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302 Flashcards

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1
Q

STANDARD TERMINAL ARRIVAL (STAR)

A

An IFR ATC arrival procedure published in the CAP for use by aircraft with the appropriate navigation capabilities and coded in many GNSS and FMS databases.

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2
Q

TC AIM RAC 9.2 > Standard Terminal Arrival (STAR), Minimum Sector Altitude (MSA) and Terminal Arrival Area (TAA) >

STARs are developed to….

A

STARs are developed to simplify clearance procedures at higher density airports and are individually depicted in the Canada Air Pilot (CAP).

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3
Q

TRANSITION

A

A published procedure used to connect the basic standard instrument departure (SID) to one or more enroute airways or to connect one or more enroute airways to the basic standard terminal arrival (STAR). More than one transition may be published in the associated SID or STAR or RNAV approach.

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4
Q

MATS ACC > ATS Surveillance > Vectoring

Allow aircraft operating on SIDs, STARs, and RNAV routes to…

A

Allow aircraft operating on SIDs, STARs, and RNAV routes to conduct their own navigation to the extent possible.

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5
Q

If you initiate vectoring, inform the pilot of the following:

A
  • The purpose of vectors and/or the point to which the aircraft is being vectored

VECTORS [ DUE ] TRAFFIC
VECTORS FOR ( sequencing / spacing / other reason )
VECTORS TO (fix / airway / final / localizer / other)

  • That the aircraft’s SID or STAR is cancelled, if applicable

SID CANCELLED
STAR CANCELLED

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6
Q

MATS ACC > Traffic Management > Arrivals > STAR > Managing Aircraft Operating on a STAR

Vectoring an Aircraft Off a STAR the Re-establishing it on the Same STAR

If you vector an aircraft off a STAR, instruct the pilot to rejoin the STAR using one of the following:

A
  • Direct to a waypoint
    PROCEED DIRECT (waypoint) REJOIN STAR
  • Intercept between two waypoint
    (FLY/TURN LEFT/TURN RIGHT) (heading), REJOIN ( STAR name )
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7
Q

MATS ACC > Traffic Management > Arrivals > STAR > Managing Aircraft Operating on a STAR

Rerouting an Aircraft to Another STAR or STAR Transition

If necessary, issue appropriate….

A

If necessary, issue appropriate joining instructions to reroute the aircraft to another STAR or STAR transition, and instruct the pilot to rejoin the STAR.

RECLEARED ( procedre name ), (transition name), PROCEED DIRECT (waypoint) REJOIN STAR

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8
Q

TC AIM RAC 9.2.3.4 > Procedure Identification

A STAR can designate multiple…

A

A STAR can designate multiple lateral routes, dependent on the runway in use, for an aircraft to fly from various points along the en route phase of flight to the approach phase with little or no ATC intervention. These lateral routes (referred to as transitions) are listed on the STAR chart and may include instructions for management of the vertical profile.

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9
Q

TC AIM RAC 9.2.3.5 > Altitude Restrictions

Altitude restrictions may be included….

A

Altitude restrictions may be included in the STAR. Although an aircraft is expected to follow the charted lateral track of the cleared STAR without further ATC clearance, as per the flight-planned/cleared route, such is not the case with the STAR vertical profile; ATC has to issue descent clearance, and when a lower altitude is issued, pilots shall descend on the STAR profile to the ATC-assigned altitude. Unless specially cancelled by ATC, all charted restrictions above the assigned altitude on the STAR remain mandatory.

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10
Q

TC AIM RAC 9.2.3.6 > Speed Restrictions

Pilots must follow….

A

Pilots must follow charted speed restrictions on a STAR. An ATC-assigned speed restriction supersedes any STAR-charted speed restrictions and must be followed until CAR 602.32 prohibits the pilot from flying at that speed.

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11
Q

WAYPOINT

A

A specified geographical location, defined by longitude and latitude, that is used in the definition of routes and terminal segments and for progress-reporting purposes

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12
Q

FLY-BY WAYPOINT

A

A waypoint that requires the use of turn anticipation to avoid an overshoot of the next flight segment.

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13
Q

FLY-OVER WAYPOINT

A

A waypoint that precludes any turn until the waypoint is overflown and is followed by an intercept manoeuvre of the next flight segment

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14
Q

Consider an aircraft to have been cleared for the STAR if…

A

Consider an aircraft to have been cleared for the STAR if the STAR is included in the routing portion of the flight plan.

Clearance for the STAR allows the aircraft to follow the lateral track only, descent clearance must be received from ATC. Clear an aircraft flying a STAR for descent in sufficient time to meet any published altitude restriction. Pilots are required to comply with all published altitude and speed restrictions at or above the cleared altitude unless specifically cancelled by ATC.

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15
Q

You may assign an altitude inappropriate to the direction of flight in the following situations:

A
  • The following conditions apply:
    ◦ No alternate separation minima can be applied.
    ◦ The altitude has been approved by affected sectors/units.
    ◦ The aircraft will be cleared to an appropriate altitude as soon as the conditions permit.
  • The airspace is structured for one-way traffic flow
  • An aircraft is doing any of the following:
    ◦ Holding
    ◦ Arriving
    ◦ Departing
    ◦ Conducting a flight check of a NAVAID
    ◦ Operating within an altitude reservation
    ◦ Engaged in an aerial survey, mapping flight, or test flight
    ◦ Operating on a polar route
    ◦ Transitioning to or from oceanic airspace within 200 miles along the aircraft track from the oceanic entry or exit point
  • A pilot requests the altitude because of icing, turbulence, or fuel considerations and the following apply:
    ◦ The pilot informs you of the time or location that the aircraft can be cleared to an appropriate altitude
    ◦ The altitude has been approved by affected sectors/units
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16
Q

CARs 602.32 > Airspeed Limitations

(1) Subject to subsection (2), no person shall

A

(1) Subject to subsection (2), no person shall
(a) operate an aircraft at an indicated airspeed of more than 250 knots if the aircraft is below 10,000 feet ASL; or
(b) operate an aircraft at an indicated airspeed of more than 200 knots if the aircraft is below 3,000 feet AGL within 10 nautical miles of a controlled aerodrome unless authorized to do so in an air traffic control clearance.

(2) A person may operate an aircraft at an indicated airspeed greater than the airspeeds referred to in subsection (1) if the aircraft is being operated in accordance with a special flight operations certificate - special aviation event issued pursuant to section 603.02.

(3) If the minimum safe airspeed for the flight configuration of an aircraft is greater than the airspeed referred to in subsection (1), the aircraft shall be operated at the minimum safe airspeed.

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17
Q

Keep ATIS messages concise. Do not include ATIS message time or RVR in the ATIS message.

Include the following information, as applicable, in the sequence indicated:

A
  1. Aerodrome name
  2. Message code letter
  3. Weather information
  4. Type of instrument approach in use, including information on simultaneous parallel or converging operations[11]
  5. Landing runway, both IFR and VFR, including information on hold short operations and the stopping distance available[12][13]
  6. Departure runway, both IFR and VFR
  7. Aerodrome conditions that may affect the arrival or departure of aircraft.
  8. Restriction or suspension of landings or takeoffs.
  9. Instruction that aircraft are to acknowledge receipt of the ATIS broadcast on initial contact with the ATS Unit.
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18
Q

ATIS messages are identified with a code letter as follows:

A
  • Assign a code letter in sequence from the phonetic alphabet, beginning with ALFA, and continuing to ZULU until all letters are used, then start a new cycle without regard to the beginning of a new day.
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19
Q

TC AIM RAC 9.1 > Automatic Terminal Information Service (ATIS) Broadcasts

If ATIS is available…

A

If ATIS is available, all pilots should use it to obtain the basic arrival or departure and aerodrome information as soon as it is practicable.

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20
Q

TC AIM RAC 1.3 > Automatic Terminal Information Service (ATIS)

Pilots hearing the broadcast should….

A

Pilots hearing the broadcast should inform the ATC/FSS unit on initial contact that they have received the information, by repeating the code letter that identifies the message, thus obviating the need for the controller/specialist to issue information. Example: …WITH BRAVO.

The success and effectiveness of ATIS is largely dependent upon the co-operation and participation of airspace users; therefore, pilots are strongly urged to take full advantage of this service.

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21
Q

Record a new message if any of the following occurs:

A
  • A new METAR or SPECI is received.
  • A new LAWO observation is conducted.
  • An applicable SIGMET, AIRMET, or PIREP is received, updated, or cancelled.
  • The altimeter setting changes by ± 0.04 inches or more since the last recorded altimeter data.
  • The type of IFR approach is changed.
  • A runway is changed.
  • An applicable NOTAM is received, updated, or cancelled.
  • A change in runway conditions is reported.
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22
Q

If the ATIS message cannot be kept current due to rapidly changing conditions….

A

If the ATIS message cannot be kept current due to rapidly changing conditions, record a message that all or part of the information will be issued by the unit.

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23
Q

Except during __________, you need not issue…

A

Except during rapidly changing conditions, you need not issue information included in the current ATIS broadcast, provided the pilot acknowledges receipt of the broadcast

Pin: The runway number must always be stated

Inform pilots of any new and pertinent information that differs from the current ATIS message.

24
Q

If an aircraft has been cleared for a STAR…

A

If an aircraft has been cleared for a STAR, then on initial contact, the arrival controller must inform the aircraft of the landing runway.

25
Q

After issuing landing information, if you learn of information that may affect an aircraft’s descent, approach, or landing…

A

After issuing landing information, if you learn of information that may affect an aircraft’s descent, approach, or landing, inform the pilot promptly. Pilots may be unaware of recent changes that may affect flight safety, such as runway changes.

26
Q

WIND SHEAR

A

A change in wind speed and/or wind direction in a short distance. It can exist in a horizontal or vertical direction and occasionally in both.

27
Q

Add TAFs and PIREPs SIGMETS and AIRMETS cards from ABC to deck (or make a separate deck(

A
28
Q

WAKE TURBULENCE

A

Turbulent air behind an aircraft caused by any of the following:

  • Wing-tip vortices
  • Rotor-tip vortices
  • Jet-engine thrust stream or jet blast
  • Rotor downwash
  • Prop wash
29
Q

LIGHT AIRCRAFT

A

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of 7000 kilograms (15500 pounds) or less.

30
Q

MEDIUM AIRCRAFT

A

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of more than 7000 kilograms (15500 pounds) but less than 136000 kilograms (300000 pounds).

31
Q

HEAVY AIRCRAFT

A

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of 136000 kilograms (300000 pounds) or more, with the exception of aircraft types specified in the super category in “Aircraft Type Designators and Enhanced Wake Separation” in the ATS Unit Library.

32
Q

Flight Data Strip Information

A
33
Q

Except as provided for in Enhanced Wake Separation and Time-Based Separation (TBS), base wake separation minima on….

A

Except as provided for in Enhanced Wake Separation and Time-Based Separation (TBS), base wake separation minima on the four standard wake turbulence categories.

For wake turbulence separation and cautionaries
- A boeing 757 is a heavy when it is the leading aircraft
- An ultralight aircraft is a light
- Any motorized aircraft is a heavy when it precedes a glider or a balloon

34
Q

TC AIM AIR 2.9

Wake turbulence is caused by…

A

Wake turbulence is caused by wing tip vortices and is a by-product of lift. The higher air pressure under the wings tries to move to the lower air pressure on top of the wings by flowing towards the wing tips where it rotates and flows into the lower pressure on top of the wings. This results in a twisting rotary motion which is very pronounced at the wing tips and continues to spill over the top in a downward spiral. Therefore, the wake consists of two counter-rotating cylindrical vortices.

35
Q

TC AIM AIR 2.9

Vortex Strength

A

The strength of these vortices is governed by the shape of the wings, and the weight and the speed of the aircraft; the most significant factor is weight. The greatest vortex strength occurs under conditions of heavy weight, clean configuration, and slow speed. The strength of the vortex shows little dissipation at altitude within 2 min of the time of initial formation. Beyond 2 min, varying degrees of dissipation occur along the vortex path; first in one vortex and then in the other. The break-up of vortices is affected by atmospheric turbulence; the greater the turbulence, the more rapid the dissipation of the vortices.

36
Q

MATS ACC > Separation > ATS Surveillance Separation

CSiT and NARDS are both operationally certified ATS surveillance display systems….

A

CSiT and NARDS are both operationally certified ATS surveillance display systems that can be used to apply the appropriate separation minima provided in this section. CSiT is the primary display, and NARDS is the auxiliary.

If both aircraft are identified, and you are in direct communication using VHF/UHF voice with at least one aircraft, do not permit PPSs to touch.

Apply ATS surveillance separation between the centres of PPSs as indicated in ATS Surveillance Separation Conditions. When providing ATS surveillance control service a wake turbulence separation standard is required.

37
Q

there are several ATS surveillance separation standards. The number of miles you can use between aircraft is determined by several considerations such as:

A
  • Type of surveillance source
  • Type of Air Traffic Control Service offered
  • Amount of airspace displayed
  • Distance from a radar site
38
Q

MATS ACC > Separation > ATS Surveillance Separation

3 Mile ATS Surveillance Separation Conditions

A
  • You provide terminal control service
  • CSiT or NARDS displays a maximum range of 120 miles from left to right
  • The ATS surveillance sources include MLAT/WAM, DND-NG, RSE but do not include DND-NWS
  • Altitude readouts are displayed for both aircraft, or both aircraft are at or below 15000 feet ASL
  • Aircraft are no farther than 80 miles from the ATS surveillance source
39
Q

PRESENT POSITION SYMBOL (PPS)

A

The visual indication, in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle, or other object obtained after automatic processing of positional data

40
Q

Range Bearing Line and Halo Function

A

The Range Bearing Line (RBL) and Halo function can be used to assist in determining the separation between PPSs. The distances provided by RBL are measured from centre to centre of the PPSs. The radius of the halo is user‑selectable and does not vary with range.

41
Q

Apply the appropriate wake turbulence separation minimum between the following aircraft:

A
  • Two identified IFR aircraft, unless the required ATS surveillance separation minimum is greater than the wake turbulence separation minimum

Pin: All arrival and enroute procedural separation standards provide wake turbulence separation

  • An aircraft receiving ATS surveillance control service and any other identified aircraft with a verified type and altitude
42
Q

When applying wake turbulence separation with ATS surveillance, use a minimum indicated in the table below for any of the following situations:

A
  • An aircraft is operating at the same altitude in front of another aircraft
  • An aircraft is crossing an altitude in front of another aircraft
  • A VFR aircraft that is in the super, heavy, or a heavier category is on final ahead of an IFR aircraft.
  • An aircraft is ahead of an aircraft that is conducting an instrument approach
  • An aircraft is being vectored unless visual separation is established.
43
Q

Wake Turbulence Standards

SUPER

A

SUPER 4 Miles
Heavy 6 Miles
Medium 7 Miles
Light 8 Miles

44
Q

Wake Turbulence Standards
Heavy

A

Super 4 miles
Heavy 4 Miles
Medium 5 Miles
Light 6 Miles

45
Q

Wake Turbulence Standards
Medium

A

Super: None
Heavy: None
Medium: None
Light: 4 miles

46
Q

Wake Turbulence Separation - SAME TRACK

A
47
Q

Wake Turbulence Separation - crossing tracks

A
48
Q

Wake Turbulence Sepration - Reciprocal Tracks

A
49
Q

When a heavier departure is ahead of…

A

When a heavier departure is ahead of an IFR arrival on visual approach on a crossing flight path, issue a cautionary.

50
Q

MATS ACC > Separation > Wake Turbulence Separation > Wake Cautionaries

In addition to the information detailed above, issue a cautionary as indicated in any of the following situations:

A
  • You observe that an identified aircraft will have less than the appropriate wake turbulence separation from a leading heavier aircraft.
  • A potential hazard exists due to wake turbulence.
51
Q

MATS ACC > Separation > Wake Turbulence Separation > Standard Wake Separation

Be aware of the possible hazards caused by wake turbulence. If you judge it necessary[1], you may do any of the following:

A
  • Increase a wake turbulence separation minimum.
  • Apply a wake turbulence separation minimum for a situation that is not covered by a specific minimum.
  • Issue a cautionary.
  • Provide wake-avoidance information to any lighter aircraft that is following another aircraft. The wake vortex zone is indicated in Wake Vortex Zone Created by In-Flight Aircraft.4]

Issues to consider:
* Calm winds and stable air
* Crosswind or tailwind that might hold a vortex on a runway or cause it to drift to another runway

52
Q
A

FLY OVER waypoint
On request

53
Q
A

FLY OVER waypoint
compulsory

54
Q
A

FLY BY waypoint
On request

55
Q
A

Fly by waypoint
Compulsory

Block 3 and 4 (11 decks)

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