Block 3 References Flashcards
“Do not _____ or _____ any altitude that is below the minimum IFR altitude. _____ the pilot if a requested altitude is below the minimum IFR altitude.”
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 that is below the MEA, but is at or above the MOCA, for any of the following reasons:” (4)
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 check of a NAVAID
* A MEDEVAC flight
* GNSS navigation
“When an aircraft is traversing an airway, you may clear that aircraft to an altitude that is…”
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.
“If the MEA is higher beyond the next fix…”
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…”
ATS ACC > Traffic Management > Enroute Operations > Altitude > Minimum Altitudes > MEA Higher or Lower Beyond the Next 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.
“If an aircraft will proceed from the Standard Pressure Region to the Altimeter Setting Region…”
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.
“Issue the altimeter setting as follows:” (6)
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]
* If the setting is 28.99 or lower, or 31.00 or higher, state the setting twice
* 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.
* 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.
4 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.
“Use altitude readouts of aircraft under the jurisdiction of another controller to determine aircraft altitudes only if either of the following applies:”
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.
“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:” (2)
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.
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.
Advantages and Disadvantages of Ladder Technique (2,3)
Advantages of Ladder Technique
* Separation assured
* Effective where lateral or longitudinal separation cannot be obtained, or is not yet in place
Disadvantages of Ladder Technique
* Increased workload
* Possible coordination
* Could be restrictive to aircraft
MARTIN ACC and MINNEAPOLIS ARTCC AGREEMENT A.4
YEZ landers from HML
A.4 Minneapolis must ensure aircraft landing Martin are routed via HML BLACK BLACK Arrival and issue descent to 10000 feet. Minneapolis will hand-off aircraft landing Martin to East Low and point-out to Martin High as required. Minneapolis will provide 10 mile spacing between similar type aircraft arriving Martin Terminal Airspace.
SOM 201.(A,B) General
201 General
A. MVA’s may only be used as minimum IFR altitudes for aircraft being provided vectors.
B. IFR aircraft FL230 and below, not landing within the YEZ terminal area, shall be routed so as to use the appropriate inbound and outbound gates.
SOM 211.B.(a,b,c) Traffic Flow between HH Sector and WW/EE Sectors
211 Traffic Flow between HH Sector and WW/EE Sectors
B. DEPARTURES
a. WW and EE shall route departing aircraft on the FPR or direct the first fix past the out bound gate.
b. EE shall route aircraft that depart CYEZ via DEXTR on a route DEXTR direct YHD or south.
c. EE shall route aircraft that depart CYEZ via BANJO on a route BANJO direct KLNGR or north.
SOM 212.(E,F) Traffic Flow between Terminal and WW/EE Sectors
212 Traffic Flow between Terminal and WW/EE Sectors
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
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).
SOM 213.A Traffic Flow between Minneapolis Humboldt Sector and WW/EE Sectors
213 Traffic Flow between Minneapolis Humboldt Sector and WW/EE Sectors
A. WW/EE sectors must ensure that southbound aircraft departing Martin/Sandy airports will not be cleared above FL280 prior to handoff to Humboldt sector.
