Block 5 Exam Review Flashcards
(38 cards)
Functional Goal #1
In the provision of air traffic control and flight information service, all Air Traffic Services units must provide:
- Uniform application of approved standards and procedures
- Professional communications
- Full–time attentive flight monitoring and flight information services
Separation Basics > Requirements to Have Multiple types of Separation
If the type of separation or the minimum used to separate aircraft cannot be maintained, take action to ensure that another type of separation exists, or another minimum is established, before the current separation becomes insufficient.
Where would you find an MSA and 100 NM safe altitude?
CAP approach charts
Glossary > SID
An IFR ATC departure procedure published in the CAP for pilot and controller use in graphic and textual form. SIDs provide a transition from the terminal to the appropriate enroute structure.
Decode CISM
Critical Incident Stress Management
Decode TCAS and GPWS
- Traffic alert and collision avoidance system
- Ground proximity warning system
Glossary > Loss of Separation
An occurrence in which less than the authorized minimum existed or in which the minimum was not assured
ATS Operating Irregularity (OI)
A situation that occurs when ATS are being provided and when a preliminary investigation indicates that a hazardous situation or a loss of separation may have occurred.
Non-ATS Operating Irregularity
A situation that occurs when ATS are being provided and when a preliminary investigation indicates that a hazardous situation or loss of separation may have occurred and that ATS have not contributed to the situation.
Information Service > Flight Condition Updates after Departure
Provide updates to an enroute pilot regarding any of the following information:
* Severe weather conditions
* Weather conditions along the route of a VFR flight that are likely to make operation under visual flight rules unfeasible or hazardous
* A change in the serviceability of a NAVAID
* Release of radioactive materials or toxic chemicals into the atmosphere
* Pre-eruption volcanic activity, volcanic eruptions, and volcanic ash clouds[3]
* Any other information pertinent to flight safety, for example, lightning, bird hazards, forest fire area, fuel dumping, unoccupied free balloons, or parachute descents
3 Airborne ash particulate can take the form of a reddish-brown cloud and is not normally detected by airborne or ATS surveillance systems. During daylight, pilots may see the cloud; at night, however, the only indication of entry or proximity to an ash cloud may be a sulphur-like odour.
Weather Information > Significant or Severe Weather
Inform all aircraft in or about to enter areas of known or possible severe weather of:
* SIGMET
* AIRMET
* Urgent PIREPs
An urgent PIREP includes information on any of the following:
◦ Volcanic ash
◦ Tornadoes, funnel clouds, waterspouts
◦ Severe turbulence
◦ Severe icing
◦ Hail
◦ Low‑level wind shear
◦ Any other reported weather phenomena considered to be hazardous or potentially hazardous to flight operations
* A squall line
* Microburst activity
* Moderate turbulence
* Hail
Operating without Transponder
When an aircraft without a serviceable transponder requests to operate in transponder airspace, respond as indicated in Requests to Operate without a Transponder.
If its transponder fails in flight, an aircraft may continue to operate in transponder airspace to the next point of intended landing without ATC authorization and thereafter in accordance with an ATC clearance to complete a planned flight schedule or to proceed to a repair base.
Your airspace > Written request has been filed with an ATC unit or other flight plan office
* May authorize operation
* If traffic conditions or other operational circumstances dictate, you may refuse the request or cancel a previous authorization. If possible, issue the refusal or cancellation before the aircraft is airborne.
Airspace beyond your area of responsibility > Any kind of request
* Obtain approval from the appropriate agency
EXCDS User Guide - Cocking FDEs
Leave active FDEs in a “cocked” position if any one of the following conditions exists:
* Flight data and control information requiring relay to adjacent sectors/units or aircraft;
* Traffic estimates requiring integration into a sector;
* Estimates (pilot or controller) requiring verification; or
* Other potential situations requiring investigation or further action.
Note 1 The “cocking” of FDEs is an essential control technique used to remind controllers that some type of further action must be performed.
Note 2 The “cocking” of FDEs is optional when a mnemonic on the data tag performs the same function.
VFR Aircraft in IMC > If a pilot of a VFR aircraft reports that the aircraft has encountered or is about to encounter IMC:
- Ask whether the pilot has an instrument rating.
- Ask whether the aircraft is equipped for IFR flight.
If the pilot is IFR-qualified and the aircraft is equipped for IFR flight, request an IFR flight plan and issue an IFR clearance.
Emergency Descent Procedures
When notified, or when you observe, that an aircraft is making an emergency descent, do any of the following in the order you deem most appropriate to safeguard all concerned aircraft:
* If able, issue a clearance or instruction to allow the emergency descent of the aircraft. Otherwise, advise the pilot.
“( aircraft id ) UNABLE A-T-C CLEARANCE [ DUE TRAFFIC / DUE TERRAIN / DUE SPECIAL-USE AIRSPACE ]. [ ADVISE INTENTIONS ].”
* Broadcast an emergency message.
“ATTENTION ALL AIRCRAFT ( IN THE VICINITY OF / NEAR / AT ) ( location ) EMERGENCY DESCENT IN PROGRESS FROM ( altitude ).”
* Issue necessary alerts and associated instructions. See Traffic, Low-Altitude, and Airspace Alerts.
* Advise the pilot of the descending aircraft about altitudes exempt from traffic, if any.
“( aircraft id ) [ NEGATIVE TRAFFIC / TRAFFIC NO FACTOR ] [ altitude information ].”
* Advise the pilot of the descending aircraft of the minimum IFR altitude. See Minimum Altitudes.
* Advise other sectors, specialties, units, and agencies that may be affected.
After completion of the emergency descent manoeuvre, issue any needed alternate clearance to concerned aircraft and advise your supervisor.
Vectoring > Vectoring into Class G Airspace
You may vector an aircraft into Class G airspace if you inform the pilot and obtain the pilot’s approval.
If the PPS or data tag for a particular aircraft is not displayed as expected:
- Instruct the pilot to reset the transponder, stating the currently assigned code.
- If resetting the transponder does not resolve the problem, assign a different code.
Wake Turbulence Separation Table
(First aircraft > Second aircraft)
Super > Super = 4 miles
Super > Heavy = 6 miles
Super > Medium = 7 miles
Super > Light = 8 miles
Heavy > Super = 4 miles
Heavy > Heavy = 4 miles
Heavy > Medium = 5 miles
Heavy > Light = 6 miles
Medium > Light = 4 miles
Standard Wake Separation
A Boeing 757 is a heavy when it is the leading aircraft.
Passing Traffic
- Position of aircraft
- Direction of flight
- Type of aircraft or relative speed
- Altitude of aircraft
- Reporting point and time
- Other information
ALFA BRAVO CHARLIE, TRAFFIC TWO-SEVEN MILES WEST OF DUSTY V-O-R, EASTBOUND CARAVAN NINER THOUSAND ESTIMATED DUSTY V-O-R AT ONE-TWO-FIVE-ZERO.
MIKE KILO ALFA, TRAFFIC ONE-EIGHT MILES EAST OF DUSTY V-O-R, WESTBOUND NAVAJO ONE-ZERO THOUSAND, ESTIMATED DUSTY V-O-R AT ONE-TWO-FOUR-SIX.
VIP Aircraft Call Signs
Transport Canada
* Transport 01 > Prime Minister
* Transport 02 > Governor General
Canadian Military
* Royal 01 to 09 > Members of the Royal Family
* Royal 10 > Pre-positioning flight for Royal visits
* Canforce 01 > Prime Minister
* Canforce 02 to 19 > Other heads of state or government
* Canforce 20 > Pre-positioning flights for the Prime Minister or other heads of state or government
* Canforce 3701 > Governor General
RCMP
* Stetson 01 > Prime Minister
If information is available, advise pilots when their aircraft has entered, or is about to enter…
… active Class F airspace[1], airspace restricted by the Minister[2], an MOA, active American special-use airspace, or a TFR.
1 Class F airspace is defined in the Designated Airspace Handbook and is published on aeronautical charts. It may also be designated by NOTAM.
2 Airspace may be restricted by the Minister, via a NOTAM. The airspace restricted in these instances is not designated as Class F airspace.
Identification Methods
You may use any of the following methods to identify an aircraft:
Identification by Handoff or Point-Out
* You may consider the aircraft identified after a handoff or point-out.)
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
* 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.
Flight Identification in ADS-B Data Tag
You may consider the aircraft identified when the flight identification element in an ADS-B data tag is recognized and is consistent with the aircraft’s expected position.
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 both:
◦ 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 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.
* 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’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.
* The aircraft carries 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 ATS 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.
Data Tag ACID in Adjacent Airspace
You may consider the aircraft identified by observing its data tag ACID in adjacent airspace where ATS surveillance service is normally provided and one of the following applies:
* The aircraft is observed approaching a fix and the time, position, and aircraft track are consistent with a control estimate.
* You previously identified the aircraft and it has since been handed off to another sector or unit.
TAFs
TAFs are intended to relate weather conditions for flight operations within 5 NM of the centre of the runway complex, depending on local terrain.
