EXAM - BIG DECK ENERGY Flashcards
Class A Airspace
Class A airspace is designated where an operational need exists to exclude VFR aircraft.
All operations must be conducted under Instrument Flight Rules and are subject to ATC clearances and instructions.
ATC separation is provided to all aircraft. All aircraft operating in Class A airspace must be equipped with a transponder and automatic pressure altitude reporting equipment. Class A airspace will be designated from the base of all high-level controlled airspace, or from 700 ft. AGL, whichever is higher, up to and including FL600.
Parallels of latitude
Parallels of latitude are lines parallel to the equator. They represent an angular distance from the equator, measured in degrees from the centre of the Earth. The equator is 0° latitude, and all other latitudes are described as north or south of the equator. Therefore, the maximum value for latitude is 90° at either pole.
- Lines of latitude are always the same distance. One minute of latitude = 1 nautical mile, one degree = 60 nautical miles
- The latitude of the North Pole is 90 degrees north; South Pole is 90 degrees south.
Can/U.S. border = 49th parallel (or 49° north)
Class F Airspace
Class F airspace is airspace of defined dimensions within which activities must be confined because of their nature, and within which limitations may be imposed upon aircraft operations that are not a part of those activities.
Class F airspace may be restricted airspace, advisory airspace, military operations areas, or danger areas and can be controlled airspace, uncontrolled airspace, or a combination of both. An advisory area, for example, may have the floor in uncontrolled airspace and the ceiling in controlled airspace. The significance, in this instance, is that the weather minima would be different in the controlled and uncontrolled portions.
Unless otherwise specified, the rules for the surrounding airspace apply in areas of Class F airspace, no matter if these areas are active or inactive. Class F airspace is designated in the DAH (TP 1820) and published on the appropriate aeronautical charts.
TC AIM RAC 2.8.6.4 > Restricted Airspace
A restricted area is airspace of defined dimensions above the land areas or territorial waters within which the flight of aircraft is restricted in accordance with certain specified conditions. Restricted airspace is designated for safety purposes when the level or type of aerial activity, the surface activity, or the protection of a ground installation requires the application of restrictions within that airspace.
No person may conduct aerial activities within active Class F restricted airspace, unless permission has been obtained from the user agency.
In some instances, the user agency may delegate the appropriate controlling agency the authority to approve access. IFR flights will not be cleared through active restricted areas, unless the pilot states that
permission has been obtained.
The user agency is the civil or military agency or organization responsible for the activity for which the Class F airspace has been provided. It has the jurisdiction to authorize access to the airspace
when it is classified restricted. The user agency must be identified for Class F restricted airspace, and where possible, it should be identified for Class F advisory airspace.
TC AIM RAC 2.8.6.2 > Danger Area
A danger area is Class F airspace that may be established over international waters but within Canada’s area of responsibility for providing ATS, as agreed to with ICAO. This is an airspace of defined
dimensions within which activities dangerous to the flight of aircraft may exist at specified times. ATC clearances will not be issued for nonparticipating flights to enter a danger area. Aircraft should avoid flight in danger areas unless participating in the activity taking place therein.
Danger and restricted areas may see the following types of activity:
- High speed military exercises
- Intercept operations
- Naval activity
- Live firing
- Fisheries patrol
- Drug patrol
TC AIM RAC 2.8.6.3 > Advisory Airspace
Airspace may be classified as Class F advisory airspace if it is airspace within which an activity occurs that, for flight safety purposes, nonparticipating pilots should be aware of, such as training, parachuting, hang gliding, and military operations.
Although not specifically restricted from operating therein, all aircraft are encouraged to avoid flight in advisory airspace unless participating in the activity taking place. If necessary, pilots of non-participating
flights may enter advisory areas at their own discretion; however, extra vigilance is recommended. Pilots of participating aircraft, as well as pilots flying through the area, are equally responsible for collision
avoidance. ATC will normally ensure that IFR aircraft in controlled airspace remain clear of Class F advisory airspace. IFR aircraft shall be provided 500 ft vertical separation from an active Class F advisory airspace, unless wake turbulence minima are applicable, in which case 1 000 ft vertical separation shall be applied.
Pilots intending to fly in Class F advisory airspace are encouraged to monitor an appropriate frequency, to broadcast their intentions when entering and leaving the area, and to communicate, as necessary, with
other users to ensure flight safety in the airspace. In a Class F advisory uncontrolled airspace area, 126.7 MHz would be an appropriate frequency.
Within controlled airspace, you may have to apply separation between aircraft and the outer edge of the following airspaces:
- Canadian Class F Airspace
- Canadian Airspace Restricted by the Minister
- American Special-Use Airspace and Temporary Flight Restriction (TFR)
Select altitude filters that include, as a minimum, the following limits:
- The altitudes normally within the jurisdiction of your sector
- The first usable altitude in any vertically adjoining airspace under the jurisdiction of another controller, plus 200 feet beyond that altitude
- If the boundary between vertically adjoined sectors is in RVSM airspace, 2,000 feet plus 200 feet
To comply with MATS, Martin High controllers set the lower limit of the
altitude filter to 278
Low level sectors set their high filter at 312 since 290 is in RVSM airspace
Aircraft in “handoff” mode in NARDS break through the altitude filters
Comply with:
- Unit procedures (They may supplement, but not contradict, procedures in this manual.)
- Directives
- Information Bulletins
- Director Approval Letters (DAL)
- Information Circulars (AIC)
- Memorandums
- Agreements
- Arrangements
- Other items, as required
Operations Directive
It is an amendment to current SOM or UOM (unit operations manual). Controllers need to read them and sign, agreeing that they have done so; some amendments require a verbal briefing. They expire or are incorporated into Operations Manuals
The Martin Enroute Sector binder contains the following operational documents
- Specialty Operations Manual (SOM)
- Agreement between Martin ACC and Minneapolis ARTCC
- Arrangement between Martin ACC and Sandy Control Tower
Specialty Operations Manual (SOM)
This document contains procedures and operations applicable to the Martin Enroute specialty. This document is supplemental to ATC MATS.
Topics covered include spacing requirements, hand-off locations, transfer of control, and procedures with regard to traffic flow. Each of these will be covered alongside the appropriate sector.
usually there is one for each
specialty. Some units have a Unit Operations Manual (UOM) that pertains to all specialties.
Danger and restricted areas may see the following types of activity:
- High speed military exercises
- Intercept operations
- Naval activity
- Live firing
- Fisheries patrol
- Drug patrol
Class F Advisory Activity Codes
(A) - Acrobatic
(F) - Aircraft test area
(H) - Hang gliding
(M) - Military operations
(P) - Parachuting
(S) - Soaring
(T) - Training
“Correction alpha”
SOM - MARTIN HIGH
SCA HOTEL
Martin High to Tundra
A. Martin High sector is required to provide Tundra sector with 30 miles RNPC separation for aircraft
operating on SCA HOTEL track at the same altitude.
1. This separation may be increased at the discretion of the Tundra sector.
SOM - MARTIN HIGH
Tundra to Martin High
B. Tundra Sector will provide Martin High sector vertical or ATS surveillance separation for all aircraft
operating on SCA HOTEL or GOLF tracks.
SOM - MARTIN HIGH
Aircraft Landing at CJE3
C. Aircraft landing CJE3
1. 10-mile spacing is required between similar type aircraft.
2. Aircraft shall be descended to FL290 prior to accomplishing the handoff.
3. Aircraft shall be handed off to Mountain sector.
4. It is Mountain sector’s responsibility to coordinate with West Low if further descent will infringe on West Low’s airspace.
SOM - MARTIN HIGH
Traffic Flow between HH Sector and WW/EE Sectors
ARRIVALS
a. HH shall route aircraft landing CYEZ between YAR and YBB direct BRADY or established on J515.
b. HH shall route aircraft landing CYEZ between YGS and PAKIT direct TROUT or established on J596.
D. For aircraft landing within Martin Enroute, HH shall issue descent to FL290 and handoff to the
appropriate sector.
SOM - MARTIN HIGH
Traffic Flow between HH Sector and WW/EE Sectors
Arrival Information
C. For aircraft landing CYEZ, HH will issue the appropriate arrival information.
Forward the following to an IFR unit or sector:
- Revisions to previously passed data
- Control estimate time revisions of 3 minutes or more
(2) Subject to subsection (3), the pilot in command of an aircraft shall ensure that the aircraft is operated at a cruising altitude or cruising flight level appropriate to the track, as set out in the table to this section, unless
the pilot in command is assigned another altitude or flight level by an air traffic control unit and the aircraft is operated in level cruising flight
(a) at more than 3,000 feet AGL, in VFR flight; or
(b) in IFR flight.
1) The appropriate cruising altitude or cruising flight level for an aircraft in level cruising flight is determined in accordance with:
(a) the magnetic track, in the Southern Domestic Airspace; and
(b) the true track, in the Northern Domestic Airspace.
Eastbound Track
Westbound Track
000-179
180-359
Non Automated Estimate Passing
Where there is a functioning data link between sectors, but no CAATS data link, what information MUST we pass when passing a verbal estimate
Aircraft Identification
Estimate or Actual Time for the Fix
Altitude
In this case the next controller would have flight plan information about the aircraft, but would NOT have an estimate
Non Automated Estimate Passing
If there is no data link between units whatsoever, all data must be manually passed. This is the list of that data that needs to be passed
_____________ before an IFR or CVFR aircraft is estimated to enter an adjacent IFR unit’s area….
15 minutes or more before an IFR or CVFR aircraft is estimated to enter an adjacent IFR unit’s area, forward the flight data and control information indicated in Flight Data and Control Information
Pin: This time requirement may be increased or decreased by an agreement or arrangement
Pin: This may be accomplished electronically
- Aircraft identification
- Aircraft type
- Speed
- SSR Code Assignment
- Point of departure
- Remaining portion of the flight route
- Destination
- Estimated time and altitude over the last fix within the control area or other point agreed to by the concerned units
- Altitude of entry into the adjacent unit’s area
- Estimated time of arrival
- Clearance information
- The fact that an aircraft is a diversion
- Altitude requested
- Other information, as appropriate
MATS ACC > Traffic Management > Communication and Coordination > Flight Data Coordination > IFR Unit to IFR Unit
Where units are connected by a functioning data transfer link…..
Where units are connected by a functioning data transfer link, aircraft type, speed, SSR code assignment, point of departure, remaining portion of the flight route, and destination do not require confirmation by controllers passing and receiving estimates. If amendments to this data have been made and are not included in the original flight plan message, controller confirmation is required.
Except when using _____________, when passing or receiving data for an IFR or CVFR flight, do the following:
Receiving Controller Action
Electronic means
*Aircraft Identification - Read back
*Estimate or actual time for the fix - Read back, if received EXCEPTION: If a HANDOFF will follow for this aircraft between these units, time does not need to be readback
*Altitude information - read back, if received
Includes estimates, position reports, and revisions.
Where a functioning CAATS data link provides control estimates, coordinate the following data verbally:
(This is information that you must coordinate verbally with the next sector, regardless of automation. This is different from verbal communication required at handoff)
- Loss of RVSM certification due to an equipment failure in flight
- Status of a non–RVSM aircraft authorized to operate in RVSM airspace
- Identification of an altitude as wrong way
- Identification of block altitudes
- Identification of altitude readouts that are invalid or not validated
- Identification of cruise climb altitudes
- Automatic altitude reporting turned off
- Aircraft transponder unserviceable, malfunctioning, set to standby, or turned off
- The separation minima being applied in procedural airspace if less than 10 minutes longitudinal
- Aircraft operating within an altitude reservation or engaged in an aerial survey mapping flight, or test flight
- Aircraft engaged in a formation flight
During a handoff, coordinate with the RECEIVING controller as indicated in the following table
List
- “CST” displayed in the data tag
- Invalidated altitude readout
- Aircraft’s last assigned altitude is a wrong-way/block altitude
- Non-RVSM aircraft in RVSM airspace
- Aircraft has been assigned a cruise climb
- Altitude differs from that specified in a unit directive, an agreement, or an arrangement
- other pertinent information is available
Note: When this information has been passed electronically, verbal communication is also required
You may consider an aircraft identified, when the conditions are met for any of the following methods:
(List)
- Transferred or Coordinated Identification
- Appropriate PPS Changes
- Aircraft ID in ADS‑B Data Tag
- Aircraft Position and Movements on Situational Display
You may consider an aircraft identified, when the conditions are met for any of the following methods:
Transferred or Coordinated Identification
you may consider the aircraft identified when identification is transferred by handoff or coordinated by point out.
You may consider an aircraft identified, when the conditions are met for any of the following methods:
Appropriate PPS Changes
you may consider the aircraft identified when you observe an appropriate change in the PPS in any of the following situations:
- After the pilot is instructed to operate the aircraft’s transponder Ident feature
“SQUAWK IDENT”
“SQUAWK (code) AND IDENT”
“TRANSMIT ADS-B IDENT” - After the pilot is instructed to change to a transponder code that results in linkage, or that subsequently displays the data tag
- After the pilot is instructed to change the transponder to “standby” In this situation, the PPS disappears or changes to a PSR symbol. When the pilot is requested to return the transponder to normal operation, the PPS reappears or changes to an SSR symbol. Take enough time to determine that the change is a result of the pilot’s action.
“SQUAWK STANDBY”
“SQUAWK (code)”
You may consider an aircraft identified, when the conditions are met for any of the following methods:
Aircraft Position and Movements on Situational Display
you may consider the aircraft identified when you observe the aircraft on the situational display and one of the following conditions applies:
(LIST)
- The aircraft’s position is:
- The aircraft’s position over a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot, and the following apply:
- The aircraft’s position relative to a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot in the form of a DME or GPS report, and the following apply:
- The aircraft carries out a specified identifying turn of at least 30°, and the following apply:
You may consider an aircraft identified, when the conditions are met for any of the following methods:
Aircraft Position and Movements on Situational Display
you may consider the aircraft identified when you observe the aircraft on the situational display and one of the following conditions applies:
The aircraft’s position 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
You may consider an aircraft identified, when the conditions are met for any of the following methods:
Aircraft Position and Movements on Situational Display
you may consider the aircraft identified when you observe the aircraft on the situational display and one of the following conditions applies:
The aircraft’s position over a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot, and the following apply:
◦ The aircraft’s track is consistent with the route of flight or reported heading of the aircraft.
◦ The position of the fix or the OMNI and DME NAVAID is accurately indicated on the situation display.
You may use the data tag ACID in adjacent airspace where ATS surveillance service is normally provided to identify an aircraft if any of the following apply:
- The aircraft is observed approaching a fix or an airport, and the time, position, and aircraft track are consistent with a control estimate.
- You have been informed of the secure arrival or departure sequence.
- You previously identified the aircraft and it has since been handed off to another sector or unit.
You may amend the route provided in a previous clearance by doing one of the following:
- State the route amendment and, if applicable, that the rest of the route is unchanged.
- Issue the entire route.
RECLEARED TO CYEG VIA YGS DIRECT YAR REST OF ROUTE UNCHANGED.
Issue a route description using any of the following elements.
(Direct)
Separate aircraft longitudinally:
- By a minimum expressed in time or distance
- So that the spacing between the estimated positions of the aircraft is never less than a prescribed minimum
Example
If a slower leading aircraft is estimated at a fix 10 minutes ahead of a faster trailing aircraft, establish vertical separation before or at the time the leading aircraft is estimated at the fix.
