EXAM DECK Flashcards
SOM
AIRCRAFT TRANSITING TERMINAL AIRSPACE
- EE and WW will route aircraft FL230 and below, transiting Martin Terminal airspace via entry fixes KYLER, WHITE, and BLACK.
- Martin Terminal will route aircraft FL230 and below transiting Martin Terminal airspace via exit fixes ANGEL, BANJO, WEST GATE, and DEXTER.
- Transiting aircraft entering Martin Terminal Airspace will be handed off to Martin Terminal Departures Sector (DD).
Do not accept responsibility for…
Do not accept responsibility for separating aircraft in Class G airspace.
TC AIM GEN 5.1 Area Minimum Altitude (AMA)
The lowest altitude to be used under Instrument Meteorological Conditions (IMC) that will provide a minimum vertical clearance of 1000 ft. or, in a designated mountainous region, 2000 ft., rounded up to the next 100-ft. increment, under conditions of standard temperature and pressure, above all obstacles located in the area specified.
You may vector an aircraft into Class G airspace if you…
You may vector an aircraft into Class G airspace if you inform the pilot and obtain the pilot’s approval.
MINIMUM SECTOR ALTITUDE (MSA)
The lowest altitude that will provide a minimum clearance of 1000 ft under conditions of standard temperature and pressure above all objects located in an area contained within a sector of a circle with a 25 NM radius centred on a radio aid to navigation or a specified point.
US: minimum safe altitude
MINIMUM VECTORING ALTITUDE (MVA)
The lowest altitude for vectoring aircraft by ATC that meets obstacle clearance and radio coverage requirements in the airspace specified
Safe altitude 100 nautical miles
Safe altitude 100 nautical miles doesn’t have a formal definition.
It is an altitude, usually found on CAP charts, that is flight checked and approved for use within 100 miles of the geographical centre of the aerodrome as depicted on the CAP chart and meets obstruction clearance requirements.
Transition altitude
TC AIM GEN 5.1> Transition
In most cases for IFR, it is an altitude specifically shown for an aircraft that is changing (“transitioning”) from enroute to approach.
(a) The general term that describes the change from one phase of flight or flight conditions to another, e.g. transition from en route flight to the approach or transition from instrument flight to visual flight.
(b) A published procedure used to connect the basic standard instrument departure (SID) to one or more en route airways or to connect one or more en route airways to the basic standard terminal arrival (STAR). More than one transition may be published in the associated SID or STAR.
MINIMUM IFR ALTITUDE
The lowest IFR altitude established for use in a specific airspace. Depending on the airspace concerned, the minimum IFR altitude may be a minimum obstacle clearance altitude (MOCA), a minimum enroute altitude (MEA), a minimum sector altitude (MSA), a minimum vectoring altitude (MVA), a safe altitude 100 NM, a terminal arrival area (TAA), an area minimum altitude (AMA), a transition altitude, or a missed approach altitude. The minimum IFR altitude provides obstacle clearance, but may or may not be within controlled airspace.
MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA)
The altitude above sea level between specified fixes on airways or air routes that meets the IFR obstacle clearance requirements for the route segment in question.
This altitude is published on aeronautical charts.
MINIMUM ENROUTE ALTITUDE (MEA)
The altitude above sea level between specified fixes on airways or air routes that assures acceptable navigational signal coverage and that meets the IFR obstacle clearance requirements.
This altitude is published on aeronautical charts.
MISSED APPROACH ALTITUDE
The difference between 29.92 and 29.93 is
The difference between 29.92 and 29.82 is
The difference between 29.92 and 28.92 is
10 feet
100 feet
1000 feet
Altimeter setting for aircraft passing on different settings
Lower actual outside air pressure causes your altimeter to indicate higher altitude for the same altimeter setting at the same height AGL (the altimeter thinks its higher)
therefore, if you calibrate your altimeter to a lower altimeter setting (sea level pressure lowered) the altimeter will indicate a lower altitude and vice versa. you are telling the altimeter that the sea level pressure is lower, so the altimeter takes that into account and tells you that your ASL must be lower.
THEREFORE, if two planes pass at 1000 feet and the bottom aircraft is on a LOWER altimeter setting than the top aircraft, you will have LESS then 1000 feet actual spacing (The lower aircraft will climb to a higher altitude to compensate for the lower calibrated sea level pressure)
If a pilot changes the altimeter setting from 30.11 to 29.96 what is the approximate change in altitude the altimeter will display?
150 feet LOWER
(therefore the aircraft climbs to compensate)
Issue the altimeter setting as follows:
- Identify the setting by the name of the station to which it applies, unless:
◦ The setting applies to the station at which the unit is located.
◦ There is no possibility of misunderstanding. - If the setting is 28.99 or lower, or 31.00 or higher, state the setting twice
(altimeter), I SAY AGAIN (altimeter) - If the setting is higher than 31.00, issue the actual altimeter setting and confirm that the pilot has set the aircraft altimeter to 31.00.
- If the setting is obtained from a weather report that is one hour old or more, include the time of the report.
ALTIMETER AT (time) WAS (setting) - If the setting changes by ± 0.02 inches or more, issue a revised altimeter setting.
- If a pilot asks which type of setting is provided, identify the setting as QNH (height above sea level).
If no local or remote altimeter is available for a location, inform the pilot when issuing landing information.
ALTIMTER SETTING FOR (unit id) NOT AVAILABLE
Lowest Usable Flight Levels
29.92 and Higher: FL180
29.91 to 28.92: FL190
28.91 to 27.92: FL200
27.91 and lower: FL210
If a change in altimeter setting requires an increase or permits a decrease in the lowest usable flight level, coordinate with adjacent sectors or units as required.
Use altitude readouts of aircraft under the jurisdiction of another controller to determine aircraft altitudes only if either of the following applies.
- The other controller has confirmed the aircraft’s altitude.
- On handoff, the transferring controller does not inform you that an aircraft’s altitude readout is invalid or not validated.
Do not use altitude readouts when the site altimeter setting for the geographic region concerned is below 26.00 or above 33.00.
Consider an aircraft to be maintaining an altitude when
Its altitude readout is within 200 feet of its assigned altitude
Note: This is a key rule. It tells you that when an aircraft reports its altitude, you must correlate it immediately with the data block altitude readout and ensure that it is within the 200-foot parameter.
Mode C altitude is considered valid if the readout value…..
The Mode C altitude is considered valid if the readout value does not differ from the aircraft reported altitude by more than 200 ft. The readout is considered invalid if the difference is 300 ft or more.
Therefore, it is expected that pilot altitude reports, especially during climbs and descents, will be made to the nearest 100-ft increment.
You may assign an altitude only after another aircraft previously at that altitude, or climbing or descending through that altitude, has reported or is observed doing one of the following:
- Vacating or passing the altitude you want to assign
- Vacating or passing an altitude separated by the appropriate minimum from the altitude you want to assign, and one of the following applies:
◦ Severe turbulence exists.
◦ The aircraft previously at the altitude you want to assign has been issued a cruise climb.
Pin: The climb or descent rate of both aircraft must be considered in determining when an aircraft may be cleared to the altitude that has been vacated
Consider an aircraft to have reached an altitude when
Consider an aircraft to have vacated an altitude when
Understand the “starting point” in the note below
Consider an aircraft to have passed an altitude when
CARs 602.32 > Airspeed Limitations
(1) Subject to subsection (2), no person shall
(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.
STAR - Who is responsibile for making sure that aircraft are on the appropriate STAR
The correct answer is east low west low, but apparently the exam is incorrect and says its the high controller
SAY TRUE FOR THE EXAM EVEN THOUGH ITS WRONG
Find These:
Procedure Identification
Frequencies
Safe Altitude 100 NM
Adjacent Navaid
Minimum Sector Altitude
Missed Approach Instruction
Topographic Altitudes
Aerodrome Coordinates
Aerodrome Identifier
Basic Approach Information (Quick Ref)
Profile View
Approach Minima
TC AIM COM 5.4.2 > GNSS-Based RNAV Approach Procedures
In Canada, RNAV (GNSS) approach charts may depict up to four sets of minima:
(a) LPV (localizer performance with vertical guidance) Precision
(b) LP (localizer performance without vertical guidance)
Non-Precision
(b) LNAV/VNAV; (lateral navigation/vertical navigation)
Precision
(c) LNAV;
(Later navigation)
Non Precision
and
(d) CIRCLING.
Landing minima are displayed for precision and non precision approaches as shown on chart:
IAWP
IWP
FAWP
MAWP
MAHWP
On exam! Be able to label these on a chart!
IAWP – Initial Approach Waypoint
IWP – Intermediate Approach Waypoint
FAWP - Final Approach Waypoint
MAWP - Missed Approach Waypoint
MAHWP - Missed Approach Holding Waypoint
TC AIM RAC 9.2.3.6 > Speed Restrictions
Pilots must follow….
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.
Except as provided for in Enhanced Wake Separation and Time-Based Separation (TBS), base wake separation minima on….
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
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
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
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.
Wake Turbulence Standards
SUPER
SUPER 4 Miles
Heavy 6 Miles
Medium 7 Miles
Light 8 Miles
Wake Turbulence Standards
Heavy
Super 4 miles
Heavy 4 Miles
Medium 5 Miles
Light 6 Miles
Wake Turbulence Standards
Medium
Super: None
Heavy: None
Medium: None
Light: 4 miles
TAF
Code: CHANGE GROUPS
Change groups indicate that a change in some or all of the elements is expected
TAF
BECMG Example
*** NOTE THAT BECOMING MEANS THE CHANGE TAKES PLACE GRADUALLY DURING THE WINDOW SPECIFIED. THE CHANGE IS FINALIZED AT THE END OF THE WINDOW, LOOK AT EXAMPLE
TAF
TEMPO Example
TAF Multiple change group example
TAF Examples
When an aircraft is approaching an MF area….
When an aircraft is approaching an MF area, instruct the pilot to change to the MF before reaching the area.
If the pilot needs to leave your frequency to make required Mandatory Frequency Area Reports, advise the pilot to report leaving and returning to ATC frequency.
MATS ACC > Separation > Vertical Separation > Vertical Separation For Aircraft on Reciprocal Tracks
Discontinuing Vertical Separation in Procedural Airspace (Reciprocal Tracks)
NAVAID Passage
- Both pilots have reported passing over the same ground-based NAVAID
- If at FL180 or above, the aircraft are two minutes apart
MATS ACC > Separation > Vertical Separation > Vertical Separation For Aircraft on Reciprocal Tracks
Discontinuing Vertical Separation in Procedural Airspace (Reciprocal Tracks)
DME and/or GNSS Passage
- DME and/or GNSS reports, determined in relation to a common point, indicate that the aircraft have passed and are 5 miles apart
- The outbound aircraft, if utilizing DME, is 15 miles or more from the DME facility
(KNOW THE DME EXCEPTION FOR THE EXAM!)
If the outbound aircraft from the common point is /G equipped, slant range is not a factor.
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Crossing Track Operations
For aircraft on crossing tracks, apply time‑based longitudinal separation, calculated from the point that the tracks cross, of either:
- 15 minutes
- 10 minutes, provided you obtain position reports at least every 40 minutes (Longitudinal Separation, Crossing Tracks)
MATS ACC > Separation > Longitudinal Separation > Distance-Based Longitudinal Separation > Crossing Track Operations
If aircraft on crossing tracks are using DME, GNSS, or both, from a common point and the tracks cross at the common point, separate the aircraft by either:
- 20 miles (Longitudinal Separation: Crossing Tracks Using DME or GNSS)
(works with any aircraft speed)
White Space Notes: This standard works well with same-speed aircraft or if the lead aircraft is faster. It does not work when the second aircraft is faster. This standard works well with same-speed aircraft or if the lead aircraft is faster.And remember: distance-based standards must always be proven. - 10 miles, if the leading aircraft is maintaining 20 knots or more faster than the following aircraft
Pin: The distance is calculated from a common point over which both aircraft are cleared
Required Conditions for Special VFR flight
