All Block 3 Flashcards
(127 cards)
1
Q
East Low Vertical Dimension
A
East Low starts from the ground up to, but not including FL290.
2
Q
Terminal Arrival Frequency
A
125.15
3
Q
Terminal Departure Frequency
A
119.9
4
Q
Arrival Fixes
A
Kyler, Black
5
Q
Departure Fixes
A
Banjo, Dextr
6
Q
Arrival Streams:
Kyler 2 Landing Runway 09
How many streams and what are the rules for each aircraft
A
2 Streams,
Jets 10,000-16,000 - 250kts
stop jets at 11,000 if prop in the way (put it in the coordinated altitude box)
Props 10,000
10 miles in trail for aircraft at the same altitude
7
Q
Arrival Streams:
Kyler 2 Landing Runway 27
How many streams and what are the rules for each aircraft
A
1 stream,
all props and jets to 10,000 slowed to 220 kts
8
Q
Arrival Streams:
Black 8 Landing Runway 09 or 27
How many streams and what are the rules for each aircraft
A
2 Streams,
Jets 10,000-16,000 - 250kts
stop jets at 11,000 if prop in the way (put it in the coordinated altitude box)
Props 10,000
10 miles in trail for aircraft at the same altitude
9
Q
Restricted Airspace CYR497
A
Constantly active from ground to FL230, you can fly over at FL240, must be 5 miles clear
J576 and J596 are more than 5 miles clear
10
Q
Where is class G airspace active
A
from zero AGL to 2200 AGL
also below 12 500 feet ASL in the cross hatched area (west low)
11
Q
MATS ACC >Vectoring into Class G
Airspace
A
You may vector an aircraft into Class G airspace if you inform the pilot and obtain
the pilot’s approval.
12
Q
ARRANGEMENTS AND AGREEMENTS
SOM 201 General
A
B. IFR aircraft FL 230 and below, not landing within the YEZ terminal
area, shall be routed so as to use the appropriate inbound and
outbound gates.
13
Q
Aircraft transiting terminal airspace at FL230 and below have to be
routed over entry fixes (KYLER and BLACK in East Low) and are
handed off to ________
A
terminal departure (DD).
14
Q
SOM 212 Traffic Flow between Terminal and WW/EE Sectors
A
F. AIRCRAFT TRANSITING TERMINAL AIRSPACE
1. EE and WW will route aircraft FL230 and below, transiting Martin
Terminal airspace via entry fixes KYLER, WHITE, and BLACK.
2. Martin Terminal will route aircraft FL230 and below transiting
Martin Terminal airspace via exit fixes ANGEL, BANJO, WEST
GATE, and DEXTER.
3. Transiting aircraft entering Martin Terminal Airspace will be
handed off to Martin Terminal Departures Sector (DD).
15
Q
SOM 202 Spacing
A
A. Martin Enroute Specialty sectors shall provide adjacent sectors
10 NM constant or increasing spacing between similar type aircraft
landing within the YEZ Terminal Area.
B. Vertical separation in lieu of the 10-mile spacing may be used for
non-similar type aircraft.
16
Q
SOM 202 Spacing
C. Spacing shall be accomplished in reference to the following fixes:
A
b. WEST LOW/EAST LOW Sectors
i. KYLER
ii. WHITE
iii. BLACK
17
Q
SOM 212 Traffic Flow between Terminal and WW/EE Sectors
A. Terminal shall issue climb to FL230 or flight planned altitude (if
lower)
A
- Vertical separation in lieu of surveillance may be used as
required. - For aircraft that are stopped below FL230 Terminal shall use the
REMARK field to indicate the cleared altitude of the aircraft.
18
Q
SOM 212 Traffic Flow between Terminal and WW/EE Sectors
A
B. Aircraft landing CYEZ shall be issued descent to 10 000 unless
vertical separation is being applied between non-similar type
aircraft.
- Verbal coordination is required for all aircraft not issued descent to 10 000 ft
C. Aircraft landing at CYEZ shall not be cleared below 10 000 ft.
disregard 1. we are
putting it in the
electronic coordinated box
19
Q
SOM 212 Traffic Flow between Terminal and WW/EE Sectors
A
D. Terminal shall route aircraft direct the appropriate exit fix:
1. BANJO
2. DEXTR
3. ANGEL
- Aircraft exiting the West Gate will be cleared on a track direct or
assigned a heading between YBB and YWW
E. WW/EE shall ensure aircraft are established on the appropriate
arrival at the following fixes prior to entering Terminal’s airspace:
1. WHITE
2. KYLER
3. BLACK
20
Q
Agreement between Martin ACC and MSP Air Route Control Center
A
A.5 For all flights prior approval is required for all flight plan
amendments if the aircraft is less than 30 NM by route of flight
from the common control boundary.
A.6 Martin must ensure that southbound aircraft departing
Martin/Sandy airport will not be cleared above FL280 prior to
the handoff.
21
Q
Sequence FDEs in East Low and West Low:
A
- Chronologically under a fix with the earliest estimate at the
bottom; or - By landing sequence if required.
22
Q
TC AIM RAC 2.12 Mountainous Regions
A
shall be flown at an altitude of at least 2000 feet above the highest
obstacle within 5NM of the aircraft in flight when in areas 1 and 5, and
at least 1500 feet above the highest obstacle within 5NM when in areas
2, 3 and 4.
23
Q
MATS ACC > Glossary
MINIMUM IFR ALTITUDE -
A
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.
24
Q
MOCA
A
minimum obstacle clearance altitude
25
MEA
a minimum enroute altitude
26
MSA
minimum sector altitude
27
MVA
minimum vectoring altitud
28
TAA
safe altitude 100 NM, a terminal arrival area
29
AMA
area minimum altitude
30
MATS ACC > Glossary
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.
31
MATS ACC > Glossary
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.
32
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.
33
MATS ACC > Glossary
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.
34
MATS ACC > Glossary-
MINIMUM VECTORING ALTITUDE (MVA) -
The lowest altitude for vectoring
aircraft by ATC that meets obstacle clearance and radio coverage requirements in the airspace specified.
35
Transition altitude
In most cases for IFR, it is an altitude specifically
shown for an aircraft that is changing (“transitioning”) from enroute to
approach.
36
TC AIM GEN 5.1> Transition
(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
37
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.
38
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Minimum Altitudes
If a pilot requests it, you may approve an altitude that is below the MEA, but is at
or above the MOCA, for any of the following reasons:
- Flight safety
- flight safety, may be jeopardized by condtions such as icing or tubrulence
- flight check of a NAVAID
- a medevac flight
- GNSS navigation
- aircraft operating at the MOCA may be in uncontrolled airspace
- adequate navigation signal coverage may not always exist below the MEA
- GNSS provides adequate navigation accuracy along the entire route segment
***you have to keep them above the MEA
IF the pilot requests, you can approve
for one of these reasons and if GNSS approved***
39
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Minimum Altitudes > Traversing Airways and Routes
When an aircraft is traversing an airway, you may clear that aircraft to an
altitude that is below the MEA, but is at or above another applicable minimum
IFR altitude.
** aircraft are considered to traverse an airway when the airspace protected for the track of the aircraft infringes on the airspace to be protected for the airway. An aircraft cleared "via direct" on a track that is coincident with an airway is considered to traverse the airway. **
40
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Minimum Altitudes > MEA Higher or Lower Beyond the Next Fix
If the MEA is higher beyond the next fix, clear the aircraft to climb in sufficient
time to enable it to cross the fix at or above the MEA established beyond the fix
If the pilot requests an altitude that is lower than the MEA for the leg flown, but
the altitude requested is at or above the MEA beyond the next fix, do not clear
the aircraft to descend below the MEA for the leg flown until after the aircraft
passes the fix.
41
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions
As required, in an altitude instruction, include one or more items from Altitude
Instructions.
** pilots are expected to comply with assigned or published altitude crossing restrictions, unless specifically cancelled by ATC
42
CARs 602.35 > Altimeter setting and Operating Procedures in the
Altimeter setting Region
When an aircraft is operated in the altimeter-setting region, each flight
crew member who occupies a flight crew member position that is
equipped with an altimeter shall
(a) immediately before conducting a take-off from an aerodrome, set
the altimeter to the altimeter setting of the aerodrome or, if that
altimeter setting is not obtainable, to the elevation of the
aerodrome;
(b) while in flight, set the altimeter to the altimeter setting of the
nearest station along the route of flight or, where the nearest
stations along the route of flight are separated by more than 150
nautical miles, to the altimeter setting of a station near the route
of flight; and
(c) immediately before commencing a descent for the purpose of
landing at an aerodrome, set the altimeter to the altimeter setting
of the aerodrome, if that altimeter setting is obtainable.
43
CARs 602.36 > Altimeter Setting and Operating Procedures in the
Standard Pressure Region
(1) When an aircraft is operated in the standard pressure region,
each flight crew member who occupies a flight crew member
position that is equipped with an altimeter shall
(a) immediately before conducting a take-off from an aerodrome,
set the altimeter to the altimeter setting of the aerodrome or, if
that altimeter setting is not obtainable, to the elevation of the
aerodrome;
(b) before reaching the flight level at which the flight is to be
conducted, set the altimeter to 29.92 inches of mercury or
1,013.2 millibars; and
(c) immediately before commencing a descent for the purpose of
landing at an aerodrome, set the altimeter to the altimeter
setting of the aerodrome, if that altimeter setting is obtainable.
44
CARs 602.36 > Altimeter Setting and Operating Procedures in the
Standard Pressure Region
(2) Despite paragraph (1)(c), when a holding procedure is being
conducted before landing at an aerodrome located in the
standard pressure region, each flight crew member who
occupies a flight crew member position that is equipped with an
altimeter shall set the altimeter to the altimeter setting of the
aerodrome immediately before descending below the lowest
flight level at which the holding procedure is conducted.
45
CARs 602.37 > Altimeter Setting and Operating Procedures in
Transition between Regions
Except where otherwise authorized by an air traffic control unit, each
flight crew member who occupies a flight crew member position that is
equipped with an altimeter shall
(a) when flying from the altimeter-setting region into the standard
pressure region, set the altimeter to 29.92 inches of mercury or
1,013.2 millibars immediately after the aircraft’s entry into the
standard pressure region; and
(b) when flying from the standard pressure region into the altimeter-
setting region, set the altimeter to the altimeter setting of the
nearest station along the route of flight or, where the nearest
stations along the route of flight are separated by more than 150
nautical miles, the altimeter setting of a station near the route of
flight immediately before the aircraft’s entry into the altimeter-
setting region.
46
MATS ACC > Flight Information > Weather Information >
Altimeter Setting Information > Altimeter Setting Region
If an aircraft will proceed from the Standard Pressure Region to the Altimeter
Setting Region, issue the current altimeter setting before the transition occurs.
47
Altimeter Setting 29.92
When the local altimeter setting is 29.92, all aircraft in the LLA and the
HLA fly with the same setting of 29.92. Therefore, the aircraft flying at
FL180 is separated by exactly 1000 feet from the aircraft flying at
17 000 feet ASL and is also separated by 1000 feet from an aircraft at
FL190.
48
2. Altimeter Setting Below 29.92
If the aircraft on the low-level airway is on an altimeter set below
29.92, the aircraft flying at FL180 is no longer separated by 1000 feet
from the aircraft flying at 17 000 feet ASL.
The aircraft at FL180 is still separated by 1000 feet from the aircraft
flying at FL190 because they are both on altimeter setting 29.92.
49
3. Altimeter Setting Above 29.92
Now we will look at the impact on separation if the altimeter setting is
higher than 29.92.
50
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Lowest Usable Flight Level
Do not assign any flight level lower than the lowest usable flight level.
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.
51
Lowest Usable Flight Level
Altimeter Setting:
29.92 and higher
29.91 - 28.92
28.91 - 27.92
27.91 and lower
FL180
FL190
Fl200
Fl210
52
Issuing Altimeter Settings
MATS ACC > Flight Information > Weather Information >
Altimeter Setting Information
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.[1]
For example, Toronto ACC issuing an altimeter setting for Peterborough:
If the setting is 28.99 or lower, or 31.00 or higher, state the setting twice[2]
* 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. [3]
* If the setting is obtained from a weather report that is one hour old or more,
include the time of the report.
* 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). [4]
If no local or remote altimeter is available for a location, inform the pilot when
issuing landing information.
- An altimeter on a QNH setting displays the height above sea level. In Canada,
the height above aerodrome elevation or relevant runway threshold (QFE) is
not available.
53
Jets in the high level air
Airbus
Boeing
CRJ
Cessna Citation
Golf Stream
E190
54
Consider an aircraft to be maintaining an altitude when....
its altitude readout is within 200 feet of the assigned altitude
55
Consider an aircraft to have reached an altitude when....
its altitude readout has been within 200 feet of the assigned altitude for four consecutive readout updates
56
Consider an aircraft to have vacated an altitude when...
its altitude readout has changed by 300 feet or more, in the appropriate direction, from the value that prevailed while the aircraft was in level flight.
57
consider an aircraft to have passed an altitude when
its altitude readout has changed by 300 feet or more in the appropriate direction
58
MATS ACC > ATS Surveillance > Altitude Readouts > Altitude
Readout Limitations
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.
59
MATS ACC > Separation > Vertical Separation > Maintaining
Vertical Separation > Assigning Altitudes
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
- 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
60
MATS ACC > Separation > Vertical Separation > Maintaining
Vertical Separation > Assigning Altitudes
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.
- if required for separation, include the phraseology REPORT LEAVING or REPORT REACHING
- The climb or descent rate of both aircraft must considered in determining when an aircraft may be cleared to the altitude that has been vacated.
61
MATS ACC > Glossary
CRUISE CLIMB
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.
62
MATS ACC > Separation > Vertical Separation > Maintaining
Vertical Separation > Assigning Altitudes
if required for separation, include the phraseology REPORT LEAVING or REPORT REACHING
63
Advantages of Ladder Technique
* Separation assured
* Effective where lateral or longitudinal separation cannot be
obtained, or is not yet in place
64
Disadvantages of Ladder Technique
* Increased workload
* Possible coordination
* Could be restrictive to aircraft
65
Outline for an Arrival
* Issue landing information.
o ATIS
o Altimeter setting
* Issue clearance
o Know top-of-descent profile, otherwise
you will always be reactive.
o Understand the Arrangement with
Terminal in order to clear
the aircraft to the appropriate altitude.
* Monitor and hand off.
66
MATS ACC > 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.
67
MATS ACC > 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
68
MATS ACC > ATS Surveillance > Vectoring
Allow aircraft operating on SIDs, STARs, and RNAV routes to conduct their own
navigation to the extent possible.
69
MATS ACC > Traffic Management > Arrivals > STAR
Allow the aircraft to conduct its own navigation to the extent possible.
70
MATS ACC > ATS Surveillance > 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
71
MATS ACC > Traffic Management > Arrivals > 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.
72
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.
73
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.
74
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.
75
MATS ACC > 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
76
MATS ACC > Glossary
FLY-BY WAYPOINT -
A waypoint that requires the use of turn anticipation to avoid
an overshoot of the next flight segment.
77
MATS ACC > 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.
78
Advantages of STARs
The advantage of STARs is that they:
* Provide standard routings
* Simplify procedures for both pilots and controllers
* Permit optimized use of airspace
* Present significant fuel savings
* Reduce pilot-controller communications
79
Disadvantages of STARs
* Inefficient, unpredictable spacing on final
* Designed to be flown to the DTW/FACF; if not, more workload for
controller and pilot
80
1. STAR (Standard Terminal Arrival route)
SOM 211.C – Traffic flow between HH sector and WW/EE sectors
C. For aircraft landing CYEZ, HH will issue the appropriate arrival
information.
81
MATS ACC > Traffic Management > 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.
82
SOM 204 – Transfer of Control
A. Within Martin ACC, transfer of control for climb, descent, speed
changes and turns shall be coincident with the handoff. Verbal
coordination of control transfer is required prior to the handoff
when there is conflicting traffic.
83
SOM 202 – Spacing
A. Martin Enroute Specialty sectors shall provide adjacent sectors
10NM constant or increasing spacing between similar-type aircraft
landing within the YEZ Terminal Area.
B. Vertical separation in lieu of the 10-mile spacing may be used for
non-similar type aircraft.
C. Spacing shall be accomplished in reference to the following fixes:
a. MARTIN HIGH sector
i. TROUT
ii. BRADY
b. WEST LOW / EAST LOW sectors
i. KYLER
ii. WHITE
iii. BLACK
84
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions > Wrong-Way Altitude Assignment
You may assign an altitude inappropriate to the direction of flight in the following
situations:
* An aircraft is doing any of the following:
◦ Holding
◦ Arriving
◦ Departing
85
CARs 602.32 > Airspeed Limitations
(1) Subject to subsection (2), no person shall
(a) operate an aircraft at an indicated airspeed of more than ________
knots if the aircraft is below ________ feet ASL; or
(b) operate an aircraft at an indicated airspeed of more than _______
knots if the aircraft is below ________ feet AGL within 10 nautical miles of a controlled aerodrome unless authorized to do so in an
air traffic control clearance.
(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.
86
ATIS phraseology example
WJA123, MARTIN CENTRE, MARTIN ATIS BRAVO.
87
For high-level aircraft, the altimeter setting is always given with the
first descent to an altitude below FL180.
WJA123, DESCEND (TO) ONE-SIX THOUSAND, ALTIMETER
TWO-NINER-EIGHT-NINER.
88
MATS TWR > Flight Information > Aerodrome Information > ATIS
> 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[4]
3. Weather information, including:
4. Type of instrument approach in use, including information on simultaneous
parallel or converging operations[11]
5. Landing runway, both IFR and VFR, including information on hold short
operations and the stopping distance available[12][13]
6. Departure runway, both IFR and VFR
7. Aerodrome conditions that may affect the arrival or departure of aircraft.
Aerodrome conditions include:
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.
89
MATS TWR > Flight Information > Aerodrome Information > ATIS
> 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.
90
MATS TWR > Flight Information > Aerodrome Information > 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.
91
MATS TWR > Flight Information > Aerodrome Information > 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.
92
MATS ACC > Flight Information > Information Service > 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
**the runway number must always be stated**
Inform pilots of any new and pertinent information that differs from the current
ATIS message.
93
MATS ACC > Traffic Management > Arrivals > 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.
94
MATS ACC > Traffic Management > Arrivals > Landing Information
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.
95
Aircraft will want to descend roughly...
Consequently, many aircraft will descend
about 15 minutes before reaching their destination (or at a distance
approximately 3 times the altitude).
96
MATS ACC > Glossary
WIND SHEAR (WS) -
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.
97
Shear turbulence occurs as a result of friction between ______
opposing air currents.
98
The main effects of L LVL WS are:
(Low Level Wind Shear)
* Turbulence
* Violent air movement (updrafts, downdrafts, or swirling or rotating
air patterns)
* Sudden increase or reduction of indicated airspeed
* Sudden increase or decrease of ground speed and/or drift
99
Possible additional effects of L LVL WS on aircraft operations:
* Missed approaches or aborted takeoffs
* Aircraft control issues
* Increased aircraft spacing
* Cessation of takeoffs and landings
* Passenger discomfort
100
Microburst is :
A microburst is a downburst that is created by an area of significantly
rain-cooled descending air that, after coming in contact with the
ground, spreads out in all directions producing strong winds.
A downburst affecting an area 4 km in diameter or less is commonly
referred to as a microburst.
101
Airframe icing can lead to:
reduced performance, loss of lift, increased
drag, altered controllability, and ultimately, stall and subsequent loss
of control of the aircraft.
102
Icing in the low levels may have the following consequences:
* Aerodynamic performance features of aircraft are affected
o Icing will add significant weight on an aircraft
o Departing aircraft may have problems climbing
o Aircraft in flight may lose altitude or may have to change
altitude
* De-icing delays
o De-icing may not be effective if more significant delays are
encountered.
* Reduced traffic volumes, resulting in delays, diversions, and flight
cancellations
* Additional fuel costs because of diversions, delays and de-icing time
* Crowded airport terminal buildings
103
Rime ice characteristics
- freeze almost instantly
- like whats in your freezer
- brittle, frost like
104
clear ice
- clear hard and glossy
- formed by larger super cooled droplets, take longer to freeze
- more transparent
105
mixed ice
- hard rough conglomerate
- Stratiform cloud structures usually contain much smaller droplets
-
106
MATS ACC > 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
107
MATS ACC > Glossary
LIGHT AIRCRAFT
For wake turbulence categorization purposes, an aircraft
certificated for a maximum take-off weight of 7000 kilograms (15500 pounds) or
less.
108
MATS ACC > 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).
109
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.
110
MATS ACC > Separation > Wake Turbulence Separation >
Standard Wake 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 aircraft is a light
- any motorized aircraft is a heavy when it precedes a hang glider or occupied balloon
111
WAKE TURBULENCE CHARACTERISTICS
TC AIM AIR 2.9
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.
112
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.
113
ATS Surveillance Separation Standards for Wake Turbulence
Reminder: there are several ATS surveillance separation standards.
The number of miles you can use between aircraft is determined by
several considerations such as:
* Type of surveillance source
* Type of Air Traffic Control Service offered
* Amount of airspace displayed
* Distance from a radar site
114
MATS ACC > Separation > ATS Surveillance Separation
- you provide terminal control service
CSiT or NARDS displays a meximum range of 120 miles from left to right
- The ATS surveillance sources include MLAT/WAM, MND-NG, or RSE but do not include DND NWS
- Altitude readouts are displayed for both aircraft, or both aircraft are at or below 15000 ft ASL
- aircraft are no father than 80 miles from the ATS surveillance source
115
MATS ACC > Glossary
PRESENT POSITION SYMBOL (PPS) -
The visual indication, in symbolic form, on a
situation display, of the position of an aircraft, aerodrome vehicle, or other object
obtained after automatic processing of positional data
116
MATS ACC > Glossary
RBL -
Range Bearing Line
117
MATS ACC > Separation > ATS Surveillance Separation
Range Bearing Line 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.
118
MATS ACC > Separation > Wake Turbulence Separation >
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
***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
119
MATS ACC > Separation > Wake Turbulence Separation >
Standards Wake Turbulence Separation > 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 do 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.
120
Wake Turbulence Separation
Heavy is the first aircraft
Super:
Heavy:
Medium:
Light:
Super : 4 miles
Heavy: 4 miles
Medium: 5 miles
Light: 6 miles
121
Wake Turbulence Separation
Medium is the first aircraft
Light:
Light: 4 miles
122
Wake Turbulence Separation
Super is the first aircraft
Super: 4 miles
Heavy: 6 miles
Medium: 7 miles
Light: 8 miles
123
Wake Turbulence can be found in 3 different tracks
Same track (following each other)
Crossing Track (perpendicular)
Reciprocal Track (going opposite ways of eachother)
124
MATS ACC > Separation > Wake Turbulence Separation >
Standard Wake Separation > Airborne Wake Turbulence Separation
When a heavier departure is ahead of an IFR arrival on visual approach on a
crossing flight path, issue a cautionary.
125
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.
126
MATS ACC > Separation > Wake Turbulence Separation >
Standard Wake Separation > 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.
" caution: (possible) wake turbulence (traffic detail)
127
MATS ACC > Separation > Wake Turbulence Separation >
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.
4]
**instructions such as "increase speed on final" "climb straight out: or similar direction may limit a pilots ability to avoid wake vortices
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
