WorksheetsAPP JAN 2026
Total questions: 50
Worksheet time: 2hrs 30mins
Below are navigation facilities exist in Djalaluddin Airport, except..
VOR
ILS
NDB
GNSS
Frequency of VOR/DME Gorontalo is
113.5 MHz
113.3 MHz
115.3 MHz
115.5 MHz
Frequency of ILS Gorontalo is
110.10 MHz
111.01 MHz
110.10 MHz
110.01 MHz
Based on the AIP, the operating hours for GTL VOR/DME are …
2300-0900
2100-1100
24 Hours
2100-0900
What is the primary function of DME for approach control operation..
Provide heading guidance
Determine aircraft altitude
Provide distance information from a ground station
Transmit weather information
Primary and Secondary Frequency in Djalaluddin tower are
122.2 MHz and 118.3 MHz
122.6 MHz and 118.6 MHz
122.6 MHz and 118.3 MHz
122.2 MHz and 118.6 MHz
For an aircraft coming from radial 200, the correct MSA will be…
8900
8400
5500
3800
For an aircraft coming from radial 300, the correct MSA will be…
8900
8400
5500
3800
If arriving aircraft is using the ILS approach and has left point PIPOK to commence on radial 128, their correct altitude should be…ft
6000
5000
4000
3000
Point UDEVA located on radial….GTL
316
306
216
206
Point OLSAG located on radial….GTL
136
147
163
174
What does Obstacle Clearance Altitude (OCA) means
Minimum altitude that provides obstacle and terrain clearance
Altitude defining controlled airspace limits
Minimum en route cruising altitude
Altitude used for aircraft separation
Minimum flight altitude for an aircraft destination to WAMM using W51 is
GND/WATER
6000
10000
F240
A pilot reports wind shear on final approach. What should the controller do?
Ignore the report if wind is within limits
Relay the information to other aircraft
Reduce runway separation
Cancel all departures
Based on Airport Regulation in AIP, maximum Take off and Landing aircraft type in Djalaludin airport is…
B737-800
B737-600
B777
B737-900
80% of the airspace capacity per hour in the Gorontalo sector is..
8
7
6
9
90% of the runway capacity per hour in the Gorontalo is..
8
7
6
9
Why do different aircraft performance characteristics affect approach sequencing?
Aircraft have different climb and descent capabilities
Faster aircraft require longer runways
Performance differences are irrelevant during approach
Only heavy aircraft require separation
Why must approach controllers consider wake turbulence when sequencing arriving aircraft?
To reduce controller workload
To allow aircraft to land closer together
To ensure safety between different aircraft categories
To increase arrival rate
Which airspace class provides advisory service but no full ATC separation?
Class B
Class C
Class F
Class G
Which airspace class may exist where ATC service is provided to IFR flights only, while VFR flights are not required to contact ATC?
Class B
Class C
Class D
Class E
Which TMA is directly adjacent to GTO TMA?
PALU TMA
UJUNG PANDANG TMA
KENDARI TMA
TERNATE TMA
Following points located exactly on the boundary between Gorontalo and Manado TMA, except
ARITO
GOTSA
GONTA
LUANG
Main purpose of airspace classification is..
Separate civil and military aircraft
Standardize aircraft performance requirements
Ensure safety and orderly flow of air traffic
Limit access to certain aircraft types
Why is Class G airspace classified as uncontrolled?
Because no flights are permitted
Because ATC separation is not provided
Because IFR flight is prohibited
Because radar cannot be used
How do lateral and vertical airspace limits support coordination between ATC units?
Reducing the need for communication
By clearly defining control responsibility and transfer points
By increasing aircraft spacing automatically
By eliminating handover procedures
Below are the VFR routes for WAMG-WAFY, except :
paleleh
dago
matua
santigi
From options below, choose the correct VFR routes for WAMG-WAFM in order
PONTOLO – LOYO – BOHABAK – LOLAK – POPOH – TENGA – WENANG
LOYO – PONTOLO – BOHABAK – LOLAK – TENGA – POPOH – WENANG
PONTOLO – LOYO – BOHABAK – LOLAK – TENGA – POPOH – WENANG
PONTOLO – LOYO – BOHABAK – POPOH – LOLAK – TENGA – WENANG
The distance of the Missed Approach Point (MAPt) when the arrival aircraft is using an ILS/LOC approach runway 27 is…
1.3 DME
3.7 DME
7.6 DME
8.2 DME
Choose the correct missed approach procedure when using VOR approach RWY 27
Climb straight ahead until overhead GTL VOR/DME then intercept RDL 300 GTL at D15.0 GTL turn LEFT intercept RDL 180 GTL proceed to PIPOK 6000 ft or as instructed by ATC.
Climb straight ahead until overhead GTL VOR/DME then intercept RDL 270 GTL at D10.0 GTL turn LEFT intercept RDL 136 GTL proceed to PIPOK 6000 ft or as instructed by ATC.
Climb straight ahead until at or above 3000 ft turn LEFT intercept RDL 136 GTL proceed to PIPOK 6000 ft or as instructed by ATC.
Climb on course 277° at or above 3000 ft turn LEFT direct to PIPOK 6000 ft or as instructed by ATC.
Longitudinal separation minima based on distance for aircraft climbing and descending on the
same track while vertical separation does not exist is…
5 NM
10 NM
15 NM
20 NM
Longitudinal separation minima based on time for aircraft climbing and descending on the
same track while vertical separation does not exist is…..minutes
15
10
5
3
Except when .............. vertical separation shall be applied between aircraft holding in flight and other aircraft, whether arriving, departing or en route, whenever the other aircraft concerned are within five minutes flying time of the holding area or within a distance prescribed by the appropriate authority.
Longitudinal separation exists
Lateral separation exists
Requested by pilot
Radar separation is applied
If an arriving aircraft is following an RNAV or RNP instrument flight procedure, a departing aircraft may take off on a departure path that is clear of the arrival protection area for the arriving aircraft provided that, except when
vertical separation is applied until the arriving aircraft has reported passing the compulsory
reporting waypoint on the instrument flight procedure, the location of such waypoint to be
determined by the appropriate ATS authority
the take-off takes place before the arriving aircraft crosses a designated waypoint on the
instrument flight procedure, the location of such waypoint to be determined by the appropriate
ATS authority
the departing aircraft remains clear of the arrival protection area until another form of separation is
established
longitudinal separation is applied until the arriving aircraft has reported passing the compulsory
reporting waypoint on the instrument flight procedure
Which of the following correctly states the lateral separation minima when using a VOR on intersecting tracks or ATS routes
Both aircraft are established on radials diverging by at least 10 degrees, regardless of their distance from the VOR
Both aircraft are established on the same VOR radial and separated only by time.
Both aircraft are established on radials diverging by at least 15 degrees and at least one aircraft is at a distance of 28 km (15 NM) or more from the facility.
Both aircraft are established on radials diverging by at least 20 degrees, provided radar separation is applied.
Essential traffic information shall includes the following elements, except:
fuel endurance remaining of the aircraft concerned
direction of flight of aircraft concerned
type and wake turbulence category (if relevant) of aircraft concerned
cruising level, estimated time over nearest reporting point, and actual position of aircraft concerned
What is the main difference between RNAV and RNP?
RNAV is only used for approach procedures
RNAV requires on board performance monitoring and alerting, RNP does not
RNP requires on board performance monitoring and alerting, RNAV does not
RNP does not require operational approval
What is the purpose of providing Expected Approach Time (EAT) to arriving aircraft?
To inform pilots about the active runway
To help arrival sequencing and traffic delays
To provide aircraft approach path
To reduce controller workload
Why must ATC be familiar with the aerodrome emergency plan?
To perform rescue operations directly
To manage aircraft maintenance activities
To investigate aircraft accidents
To provide accurate information and support emergency response
Why is accurate and timely information from ATC important during search and rescue operations?
To support effective decision making by rescue units
To increase flight efficiency
To reduce pilot workload
To eliminate communication
Explain the difference between primary and secondary frequencies and their significance in having both of them in ATS operations
What could happen if an ATC unit operated beyond its lateral or vertical airspace limits without coordinating with adjacent unit?
Why must we, as ATC, anticipate missed approach procedures especially during poor weather conditions?
The current weather condition at Djalaluddin Airport is heavy rain with visibility of 500 meters. Incoming traffic BTK6244 is descending to A100 and had previously requested an RNP approach. The ATC on duty instructs BTK6244 to hold over point PIPOK and maintain A100. BTK6244 complies with the instruction and requests information regarding weather improvement in order to plan their next action. Who are the parties or units that need to be coordinated in this situation? And IF BTK6244 requests diversion, what is the procedure?
Explain how the use of STAR supports both traffic flow management and safety?
What is the difference between visual descend and visual approach?
Explain the procedures for handling the operation of unmanned aircraft in relation to air navigation services, in accordance with the applicable Standard Operating Procedures
Why is effective coordination essential between ATC and emergency services during an aircraft emergency?
“The current time is 06:03. Inbound traffic ATR 72 PKAAA, route WAAA–WAMG, has an ETA of 05:30. The last communication with ATC was at 05:11. The last reported position was proceeding to PIPOK, crossing radial 180 at 50 NM, maintaining FL150. Radio communication attempts on the assigned frequency are unsuccessful, and no distress message or abnormal information has been received. There is also overflying traffic PKBBB, route WAMM–WAAA, at FL180, estimating LUANG at 06:13”
How would you classify the above case, and as an ATC, what actions would you take?
An aircraft B737, callsign PKCCC, route WAAA-WAMG instructed by ATC to descend to F150, at passing F200 at on route they report rapid cabin depressurization and requests an immediate emergency descent to A100. There is other traffic PKDDD also B737 who is sequence number one, last position is passing F140, 10 nm to PIPOK crossing radial 170, also controller already give PKDDD clearance for approach
How would you handle this situation? (It should be noted that PKCCC did not transmit any distress message using “MAYDAY”)
