302 - Rules and Procedure in the East Low Sector Flashcards
Glossary > Standard Terminal Arrival (STAR)
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.
TC AIM RAC 9.2 > Standard Terminal Arrival (STAR), Minimum Sector Altitude (MSA) and Terminal Arrival Area (TAA)
(…) STARs are developed to simplify clearance procedures at higher density airports and are individually depicted in the Canada Air Pilot (CAP).
Glossary > Transition
Definition 1: The general term that describes the change from one phase of flight or flight conditions to another, e.g. transition from enroute flight to the approach or transition from instrument flight to visual flight
Definition 2: 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
ATS Surveillance > Vectoring
Allow aircraft operating on SIDs, STARs, and RNAV routes to conduct their own navigation to the extent possible.
Arrivals > STAR
Allow the aircraft to conduct its own navigation to the extent possible.
Vectoring > Vectoring Initiation
If you initiate vectoring, inform the pilot of the following:
* The purpose of vectors and/or the point to which the aircraft is being vectored
* That the aircraft’s SID or STAR is cancelled, if applicable
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:
* Direct to a waypoint
* Intercept between two waypoints
Rerouting an Aircraft to Another STAR or STAR Transition
If necessary, issue appropriate joining instructions to reroute the aircraft to another STAR or STAR transition, and instruct the pilot to rejoin the STAR.
TC AIM RAC 9.2.3.4 > Procedure Identification
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.
TC AIM RAC 9.2.3.5 > Altitude Restrictions
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.
TC AIM RAC 9.2.3.6 > Speed Restrictions
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.
Glossary > Waypoint
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
Glossary > Fly-By Waypoint
A waypoint that requires the use of turn anticipation to avoid an overshoot of the next flight segment.
Glossary > Fly-Over Waypoint
A waypoint that precludes any turn until the waypoint is overflown and is followed by an intercept manoeuvre of the next flight segment.
Advantages of STARs
- Provide standard routings
- Simplify procedures for both pilots and controllers
- Permit optimized use of airspace
- Present significant fuel savings
- Reduce pilot-controller communications
Disadvantages of STARs
- Inefficient, unpredictable spacing on final
- Designed to be flown to the DTW/FACF; if not, more workload for controller and pilot
Arrivals > STAR
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.
ATIS Format
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:
1. Aerodrome name
2. Message code letter
3. Weather information, including:
◦ Time of weather report or sequence ◦ Surface wind, including gusts[6]
◦ Visibility, weather and obstructions to vision, and sky condition (specify the ceiling if applicable). You may replace this information with the term CAVOK. LAWO sites are only to include visibility and ceiling information.
◦ Temperature
◦ Dew point
◦ Altimeter setting
◦ Pertinent SIGMETs, AIRMETs, and PIREPs[9]
◦ Other pertinent weather information
4. Type of instrument approach in use, including information on simultaneous parallel or converging operations
5. Landing runway, both IFR and VFR, including information on hold short operations and the stopping distance available[13]
6. Departure runway, both IFR and VFR
7. Aerodrome conditions that may affect the arrival or departure of aircraft. Aerodrome conditions include:[13]
◦ An RSC report—Only the RSC for the runway(s) in use is included on the ATIS broadcast, either by thirds or by full runway length as applicable.
◦ A CRFI report—Only the CRFI for the runway(s) in use is included on the ATIS broadcast, either by thirds or by full runway length, as applicable.
◦ NOTAM information—This may be omitted from an ATIS message after a broadcast period of 12 hours at domestic aerodromes, and 24 hours at international airports.
◦ Bird activity—Only if required for extreme conditions outlined in unit procedures. Do not include information already published in the CFS
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.
6 It is critical to include gusty wind conditions in the wind component of ATIS messages. Gusts can play an important role when an approach is conducted using auto-throttle or when the cross-wind component is near the upper limit.
9 Pertinent SIGMETs, AIRMETs, and PIREPs, which include severe weather conditions in the vicinity of the airport, may be itemized or referred to alphanumerically in the ATIS messages.
13 If multiple-runway use, and other necessary information, cause the message length to exceed the ATIS system capability, stopping distance information may be omitted from the ATIS message.
ATIS Identification
ATIS messages are identified with a code letter as follows:
* 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.
TC AIM RAC 9.1 > Automatic Terminal Information Service (ATIS) Broadcasts
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.
TC AIM RAC 1.3 > Automatic Terminal Information Service (ATIS)
(…) 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.
ATIS > ATIS Revision
Record a new message if any of the following occurs:
* 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.
ATIS > ATIS Revision
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.
ATIS Exemptions
Except during rapidly changing conditions, you need not issue information included in the current ATIS broadcast, provided the pilot acknowledges receipt of the broadcast.
Inform pilots of any new and pertinent information that differs from the current ATIS message.
Landing Information
If an aircraft has been cleared for a STAR, then on initial contact, the arrival controller must inform the aircraft of the landing runway.
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.
Glossary > Wind Shear
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.
Glossary > Wake Turbulence
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
Glossary > Light Aircraft
For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of 7000 kilograms (15500 pounds) or less.
Glossary > Medium Aircraft
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).
Glossary > Heavy Aircraft
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.
Standard Wake Turbulence Separation
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 is a light aircraft
* Any motorized aircraft is a heavy when it precedes a hang glider or occupied balloon
TC AIM AIR 2.9 > Wake Turbulence Characteristics
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.
TC AIM AIR 2.9 > Vortex Strength
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.
Separation > ATS Surveillance Separation
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.
Ensure both aircraft are identified, and that you are in direct communication using VHF/UHF voice with at least one of them. Do not permit PPSs to touch.
Unless applying target resolution, 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.
ATS Surveillance Separation > RBL and Halo Function
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.
Standard Wake Separation
Apply the appropriate wake turbulence separation minimum between the following aircraft:
* Two identified IFR aircraft, unless the required ATS surveillance separation minimum is greater than the wake turbulence separation minimum
* An aircraft receiving ATS surveillance control service and any other identified aircraft with a verified type and altitude
Airborne Wake Turbulence Separation
When applying wake turbulence separation with ATS surveillance, use a minimum indicated in the table below for any of the following situations:
* 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.
You need not apply wake turbulence separation if the trailing aircraft will remain in either of the following situations:
* Above a super, heavy, or heavier aircraft
* 1000 feet or more below the altitude vacated by a super, heavy, or heavier aircraft at the crossing point
Airborne Wake Turbulence Separation > Heavier Departure
When a heavier departure is ahead of an IFR arrival on visual approach on a crossing flight path, issue a cautionary.
Wake Cautionaries
In addition to the information detailed above, issue a cautionary as indicated in any of the following situations:
* 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.
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:
* 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.
[1[ 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
