IAA ATCO Licence Theory cheat sheet

ICAO Annex 2 (Rules of the Air) applies to all aircraft; Annex 11 governs ATS, Annex 14 aerodromes, Annex 10 communications/navigation/surveillance.

Controlled airspace classes A-E require ATC clearance; Class F is advisory, Class G uncontrolled. Class A allows IFR only; B-E permit both IFR and VFR with varying separation.

VMC minima in Class C-E at/above 3050 m AMSL: 8 km flight visibility, 1500 m horizontal and 300 m (1000 ft) vertical distance from cloud.

A controlled flight must obtain clearance before entering controlled airspace and must request amendment when unable to comply with an instruction.

Readback is mandatory for clearances and instructions involving route, level, speed, heading, and runway; failure to read back does not relieve the pilot.

Position reporting over compulsory reporting points is required for IFR in controlled airspace unless ATC has exempted the flight.

The pilot-in-command is responsible for the safety of the aircraft and may deviate from rules in an emergency, notifying ATC as soon as practicable.

Aircraft must carry and operate a transponder with Mode C in designated airspace; SSR code 7500 unlawful interference, 7600 radio failure, 7700 emergency.

An ATC clearance does not constitute authority to violate any regulation; if a clearance is unsafe, the pilot must request an amended clearance.

Separation minima: radar 5 NM (3 NM in terminal areas where approved); procedural lateral 10 NM or 15 min longitudinal, vertical 1000 ft below FL290 and 2000 ft at/above FL290 (RVSM).

RVSM applies between FL290 and FL410 inclusive; aircraft must be approved, and non-RVSM flights are separated by 2000 ft vertically.

Wake turbulence categories: Super (A380), Heavy (>136 t), Medium (7-136 t), Light (<=7 t); ICAO time-based separations apply on departure and approach.

Longitudinal separation minima: 10 min (or 15 min where no navigation aids permit), 5 min with approved RNAV, 3 min with approved radar or GNSS.

ATCSCC/flow control uses CTOT (calculated take-off time) to manage capacity; a slot is valid +/- 5 minutes for departure.

Position reports contain: aircraft identification, position, time, flight level, next position and ETA, and ensuing significant point.

The controller must ensure separation between all IFR flights and between IFR and VFR flights in Class C/D airspace; VFR receive traffic information only in Class E.

Approach clearance does not authorize descent below the minimum descent altitude/decision altitude unless the required visual reference is established.

ISA: sea level 15 °C, 1013.25 hPa, lapse rate 1.98 °C/1000 ft up to 11 km (tropopause).

QNH gives altitude above mean sea level; QFE gives height above aerodrome reference point; QNE (1013.25) gives flight level.

Transition altitude/level: below TA use QNH, at/above TL use standard pressure 1013.25; the transition layer separates them.

Wind is reported in degrees true for METAR/TAF and degrees magnetic for ATIS and ATC instructions.

METAR trend groups: BECMG (gradual change), TEMPO (temporary fluctuations), NOSIG (no significant change).

TAF validity typically 24-30 hours; TAF3 issued every 3 hours, TAF6 every 6 hours; amendments are issued as TAF AMD.

Low-level wind shear and microburst alerts must be passed to arriving/departing aircraft; wind shear go-around is mandatory if encountered below 1000 ft AGL.

SIGMET covers severe turbulence, icing, volcanic ash, tropical cyclones, and severe squall lines; AIRMET covers moderate phenomena.

Cloud base estimation: convective cloud base (ft) ≈ (temperature °C − dewpoint °C) × 400.

Great circle is the shortest path between two points on a sphere; rhumb line is a constant-heading path.

Magnetic variation east is subtracted from true heading to obtain magnetic; deviation is aircraft-specific and applied after variation.

Track is the path over the ground; heading is where the nose points; drift = track − heading.

Wind triangle: heading = track − wind correction angle; ground speed = TAS ± wind component along track.

1 minute of latitude = 1 NM; 1 minute of longitude = 1 NM × cos(latitude).

VOR radials are magnetic; a CDI centered with FROM flag indicates the aircraft is on the selected radial.

RNAV/GNSS: RNP requires onboard performance monitoring and alerting; RNP AR requires special crew and aircraft approval.

Time to a waypoint = distance / ground speed; fuel required = burn rate × time, plus reserves (typically 30 min or to alternate).

Lift = ½ × ρ × V² × S × CL; induced drag decreases with speed, parasite drag increases with V².

Stall occurs at the critical angle of attack, independent of speed, weight, or bank angle; stall speed increases with weight and load factor.

Load factor n = 1/cos(bank angle) in a level turn; 60° bank gives n = 2.

V speeds: V1 decision, VR rotation, V2 take-off safety, VNE never exceed, VNO max structural cruise, VFE flap extended, VLE gear extended.

Turbofan thrust decreases with altitude and temperature; density altitude increases take-off distance and reduces climb performance.

Aircraft categories by Vat: A <91 kt, B 91-120, C 121-140, D 141-165, E 166-210 kt; determines circling minima and approach speeds.

Wake vortices sink and drift with crosswind; strongest when heavy, clean, and slow.

Anti-ice systems: pitot heat, engine anti-ice, and airframe de-icing must be activated before entering icing conditions.

Hypoxia symptoms: euphoria, impaired judgement, cyanosis, headache; time of useful consciousness at FL350 is approximately 30-60 seconds.

Spatial disorientation: somatogravic illusion (false climb during acceleration), leans, and Coriolis illusion; trust instruments.

Fatigue: circadian low 02:00-06:00; controlled rest on the flight deck is regulated; duty limits apply per operator scheme.

Communication: readback/hearback errors; standard phraseology reduces ambiguity; closed-loop communication uses readback.

SHELL model: Software, Hardware, Environment, Liveware; Reason's Swiss cheese model for accident causation.

Crew resource management: assertiveness, situational awareness, workload management, decision-making, teamwork, and leadership.

Stress: performance peaks at moderate arousal (Yerkes-Dodson); high stress narrows attention and increases error rate.

Vision: foveal (cones, detail, colour) vs peripheral (rods, motion, night); scanning technique is essential at night.

VHF band 118.000-136.975 MHz, 8.33 kHz channel spacing in Europe; emergency 121.5 MHz, military 243.0 MHz.

Phraseology: "ROGER" (received), "WILCO" (will comply), "STANDBY" (wait), "SAY AGAIN" (repeat), "CORRECTION" (correct an error).

Readback is required for clearances, runway assignments, altimeter settings, headings, speeds, and frequencies.

Radio failure: squawk 7600, continue IFR in VMC or last assigned route, and land at the nearest suitable aerodrome; follow published lost-communication procedures.

HF is used for oceanic and remote areas; SELCAL reduces crew monitoring workload.

Emergency: MAYDAY (distress, three times), PAN-PAN (urgency, three times); declare nature of emergency and intentions.

ATIS broadcast includes aerodrome identification, time, runway in use, approach type, meteorological data, and QNH.

VOR: 108.0-117.95 MHz, line-of-sight, accuracy ±1-2°; radials are magnetic from the station.

DME: UHF 962-1213 MHz, slant range; indicated distance = √(ground distance² + altitude²).

ILS: localizer 108-112 MHz (VHF), glideslope 328-336 MHz (UHF); CAT I 200 ft DH, CAT II 100 ft, CAT III 0-50 ft.

ILS localizer gives left/right deviation; glideslope gives up/down; marker beacons (outer, middle, inner) provide position fixes.

NDB/ADF: 190-1750 kHz, LF/MF, susceptible to night effect and static; bearing is relative to aircraft heading.

GNSS: GPS, GLONASS, Galileo, BeiDou; RAIM monitors integrity for standalone approach operations.

RNAV approach minima: LNAV, LNAV/VNAV, LPV; LPV uses SBAS and provides vertical guidance similar to ILS.

Radar: primary returns from skin paint; secondary uses transponder; SSR codes are assigned by ATC.

Flight plan (FPL) must be filed at least 60 minutes before departure for IFR; changes require a CHG message.

Clearance delivery, ground, tower, approach, and centre are the standard ATC positions; handoff uses frequency transfer.

Squawk codes: 7500 unlawful interference, 7600 radio failure, 7700 emergency; discrete codes assigned by ATC.

ATIS, VOLMET, and D-ATIS provide meteorological and aerodrome information; QNH is reported in hPa in Europe.

Radar separation requires identified targets; minimum radar separation 5 NM, 3 NM in approved terminal areas.

Surface movement radar and A-SMGCS support low-visibility operations; follow ATC taxi instructions precisely.

ADS-B and Mode S provide position and identification; TCAS provides traffic alerts and resolution advisories independent of ATC.

Emergency frequency 121.5 MHz is monitored by ATC and used for distress; guard frequency is 243.0 MHz for military.

Declare emergency with MAYDAY; ATC must give priority, provide separation, and alert emergency services.

Radio failure: squawk 7600, maintain last assigned level for a specified period, then follow the published lost-communication procedure.

TCAS RA: follow the RA immediately, even if it conflicts with ATC; notify ATC after the RA is resolved.

Engine failure after take-off: maintain control, pitch for best glide, identify and secure the failed engine, and plan a forced landing.

Decompression: don oxygen masks, initiate emergency descent to 10,000 ft or MSA, and turn off altitude alerting.

Fire: shut off fuel, electrical, and bleed air; use extinguisher; land as soon as possible.

Unlawful interference: squawk 7500, comply with hijacker demands, and avoid transmitting sensitive information.

Go-around: apply power, establish climb, retract gear/flaps as appropriate, and notify ATC; ATC must provide separation and re-sequence.