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Answer 1

a. Prevent traffic accidents between planes, such as two planes colliding;

b. Or to prevent aircraft from colliding with other obstacles in maneuvering areas;
c. Direct traffic in the air to ensure order and smooth flight procedures for all aircraft
during flight and reduce delays;
d. Provide supervision and guidance for flight safety, and keep an eye on flight
conditions;
e. To provide assistance and rescue for aircraft in need, and timely inform relevant
units to make timely preparations,and also, help these units.

Answer 2

Area control service: the provision of air traffic control service for controlled flights,
except for those parts of such flights described in approach control service and
aerodrome control service, in order to accomplish objectives a. and c. above in
answer 1.

Approach control service: the provision of air traffic control service for those parts of
controlled flights associated with arrival or departure, in order to accomplish
objectives a. and c. above in answer 1.

Aerodrome control service: the provision of air traffic control service for aerodrome
traffic, except for those parts of flights described in approach control service, in order
to accomplish objectives a. and b. and c. above in answer 1.
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Answer 3

Class A.  Is from 18,000 feet MSL up to and including FL 600. IFR flights only are
permitted, all flights are provided with air traffic control service and are separated
from each other.

Class C. Is from the surface to 4,000 feet above the airport elevation (charted in MSL)
surrounding those airports that have an operational control tower, are serviced by a
radar approach control, and that have a certain number of IFR operations or
passenger enplanements. Although the configuration of each Class C airspace area is
individually tailored, the airspace usually consists of a surface area with a 5 NM
radius, and an outer area with a 10 NM radius that extends no lower than 1,200 feet
up to 4,000 feet above the airport elevation. Its airspace areas have a procedural
(nonregulatory) Outer Area. Normally this area is 20 NM from the primary Class C
airspace airport. Its vertical limit extends from the lower limits of radio/radar
coverage up to the ceiling of the approach control's delegated airspace, excluding the
Class C airspace itself, and other airspace as appropriate. IFR and VFR flights are
permitted, all flights are provided with air traffic control service and IFR flights are
separated from other IFR flights and from VFR flights. VFR flights are separated from
IFR flights and receive traffic information in respect of other VFR flights.

Class D. Airspace is around other towered airports.  It has one ring, usually 10 miles
in diameter from the ground to 2,500 feet above the airport.  This is the airspace
around Republic Airport when the tower is open.  Class D requires communication
with the tower but generally has no other rules for flight IFR and VFR flights are
permitted and all flights are provided with air traffic control service, IFR flights are
separated from other IFR flights and receive traffic information in respect of VFR
flights, VFR flights receive traffic information in respect of all other flights.
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Class G. is that portion of airspace that has not been designated as Class A, Class B,
Class C, Class D, or Class E airspace. IFR and VFR flights are permitted and receive
flight information service if requested.

Answer 4

These three areas are danger Area;prohibited area; and restricted area.

This definition applies only to the airspace over the territory of a State.

A danger area is an airspace of limited size where activities hazardous to aircraft

flight can exist at a specified time. This term is used only when a potential danger to
aircraft does not result in a designated airspace being restricted or prohibited. The
effect of creating a hazard zone is to alert the operator or pilot of an aircraft to the
need for them to assess the hazards associated with their responsibility for the safety
of the aircraft.

The prohibited area is the airspace within a certain range above the land or territorial
sea of a country, in which aircraft are prohibited from flying and civil aircraft are not
allowed to fly in the designated airspace at any time and under any circumstances.

A restricted area is a defined airspace above the land or territorial sea of a country in
which the movement of aircraft is restricted under certain specific conditions. Flight
of civil aircraft in the designated airspace is not absolutely prohibited, but the
prescribed conditions must be met. Such as banning flights except in certain weather
conditions. Or prohibit flying to designated areas unless special permission is
obtained. However, flight conditions imposed as a result of the application of rules of
air or air traffic service practices or procedures (for example, rules for observing
minimum safe altitudes or establishing controlled airspace) do not constitute
conditions requiring the designation of a restricted zone.
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Answer 5

For operators: Giving safety, accident, and hazard Reports by Safety Alerts For
Operator and Information For Operators.
For flight crew: Direct phone call and telegraph notice. If flight crew is on the plane,
use VHF or VF.

Answer 6

Unless otherwise specified, the unit providing approach and landing control services
may issue a permit directly to any aircraft released by ACC.  If the entire approach
and landing process is performed under visual meteorological conditions, ACC may
release the aircraft directly to the airport control tower in coordination with the unit
providing approach and landing control services.  
At the time of departure and clearance expiry, when it is necessary to co-ordinate
departure with uncleared traffic from the unit providing approach and landing
control services or to provide route isolation between departing aircraft of the same
flight path, the time of departure shall be specified by ACC.  If no departure time is
specified, the unit providing approach and landing control services shall determine
the departure time when necessary to accommodate the passenger flow released to
it.  
The provider of approach and landing control services shall promptly inform ACC of
data related to controlled flow, such as the runway in use and expected type of
instrument approach procedure, all available information about overdue or
unreported aircraft, or missing pathways that may affect ACC.  
ACC shall promptly inform the unit providing approach and landing control services
of the controlled flow data, such as the type and departure place of the aircraft, the
expected time of arrival of the aircraft and the expected altitude of arrival,
etc.  Forward the arrival information at least 15 minutes before the estimated time of
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arrival of the aircraft, and modify it if necessary.  

Answer 7

The factors that affect the sectors dimension mainly include route structure of ATS,
navigation accuracy of airspace used by aircraft, weather-related factors and
controller workload. The level and type of ATS provided and the structural complexity
of the control area, control sector or airport concerned; Controller workload,
including control and coordination tasks to be performed; The type of
communication, navigation and surveillance systems being used, the degree of their
technical reliability and availability, and the availability of backup systems and/or
programs; The availability of air traffic control systems that provide controller
support and alert functions is also under consideration. In my opinion, the air traffic
control system are considering the sector capacity in a comprehensive way, because
this part needs to be controlled by human, and where controlled by human, there
will be various human factors. Careful thinking on sector setting can help reduce the
occurrence of human factors, so as to reduce the accident rate.

Answer 8

As a part of the aviation system, the most important factor that an airport should
consider before installing GNSS system to replace VOR and NDB is safety. Before
replacing the original VOR and NDB, the local airport should consult aviation safety
experts to understand the advantages and disadvantages of VOR and NDB and
GNSS. If GNSS has more advantages than the original VOR and NDB, and its safety is
at least no lower than that of the original navigation system, the price will be
considered as the next step. After understanding the advantages of GNSS over VOR
and NDB and finally deciding to replace VOR and NDB, the regional airport should
consult GNSS dealers about the types and prices of airborne GNSS
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installations. Reduce costs by choosing the cheapest installation package possible

while meeting your security and navigation needs. After deciding on the GNSS system
model, the next consultation for the regional airport should be with aviation
counsel. The airport needs to know whether the installation of the new GNSS system
needs to be reviewed and approved by relevant institutions and whether it meets
the specifications. The airport may need to provide the GNSS model currently
selected for consultation.

Answer 9

The main problems of GNSS include Ephemeris and Clock Errors, ionospheric Errors
and tropospheric Errors.

A series of errors can be adjusted through the GBAS system. This is a system that
provides differential correction and integrity monitoring for GNSS. It receives signals
from GPS satellites. The reference receiver measures the transmission time between
the GPS satellite and the reference antenna to estimate the distance the signal
travels. The GBAS ground facility then compares the measured/estimated distance
with the actual distance based on the broadcast satellite position and the actual GPS
reference receiver position and determines the error in the measurement. It
improves the signal accuracy of GNSS, and the position error is less than one meter
in both horizontal and vertical planes.

Answer 10

GNSS system is a tool based on the reliability, stability, and computing performance
and availability of the program itself. Therefore, if the GNSS is different from the
expected situation in the operation process, it may cause great losses to the modern
aviation system relying on GNSS technology. The problem of GNSS system is always
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threatening. The most serious consequence may be that the GNSS system of a civil
airliner suddenly fails at an altitude of 10,000 meters due to some reason and cannot
identify the direction. Finally, it runs out of fuel and crashes. The potential risk of
over-reliance on GNSS systems is all the possible bad consequences of GNSS system
failure.
Severe space weather disturbances and ionospheric storms are completely out of
control. These phenomena will cause the GNSS system to be disturbed and unable to
operate normally. At this time, if GNSS users are unable to obtain their own
positioning and risk assessment, then disasters are likely to occur. In addition, the
demand for radio frequency band is increasing in modern society. Even though GNSS
system has selected the frequency band that will hardly be interfered, the potential
possibility of GNSS signal being interfered by other signals is still increasing.
To reduce the potential impact of GNSS failures on people, GNSS operators and
governments should work together to try to legislate for the exclusive wireless
spectrum of GNSS systems. At present, GNSS operators have designed solutions to
increase the performance of GNSS, provide three modes of enhanced services, and
search and repair problems of their own products all the time. However, IN my
opinion, in order to minimize the possibility of negative effects caused by GNSS
failure, GNSS operators and relevant regulatory authorities should also evaluate all
organizations and enterprises that rely on the use of GNSS systems to test whether
their capabilities meet standards in the event of GNSS failure and other extreme
situations, and prepare and develop new systems and instruments that can replace
or be used as back-up in the event of GNSS failure.

Answer 11

PBN is Performance Based Navigation. PBN focuses on the performance of the

aircraft, not the equipment installed. PBN does not care about the type of navigation
system, but the performance of the overall system. Performance requirements are
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identified as navigation specifications. So any suitable device can use the PBN. The
navigation specification can be either RNP or RNAV.

RNAV means Area Navigation. It allows the pilot to navigate directly between any
two points (called waypoints), and any navigation that does not require the aircraft to
go directly to or from a radio station can be considered an RNAV. The position of the
aircraft can be determined using RNAV equipment and bearings and distances can be
calculated to or from any waypoint. It can then allow direct navigation between any
two waypoints. In this way, RNAV overcomes the fundamental limitation of
traditional navigation, which is limited by the physical location of the navigation
device. The most common examples are GPS, but inertial navigation and DME/DME
are also examples.

RNP is Required Navigation Performance. It is more advanced than RNAV because it

requires airborne performance monitoring and alerting capabilities. Airborne
monitoring and warning can be thought of as a computer system that continuously
assesses itself and ensures the reliability of navigation signals and location
information. This means that you should be alerted if the RNP system is not
performing as it should. In practice, this means that air traffic control (ATC) can have
greater confidence in your aircraft's track-holding performance, and that confidence
can translate into being able to place routes closer together.

Answer 12

RNAV equipment includes:

 VOR/DME
 LORAN
 GPS
 INS
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Answer 13

PBN optimizes flight paths and reduces flight time, thereby saving fuel. And PBN is
simple and clear, easy to operate, high navigation accuracy, which reduces the
requirements of land-air dialogue and aircraft radar guidance, but also reduces the
flight interval of aircraft. Allow more planes to fly at more economical and smoother
altitudes. Greatly reduce the workload of pilots, but also reduce the risk caused by
human factors.
In addition, THE RNAV system builds a large number of ground beacons to meet the
requirements of in-flight operation, which increases the cost of investment, whereas
the PBN requires a lower cost.

Answer 14

The communication category covers the communication service between aircraft and
ATS is Communications between ATS personnel and Pilots.

It includes two main communications technologies which is Voice via VHF/UHF and
HF radio, and Data communications via Controller Pilot Data-Link Communication
(CPDLC).

The advantage of Voice via VHF/UHF and HF Radio is that it requires antennas at
higher frequencies to receive smaller wavelengths, so they are smaller. Smaller
antennas require less material, are easier to install, and are more discrete. Another
benefit is that there are fewer devices working in this range, so they usually don't get
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much interference. It is also less disturbed by background radiation.

The disadvantage of Voice via VHF/UHF and HF radio is that it is prone to signal
interference caused by weather events, seawater and natural conditions. And the
high frequencies are usually equal to shorter ranges and less penetration. With Voice
via VHF/UHF and HF Radio, more antennas are required to provide full coverage for a
given area.

CPDLC has many advantages over Voice via VHF/UHF and HF Radio, including
improving ATC efficiency by reducing required communications and reducing
controller workload. It also reduces the potential for pilots and controllers to make
voice communication errors due to language barriers. It can also reduce the chance
of VHF frequency being "blocked" by simultaneous transmission, thus improving
airspace utilization rate. CPDLC also improves communication speed by allowing
different communications to take place simultaneously.

The disadvantage of CPDLC is that it can only be used in the context of non-time-
critical communication. And CPDLC requires a delay of several minutes to wait for a
response, compared to a voice response that takes only a few seconds.

Answer 15

These three cases represent three stages, respectively  

A. Uncertainty about the safety of the aircraft and its crew: Uncertainty phase.
B. Situations where there is concern for the safety of the aircraft and its crew: Alert
phase.
C. Circumstances in which it can be reasonably determined that the aircraft and its
crew are threatened by serious and imminent danger and require immediate
assistance: Distress phase.  
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The uncertainty phase means that no communication has been received from the
aircraft within 30 minutes of when it should have been received.

Alert phase refers to after in uncertainty phase, try to establish contact with the
aircraft, or ask other relevant sources, but has failed to reveal any information about
the aircraft.

Distress phase refers to after the alert phase, further unsuccessful attempts to
establish communication with the aircraft, shows that the plane may be in a distress
phase.

Answer 16

Longitudinal separation applies to aircraft in "same" or "mutual" orbits, but not

horizontal or vertical separation. Longitudinal separation criteria, expressed in terms
of time or distance, apply to all phases of flight. The separation standard to avoid
wake turbulence is part of the longitudinal separation standard. Appling longitudinal
spacing so that the spacing between aircraft is never less than a specified amount.

A sudden uncommanded roll can lead to loss of control when an aircraft encounters
wake turbulence similar to that of an aircraft in orbit ahead. Longitudinal separation
can be used to reduce the wake vortex turbulence.

Answer 17

Air Traffic Flow Management (ATFM) is the collaborative process of managing air
traffic flow into restricted or congested airspace or airports to ensure an appropriate
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balance between air traffic demand and air traffic service (ATS) capacity. Air traffic
controllers, including traffic managers, strive to provide safe, orderly and rapid traffic
flow on a first-come, first-served basis. The primary objective of the air traffic flow
management process is to manage the volume of traffic within the area of
responsibility (airspace or airport) to ensure the smooth flow of flights and a balance
between traffic demand and capacity, while maintaining the highest level of safety
and interest for all stakeholders involved. Ensure optimal traffic flow when projected
demand exceeds the available capacity of the air traffic control system. It includes
activities related to transportation organization and is handled in a safe, orderly,
prompt and accessible manner.