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Block 3 > Lesson 301 > Flashcards

Lesson 301 Flashcards

1
Q

MATS ACC > Glossary

GROUND CONTROLLER

A

A duty controller assigned to the ground control position in an airport control tower.

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2
Q

MATS ACC > Glossary

AIRPORT CONTROLLER

A

A duty controller assigned to the airport control position in an airport control tower.

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3
Q

MATS ACC > Glossary

AIRPORT TRAFFIC

A

All traffic on the manoeuvring area of an airport and all aircraft flying in the vicinity of an airport.

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4
Q

MATS ACC > Glossary

MANOEUVRING AREA

A

MATS ACC > Glossary MANOEUVRING AREA The part of an aerodrome, other than an apron, that is intended to be used for the takeoff and landing of aircraft and for the movement of aircraft associated with takeoff and landing.

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5
Q

MATS ACC > Glossary AIR TRAFFIC MATS ACC > Glossary

AIR TRAFFIC

A

All aircraft in flight or operating on the manoeuvring area of an aerodrome.

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6
Q

MATS ACC > Glossary

CONTROLLED AIRPORT

A

An airport at which an airport control service is provided.

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7
Q

MATS ACC > Glossary

AIRPORT CONTROL SERVICE

A

A control service provided by airport control towers to aircraft and vehicles on the manoeuvring area of an airport and to aircraft operating in the vicinity of an airport.

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8
Q

MATS TWR > Service Fundamentals > Control Service Provide VFR control service to:
■
■
■

A

■ Airport traffic operating on the manoeuvring area
■ VFR aircraft operating within the control zone or TRA
■ IFR aircraft for which the tower has control responsibility

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9
Q

MATS TWR > Traffic Management > Aerodrome Configuration > Runway Selection

Assign runways as indicated in Table: Assigning Runways. You may suggest or approve a request for another runway, provided:
■
■

A

■ You or the aircraft gain an operational advantage.

■ You clearly indicate the wind direction and speed to the pilot.

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10
Q

  • -
A
  • the runway is dry
  • you indicate the wind direction and speed to the pilot
  • the tailwind component, including gusts, does not exceeds 5 knots
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11
Q

MATS ACC > Glossary

TAILWIND

A

For runway operations, a tailwind is considered to exist whenever the surface wind exceeds an angle of 90 degrees to the runway used by an aircraft.

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12
Q

MATS ACC > Traffic Management > Clearances and Instructions > Departure Clearance

If required for control, specify the following in a departure clearance:

  • You may expedite a departure by suggesting a take-off direction other than into the wind.ⓘ ⓘ

  • -
A
  • Accept the suggestion
  • Wait for takeoff into wind
  • Request takeoff in another direction.
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13
Q

MATS ACC > Glossary

SECURE DEPARTURE SEQUENCE

A

The exact order of IFR and VFR departures as determined by an airport controller.

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14
Q

MATS ACC > Service Fundamentals > Control Service > Control Responsibility > Transfer of Control

Unless otherwise coordinated, control of a departing IFR aircraft is transferred from the tower to the IFR unit as soon as the aircraft is _______.

A

airborne

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15
Q

MATS ACC > Glossary

STANDARD INSTRUMENT DEPARTURE (SID)

(SID) An IFR ATC departure procedure published in the Canada Air Pilot for pilot and controller use. SIDs may be either of the following:
(a)
(b)

A

(a) pilot navigation SIDs, where the pilot is required to use the applicable SID chart as reference for navigation to the enroute phase
(b) vector SIDs, established where ATC provides navigational assistance to a filed or assigned route, or to a fix depicted on the applicable SID chart. Pilots are expected to use the SID chart as a reference for navigation until the vector is commenced.

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16
Q

MATS ACC > Traffic Management > Clearances and Instructions > Departure Clearance > Release Time

When the release time is influenced by a specific time or event:
■ If an aircraft must depart before a specified time or event, do either of the following:
-
-
■ If an aircraft must depart after a specified time or event, use the phraseology provided in Table: Phraseology for an Aircraft to Depart Subject to a Specified Time or Event.
■ If the time or event cannot be specified,____________________________________.

A

■ If an aircraft must depart after a specified time or event, do either of the following:
- Issue a clearance-cancelled time.
-State that the clearance will be cancelled by a specific event.
■ If an aircraft must depart after a specified time or event, use the phraseology provided in Table: Phraseology for an Aircraft to Depart Subject to a Specified Time or Event.
■ If the time or event cannot be specified, do not issue a clearance until the clearance is valid.

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17
Q

MATS ACC > Traffic Management > Clearances and Instructions > Issuing and Relaying > Delivery Limitations

If a communication agency informs you that a clearance has not been delivered, instruct the agency to do one of the following:
■
■
■

A

■ Continue attempting to deliver, and report if undelivered by a specified time.
■ Attempt to deliver at a specified time.
■Cancel the clearance.

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18
Q

MATS ACC > Separation > Initial IFR Separation > Surveillance Initial IFR Separation > Successive IFR Departures: Same Runway

You may authorize a second aircraft to take off when the aircraft are separated by 1 mile, and the following apply: 
■
■
■ 
■ 
■ 
■ 
■
A

■ Terminal control service is provided.
■ When required, apply wake turbulence separation as indicated in Table 23 Wake: Departure from Adjacent Airport.
■ CSiT or NARDS displays a maximum range of 120 miles from left to right.
■ Each aircraft is identified within 1 mile of the runway used for takeoff.
■ The aircraft tracks diverge immediately after takeoff, and remain diverged until another form of separation is achieved.
■ On parallel runways less than 2 500 feet apart, neither aircraft is cleared nor permitted to turn toward the departure path of the other until another form of separation is achieved.
■ Depending on the aircraft speed, choose the appropriate set of actions from the following table.

19
Q

MATS ACC > ATS Surveillance > Altitude Readouts Validate altitude readouts by comparing the readout value with the altitude reported by the pilot, at either of the following times:
■
■

A

■ On initial contact

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

20
Q

MATS ACC > Glossary

DCPC

A

Direct Controller-Pilot Communications: Communication between a controller and a pilot without resort to a relay through another unit.

21
Q 
MATS ACC > Service Fundamentals > ATS Surveillance Service You may apply ATS surveillance control procedures, provided: 
■
■  
■ 
—
— 
■
A

■ The aircraft is identified.
■ The aircraft is in controlled airspace, except as described in Vectoring into Class G Airspace.
■ You are in direct communication with the pilot, unless:
— The aircraft has been cleared for an approach.
— You have transferred communication to the tower.
■ You are satisfied that the displayed surveillance information is adequate.

22
Q

MATS ACC > ATS Surveillance > Identification > Identification Methods

You may consider an aircraft identified, provided any of the following conditions is met:
■ 
■
■
— 
— 
■
■  
—
—
■
—
—
■ 
■ 
■ 
— 
— 
—
A

■ Identification is transferred by a handoff.
■ The appropriate change in the PPS is observed after the aircraft is instructed to operate the aircraft’s transponder ident feature.
■ The aircraft is observed on situation display at a position that is:
— Within one mile of the departure end of the take-off runway
— Consistent with the time of takeoff and the route of flight or assigned heading of the aircraft.
■ The appropriate change in the PPS is observed after the pilot is instructed to change from one code to another.
■ The aircraft is observed on the surveillance display and the following apply:
— It is over a fix whose position is accurately indicated on the surveillance display, which is consistent with a position report received directly from the aircraft.
— Its track is observed to be consistent with the route of flight or reported heading of the aircraft.
■ The aircraft is observed on the surveillance display and the following apply:
— Its position, relative to OMNI and DME NAVAIDs indicated on the surveillance display, is consistent with a position report received directly from the pilot in the form of a DME fix.
— Its track is observed to be consistent with the route of flight or reported heading of the aircraft.
■ The PPS disappears or changes to a PSR symbol after the pilot is instructed to change the transponder to “standby” and the PPS reappears or changes to an SSR symbol after the pilot is requested to return the transponder to normal operation.
■ The aircraft identification element in an ADS-B data tag is recognized and is consistent with the aircraft’s expected position.
■ The aircraft is observed, on the surveillance display, to have carried out a specified identifying turn of at least 30°, and the following apply:
— Except in the case of a lost aircraft, a position report received directly from the aircraft indicates that the aircraft is within surveillance coverage of the area being displayed.
— Only one aircraft is observed to have carried out the specified turn.
— The track is observed to be consistent with the heading or track of the aircraft both before and after completion of the turn.

23
Q

MATS ACC > Glossary

MINIMUM IFR ALTITUDE

A

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, 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.

24
Q

MATS ACC > Glossary

MINIMUM EN ROUTE ALTITUDE (MEA)

A

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. Note: This altitude is published on aeronautical charts.

25
Q

MATS ACC > Glossary

MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA)

A

The altitude above sea level (ASL) between specified fixes on airways or air routes that meets the IFR obstacle clearance requirements for the route segment in question.

26
Q

MATS ACC > Glossary

MINIMUM RECEPTION ALTITUDE (MRA)

A

When applied to a specific VHF/UHF intersection, the lowest altitude above sea level (ASL) at which acceptable navigational signal coverage is received to determine the intersection.

27
Q

MATS ACC > Glossary

MINIMUM SECTOR ALTITUDE (MSA)

A

The lowest altitude that may be used that will provide a minimum clearance of 1000 ft, under conditions of standard temperature and pressure, above all objects located within a sector of a circle with a 25 NM radius centred on a radio aid to navigation or a specified point.

28
Q

MATS ACC > Glossary

SAFE ALTITUDE 100 NM

A

The lowest altitude that will provide a minimum clearance of 1000 ft under conditions of standard temperature and pressure, above all obstacles located in an area contained within a circle of 100 NM radius of the aerodrome reference point.

29
Q

MATS ACC > Glossary

MINIMUM VECTORING ALTITUDE (MVA)

A

The lowest altitude for vectoring aircraft by ATC that meets obstacle clearance and radio coverage requirements in the airspace specified.

30
Q

MATS ACC > Glossary

TRANSITION

A

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

31
Q

MATS ACC > Glossary

LOW-LEVEL AIRSPACE

A

All airspace within the Canadian Domestic Airspace (CDA below 18 000 ft ASL.

32
Q

MATS ACC > Glossary

HIGH-LEVEL AIRSPACE

A

All airspace within the Canadian Domestic Airspace (CDA) at or above 18 000 ft ASL.

33
Q

MATS ACC > Glossary

ALTITUDE

A

The vertical distance of a level, a point or an object considered as a point, measured from mean sea level.

34
Q

MATS ACC > Glossary

FLIGHT LEVEL

A

An altitude expressed in hundreds of feet indicated on an altimeter set to 29.92 inches of mercury or 1013.2 hectopascals.

35
Q

MATS ACC > Traffic Management > Enroute Operations > Altitude > Minimum Altitudes

Do not approve or assign any altitude that is below the minimum IFR altitude. Inform the pilot if a requested altitude is below the minimum IFR altitude. If a pilot requests it, you may approve an altitude below the MEA but not below the MOCA for any of the following reasons.
■
■
■
■
A

■ Flight safety
■ Flight check of a NAVAID
■ A MEDEVAC flight
■ GNSS navigation ⓘ

36
Q

MATS ACC > Glossary

CRUISE CLIMB

A

A cruising technique resulting in a net increase in altitude as the aircraft mass decreases: A clearance or instruction to carry out a cruise climb allows the pilot the option of climbing at any given rate, as well as the option of levelling off at any intermediate altitude.

37
Q 
MATS ACC > Glossary WAKE TURBULENCE Turbulent air behind an aircraft caused by any of the following: 
(a)
(b) 
(c) 
(d) 
(e)
A

(a) wing-tip vortices;
(b) rotor-tip vortices;
(c) jet-engine thrust stream or jet blast;
(d) rotor downwash;
(e) prop wash.

38
Q

MATS ACC > Glossary

LIGHT AIRCRAFT

A

An aircraft certificated for a maximum take-off weight of 7,000 kilograms (15,500 pounds) or less.

39
Q

MATS ACC > Glossary

MEDIUM AIRCRAFT

A

An aircraft certificated for a maximum take-off weight of more than 7,000 kilograms (15,500 pounds) but less than 136,000 kilograms (300,000 pounds).

40
Q

MATS ACC > Glossary

HEAVY AIRCRAFT

A

For wake turbulence categorization purposes, an aircraft certificated for a maximum takeoff weight of 136,000 kilograms (300,000 pounds) or more.

41
Q

MATS ACC > Separation > Wake Turbulence Separation Use _______________________________ to determine an aircraft’s wake-turbulence category.

A

ICAO DOC 8643 (Aircraft Type Designators)

42
Q

MATS ACC > Separation > Wake Turbulence Separation

Be aware of the possible hazards caused by wake turbulence. If you judge it necessary ⓘ, 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 Figure: Wake Vortex Zone Created by In-Flight Aircraft. ⓘ

43
Q

MATS ACC > Separation > Wake Turbulence Separation > Airborne Wake Turbulence Separation

Apply wake turbulence separation as indicated in Table: Wake Turbulence Separation 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 heavy or heavier VFR aircraft is on final ahead of an IFR aircraft
■ An aircraft is ahead of an aircraft that is conducting an instrument approach
■ When vectoring, apply wake turbulence separation as indicated in Table: Wake Turbulence Separation until visual separation is established.

44
Q

MATS ACC > Separation > Wake Turbulence Separation > Wake Cautionaries

Details on issuing cautionaries are included with the procedures and minima in Special Wake Situations: Ultralights or Balloons. 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.

Block 3 (6 decks)

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