Bahrain CAA ATC Exam cheat sheet

ICAO Annexes 1-19: Annex 1 Personnel Licensing, Annex 2 Rules of the Air, Annex 11 Air Traffic Services, Annex 14 Aerodromes, Annex 15 AIS; Standards are binding (with notified differences), Recommended Practices are not.

Bahrain CARs are issued under the Civil Aviation Law by the CAA; where a CAR and an ICAO Annex differ, the notified difference is published and the CAR governs operations in Bahrain airspace.

Bahrain FIR is the Bahrain Flight Information Region, controlled from the Bahrain Area Control Centre; Bahrain is a contracting state to the Chicago Convention (1944).

Airspace classification per Annex 11: Class A = IFR only, all separated; Class C = IFR/IFR, IFR/VFR, VFR/VFR separated; Class D = IFR/IFR separated, traffic info to VFR; Class G = uncontrolled.

An ATC clearance is an authorisation for an aircraft to proceed under specified traffic conditions; it does not relieve the pilot of responsibility for terrain clearance or compliance with regulations.

Read-back is mandatory for clearances/instructions conveyed by voice that concern safety: route, level, speed, heading, altimeter setting, runway-in-use, and conditional clearances.

An ATS unit must be notified of any failure of navigation, surveillance or communication equipment that affects service; contingency procedures are published in the national AIP.

Licence and rating validity: an ATC licence is valid only with a current medical certificate and valid ratings; competence assessment is required at intervals set by the State (typically 12 months for unit endorsement).

Radar separation minimum is normally 5 NM between identified aircraft at the same level, or 3 NM within designated terminal areas where approved and displayed; wake turbulence minima may be greater.

Vertical separation minimum: 1000 ft below FL290 (or between FL290 and FL410 in RVSM airspace), 2000 ft above FL410 in non-RVSM; RVSM applies between FL290 and FL410 inclusive.

Procedural (non-radar) lateral separation: aircraft on different airways, or on the same airway with a specified distance/time separation (e.g. 10 minutes at the same level with Mach/groundspeed comparison), or over a defined position.

Longitudinal separation on the same track: 15 minutes (or 10 minutes with navigation aid/position reporting and speed control conditions per ICAO Doc 4444); time is calculated from the last common reporting point.

Wake turbulence time separation for departures behind a preceding aircraft: heavier category requires 2-3 minutes depending on category pair (e.g. Medium behind Heavy = 2 min; Light behind Heavy = 3 min).

Reduced separation minima (RASM/RAC) require specific approval, published procedures, and often defined airspace; 3 NM terminal separation requires approved radar displays and defined runway/approach configurations.

Separation is provided between all IFR flights in Classes A, C, D, E; VFR flights are separated from IFR in Classes B, C, D; in Class D IFR/VFR separation is provided and traffic information given to VFR.

Essential traffic information must be passed to aircraft when separation minima are not or will not be maintained, describing the other traffic, its level and direction.

Runway-in-use is selected considering surface wind, wind shear, weather, approach aids, and traffic; a change requires notification to all affected aircraft and coordination with approach control.

Aerodrome control issues clearances for: taxiing, runway crossing, take-off, landing, and aerodrome traffic circuits; a landing clearance may be issued only when the runway is clear and no conflicting traffic.

A conditional clearance (e.g. 'after the landing aircraft') must be read back in full and must not be used for runway crossing where ambiguity exists.

Aerodrome control must provide traffic information to all aircraft in the circuit and to aircraft entering/leaving the ATZ; separation responsibility between VFR flights in Class D is limited to traffic information.

Aircraft on the manoeuvring area are subject to aerodrome control; vehicles and personnel require explicit ATC clearance and must carry VHF and follow established procedures.

Runway incursion prevention: use standard phraseology, avoid simultaneous instructions, issue crossing clearances only when the runway is confirmed clear, and monitor read-back for correctness.

Aerodrome meteorological minima: take-off minima are based on RVR/visibility and, where applicable, lowest published take-off minima; landing minima depend on approach category and reported RVR.

Bird strike and wildlife hazard: reported bird activity must be passed to aircraft, and aerodrome management is responsible for bird control measures; significant strikes are reported to the CAA.

Approach control provides separation between arriving/departing IFR flights within the approach control area, and hands over to aerodrome control when the aircraft is established or at a defined point.

Holding: standard holding pattern is right-hand turns, 1 minute inbound legs at or below 14,000 ft, 1.5 minutes above 14,000 ft; entry procedures (direct, parallel, offset) are determined by aircraft heading relative to the holding fix.

Descent clearances: an aircraft may descend only when cleared; approach clearance implies descent to the published procedure altitude unless a level restriction is specified.

Area control provides separation between IFR flights in the control area; it uses radar or procedural separation, and coordinates transfer of control with adjacent units.

Speed control: ATC may assign speeds for sequencing; minimum speed restrictions apply (e.g. not below 250 kt below FL100 unless approved; not below 210 kt on downwind/base; not below 160 kt on final).

Approach clearance cancellation or go-around: ATC must provide separation from other traffic and issue instructions; the pilot retains responsibility for the go-around manoeuvre.

SSR codes: discrete codes are assigned for identification; conspicuity code 2000 (or 7000 in some regions) is used when no code assigned; 7500 unlawful interference, 7600 radio failure, 7700 emergency.

Radio failure in IMC: follow the published lost-communication procedure, squawk 7600, maintain last assigned level for the specified period, then descend per the procedure and land at the designated aerodrome.

METAR is a routine aerodrome weather report issued typically hourly; SPECI is issued when significant changes occur (e.g. visibility, ceiling, wind, thunderstorm).

TAF: aerodrome forecast valid for 9-24 hours (short TAF) or 24-30 hours (long TAF); issued 4 times daily for major aerodromes; BECMG indicates gradual change, TEMPO temporary fluctuations.

Wind shear and microburst: report to aircraft; a microburst is a strong downdraft causing a sudden headwind-to-tailwind shift; pilots should escape by maximum performance climb.

Thunderstorm phases: cumulus (updrafts), mature (updrafts/downdrafts, lightning, hail, heavy rain), dissipating (downdrafts); avoid by at least 20 NM in severe cases.

Icing: clear ice from supercooled large droplets in freezing rain; rime ice from small droplets; report icing type and intensity (trace, light, moderate, severe).

Altimeter setting: QNH gives altitude above mean sea level; QFE gives height above aerodrome; standard pressure 1013.25 hPa is used at/above transition level.

Volcanic ash and sandstorms: significant to aviation; sandstorms reduce visibility and can damage engines; report and avoid; SIGMET is issued for these and for severe turbulence/icing.

VOR provides magnetic bearing (radial) from the station; accuracy typically ±1-2 degrees; DME provides slant range, which overstates ground distance at high altitude.

NDB/ADF: bearing is relative to the aircraft; accuracy affected by thunderstorm static and terrain; ADF shows relative bearing, magnetic bearing = relative bearing + magnetic heading.

ILS: localizer provides lateral guidance (typically ±2.5 degrees), glideslope typically 3 degrees; CAT I minima 200 ft DH / 550 m RVR, CAT II 100 ft / 300 m, CAT III progressively lower.

GNSS: RAIM (Receiver Autonomous Integrity Monitoring) checks integrity; required for approach; SBAS/GBAS augment GPS for precision approach.

SSR modes: Mode A identity, Mode C altitude (pressure altitude in 100 ft increments), Mode S unique 24-bit address, data link and TCAS coordination.

Primary radar provides position only; secondary radar (SSR) provides identity and altitude; radar coverage and range depend on line of sight and antenna height.

TCAS II: Traffic Advisory (TA) and Resolution Advisory (RA); RA must be followed immediately, even against an ATC instruction, and ATC informed.

Wake turbulence categories by MTOW: Light ≤ 7,000 kg, Medium 7,000-136,000 kg, Heavy > 136,000 kg; Super (A380) separate category; separation minima increase behind heavier aircraft.

V speeds: V1 decision speed, VR rotation, V2 take-off safety speed, Vref landing reference speed (typically 1.3 × stall speed in landing configuration).

Stall: angle of attack exceeds critical angle; recovery by reducing AoA, applying power, and maintaining coordinated flight; stall warning activates before stall.

Take-off performance: balanced field length accounts for engine failure at V1; climb gradients required: 2nd segment 2.4% (twin), 2.7% (three), 3.0% (four-engine).

Landing performance: landing distance required must not exceed available runway; factors include wind, slope, temperature, and runway condition (contaminated runway increases distance).

Load factor and turns: level turn load factor = 1/cos(bank angle); 60 degrees bank gives 2g; increased load factor raises stall speed.

Pressurisation and hypoxia: hypoxia symptoms include euphoria, impaired judgement; time of useful consciousness at FL350 is about 30-60 seconds; supplemental oxygen required above 10,000 ft (varies by regulation).

SHELL model: Software, Hardware, Environment, Liveware (people); mismatches at the interfaces cause error; Liveware-Liveware (crew interaction) is a key focus.

SMS four components: safety policy and objectives, safety risk management, safety assurance, safety promotion; requires a just culture and reporting system.

Threat and Error Management (TEM): threats are external events, errors are crew actions, undesired aircraft states are the result; countermeasures prevent, trap, or mitigate.

Fatigue: circadian low typically 0200-0600 local; fatigue impairs reaction time and vigilance; flight/duty time limits and rest requirements mitigate risk.

Communication: read-back/hear-back prevents misunderstanding; standard phraseology reduces ambiguity; assertiveness and graded assertiveness help junior crew challenge errors.

Situational awareness: loss leads to deviation; monitoring and cross-checking (e.g. altitude callouts) maintain awareness; automation can cause complacency.

Human error types: slips (attention failures), lapses (memory failures), mistakes (rule/knowledge-based), violations (intentional deviations); different mitigation strategies apply.

Standard call: aircraft identification, position/level, and request; ATC responds with instruction and aircraft callsign; read-back required for safety-critical instructions.

Phraseology: 'line up and wait', 'cleared for take-off', 'cleared to land', 'hold short of runway', 'go around', 'say again', 'standby', 'wilco', 'roger' - use ICAO standard terms only.

Frequency: VHF 118-137 MHz, 8.33 kHz channel spacing in Europe; emergency frequency 121.5 MHz; distress call 'MAYDAY' (3 times), urgency 'PAN PAN' (3 times).

Read-back items: ATC route clearances, runway-in-use, hold short instructions, level instructions, heading/speed, altimeter setting, SSR code, conditional clearances.

Position reporting: aircraft identification, position, time, level, next position and ETA; required in procedural airspace; radar airspace may omit.

Lost communication: squawk 7600, transmit blind on last frequency and 121.5, follow published procedure, land at designated aerodrome; ATC provides separation for known lost-comm aircraft.

Emergency: 'MAYDAY MAYDAY MAYDAY' followed by callsign, nature, intentions, position, level, fuel, persons on board; ATC declares emergency and alerts services.