Extra Exam Cards

Question 1

Validate altitude readouts by comparing the readout value with the altitude reported by the pilot, at either of the following times:

Answer 1

• On initial contact
• As soon as feasible, if the readout is not displayed or cannot be validated on
initial contact

Question 2

Verify the operating status of unit equipment in accordance with…

Answer 2

Verify the operating status of unit equipment in accordance with unit procedures and the user manual for the equipment.
Do not tamper or interfere with the normal operating status of equipment.
Coordinate with appropriate maintenance personnel the release of equipment for maintenance, taking into account the requirements of current and anticipated traffic during the period of interruption. If requested, make every effort to release equipment for routine maintenance.

Question 3

A320

Climb Speed/Transition
Cruise Speed
Descent Speed/Transition
Minimum Mach at FL350
Climb Rate

Answer 3

Climb speed 290 KIAS, transition to M.76
Cruise speed M.78
Descent speed M.77, transition to 275 KIAS
Minimum Mach number is M.65 at FL350
Max mach .82
Climb Rate: 2000 fpm

Question 4

B738

Climb Speed/Transition
Cruise Speed
Descent Speed/Transition
Minimum Mach at FL350
Climb Rate

Answer 4

Climb speed 270 KIAS, transition to M.76
Cruise speed M.79
Descent speed M.76, transition to 265 KIAS
Minimum Mach number is M.54 at FL350
Max mach .82
Climb Rate: 2500 fpm

Question 5

B744

Climb Speed/Transition
Cruise Speed
Descent Speed/Transition
Minimum Mach at FL350
Climb Rate

Answer 5

Climb speed 310 KIAS, transition to M.87
Cruise speed M.86
Descent speed M.87, transition to 310 KIAS
Minimum Mach number is M.85 at FL350
Max mach .92
Climb Rate: 1500 fpm

Question 6

C550

Climb Speed/Transition
Cruise Speed
Descent Speed/Transition
Minimum Mach at FL350
Climb Rate

Answer 6

Climb speed 240 KIAS, transition to M.60
Cruise speed M.64
Descent speed M.65, transition to 252 KIAS
Minimum Mach number is M.43 at FL350
Climb Rate: 3050

Question 7

navigation assistance

Answer 7

NAVIGATIONAL ASSISTANCE – The provision of position information, vectors, or
track and ground speed checks.

Question 8

Conditions for termination of vector

(READ)

Answer 8

When we vector aircraft, we are assuming responsibility for aircraft’s
navigation. We must ensure that certain conditions are met before we
can safely transfer that responsibility back to the pilot. MATS outlines
three conditions for the termination of a vector.
When working enroute traffic, most vectors will be for traffic or separation. Once the aircraft is clear of the traffic ensure it is re-
established on a cleared route.

Sometimes the aircraft is not yet established on the cleared route but
will be shortly. As long as you and the pilot are aware of this, then the
controller can terminate the vector.

There are three rules we must follow to terminate a vector (approach, hold, cleared route). Remember
that vectors can be pilot or controller-initiated. If they are initiated by
you, the pilot may be unsure of his exact location. The longer the pilot

is on a vector, the further away he will likely be from his original flight-
planned route. Because of this potential uncertainty, you are required

to inform the pilot of his position.

Question 9

vector termination coles notes

Answer 9

Vector may be terminated for three reasons
- approach, hold, established on cleared route
You must inform the pilot of their position unless you know they have the information
Provide notice of termination of vectors unless they are cleared for an approach (position) (RESUME OWN NAVIGATION)

Question 10

Speed notes

Answer 10

As the aircraft climbs with a constant IAS, the TAS increases.

The speed filed on the aircraft’s flight plan is the TAS and it is the speed that will match closest to the ground speed (+ or - wind)

The reason aircraft use Mach number at higher altitudes is because indicated airspeed is much less useful than Mach number

As the speed of sound changes inversely with altitude, a given Mach number will not indicate the same airspeed for two aircraft flying at different altitudes.

As one gains altitude, the maximum indicated airspeed becomes superfluous at high altitude since the air is less dense. To create lift, the air that passes over the wings and certain parts of the fuselage accelerates and exceeds the speed of sound when the aircraft approaches its maximum Mach speed. This shock wave that is produced over the wing disrupts airflow from the top of the wing and reduces lift which can cause the wing to stall at high speeds. The use of the Machmeter therefore becomes essential in order not to exceed this maximum value and to avoid losing control of the aircraft.