air craft, either to proceed to a holding facility serving the aerodrome or, if the arrival flow into a particular aerodrome permits, clear the aircraft to make R/T contact direct with approach control.5. Which of the following statements is not true?
As with aerodrome control and approach control, so with area control, coordination is the vital function which links all of these services. Aircraft which are receiving an air traffic control service or an advisory service from an air traffic control center (ATCC) or from a sector within that ATCC, must not be permitted to penetrate the airspace of another ATCC or sector unless prior coordination has taken place. In all coordination it is important to recognize that they must take place ahead of the concerned aircraft＇s movement, and that the responsibility for initiating this action rests with the controller of the unit or sector which is transferring control. It is further a requirement of coordination that the transferring controller must comply with any conditions specified by the accepting controller. For example, the accepting controller may require the aircraft to go to a higher or lower level or require the aircraft to be delayed, due to traffic in his sector. The reason, quite simply, is to ensure that no aircraft is transferred from one controlling authority to another until the airspace is clear to receive it, in accordance with the standards of separation previously described. The steps in coordination, which take place progressively, can be described as notification, negotiation and agreement. How this process is achieved is the subject of local agreement between the units concerned, often including neighboring foreign states. There are, of course, occa sions where it is not necessary to coordinate each individual movement, but these instances are subject to detailed operating procedures, agreed to and implemented by both parties. In regard to coordination with aerodrome control and approach control, the role of area control is that of a parent body, whose task is to ensure the overall efficiency and safe operation of the air traffic services. Approach control and aerodrome control units are required to comply with instructions which area control issues to achieve the objective of the air traffic control service, throughout the specific airspace for which they are responsible. For exam ple, when it is necessary to coordinate the departures from one or more aerodromes, the time at which individual aircraft can take off is specified by area control. Similarly, with traffic which is inbound to aerodromes, it is area control who issues the ATC clearance to the air craft, either to proceed to a holding facility serving the aerodrome or, if the arrival flow into a particular aerodrome permits, clear the aircraft to make R/T contact direct with approach control.4. The overall efficiency and safe operation of ATS rest with .
As with aerodrome control and approach control, so with area control, coordination is the vital function which links all of these services. Aircraft which are receiving an air traffic control service or an advisory service from an air traffic control center (ATCC) or from a sector within that ATCC, must not be permitted to penetrate the airspace of another ATCC or sector unless prior coordination has taken place. In all coordination it is important to recognize that they must take place ahead of the concerned aircraft＇s movement, and that the responsibility for initiating this action rests with the controller of the unit or sector which is transferring control. It is further a requirement of coordination that the transferring controller must comply with any conditions specified by the accepting controller. For example, the accepting controller may require the aircraft to go to a higher or lower level or require the aircraft to be delayed, due to traffic in his sector. The reason, quite simply, is to ensure that no aircraft is transferred from one controlling authority to another until the airspace is clear to receive it, in accordance with the standards of separation previously described. The steps in coordination, which take place progressively, can be described as notification, negotiation and agreement. How this process is achieved is the subject of local agreement between the units concerned, often including neighboring foreign states. There are, of course, occa sions where it is not necessary to coordinate each individual movement, but these instances are subject to detailed operating procedures, agreed to and implemented by both parties. In regard to coordination with aerodrome control and approach control, the role of area control is that of a parent body, whose task is to ensure the overall efficiency and safe operation of the air traffic services. Approach control and aerodrome control units are required to comply with instructions which area control issues to achieve the objective of the air traffic control service, throughout the specific airspace for which they are responsible. For exam ple, when it is necessary to coordinate the departures from one or more aerodromes, the time at which individual aircraft can take off is specified by area control. Similarly, with traffic which is inbound to aerodromes, it is area control who issues the ATC clearance to the air craft, either to proceed to a holding facility serving the aerodrome or, if the arrival flow into a particular aerodrome permits, clear the aircraft to make R/T contact direct with approach control.3. The transferring controller must comply with any conditions specified by the accepting controller because .
