Block 3 and 4 Flashcards

What is the controller’s primary role? (W)

The primary role of the low-level controller is to safely move aircraft through to destination airports.

Dimensions of West and East Low (W)

Ground to but not including FL290 except in the airspace worked by Martin Terminal which is FL240-FL280 inclusive

Class G airspace in East and West Low (W)

Class G airspace exists in East and West Low below the airways from 0 to 2200 AGL and at and below 12500 ASL in the cross hatched area

Exemptions to the established procedures can be coordinated but are used only in cases of? (W)

-Severe weather
-Medical emergency
-Operational advantage is gained for both parties

Sequence FDEs in East and West Low: (W)

-Chronologically under a fix with the earliest estimate at the bottom or
-By landing sequence if required

Minimum Altitudes are established how many feet above known obstacles or mountainous regions? (W)

-1000ft above known obstacles
-1500/2000ft above anything in mountainous region

Minimum Altitude in Mountainous Regions (TC AIM)

shall be flown at an altitude of at least ___ above the highest obstacle within ___ NM of the aircraft in flight when in areas ___ and ___ and at least ___ above the highest obstacle within ___ NM when in areas ___, ___ and ___.

-…shall be flown at an altitude of at least 2000ft above the highest obstacle within 5 NM of the aircraft in flight when in areas 1 and 5 and at least 1500ft above the highest obstacle within 5 NM when in areas 2, 3 and 4.

Glossary: Minimum IFR Altitude (M)

The lowest IFR altitude established for use in a specific airspace. Depending on the airspace concerned, the minimum IFR altitude may be a MOCA, MEA, MSA, MVA, a safe altitude 100 NM, a terminal arrival area (TAA), 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.

Glossary: MOCA (M)

Minimum Obstacle Clearance Altitude

The altitude above sea level between specific fixes on airways and air routes that meets the IFR obstacle clearance requirements for the route segment in question.

This altitude is published on aeronautical charts. (Lower altitude above airway)

Glossary: MEA (M)

Minimum Enroute Altitude

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. (Higher altitude on above airway)

AMA (TC AIM)

The lowest altitude to be used under Instrument Meteorological Conditions (IMC) that will provide a minimum vertical clearance of ___ or, in a designated mountainous region, ___, rounded up to the next ___ increment, under conditions of standard temperature and pressure, above all obstacles located in the area specified.

Area Minimum Altitude

The lowest altitude to be used under Instrument Meteorological Conditions (IMC) that will provide a minimum vertical clearance of 1000ft or, in a designated mountainous region, 2000ft, rounded up to the next 100ft increment, under conditions of standard temperature and pressure, above all obstacles located in the area specified.

Glossary: MSA (M)

Minimum Sector (Safe) Altitude

The lowest altitude that will provide a minimum clearance of 1000ft 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 centered on a radio aid to navigation or a specified point.
*Published in a CAP chart

Glossary: MVA (M)

Minimum Vectoring Altitude

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

There are no published MVAs for this course. You may however vector aircraft in East and West Low as long as you ensure that they will remain: (W)

-In ATS surveillance coverage
-At or above the published minimum IFR altitude

Missed Approach Altitude (W)

The altitude to which the aircraft must climb if it does not land after an IFR approach.
*Published on CAP chart

Safe altitude 100 NM (W)

An altitude, usually found on CAP charts, that is flight checked and approved for use within 100 NM of the geographical center of the aerodrome as depicted on the CAP chart and meets obstruction clearance requirements.

Transition Altitude (TC AIM)

-The general term that describes the change from one phase of flight or flight conditions to another (ex. transitioning from Enroute to approach or instrument flight to visual flight)
-A published procedure used to connect the basic SID to one or more enroute airways or to connect one or more enroute airways to the basic STAR. More than one transition may be published in the associated SID or STAR.

The following rule applies when assigning minimum IFR altitudes: (M)

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: (M)

-Flight safety (icing or turbulence)
-Flight check of a NAVAID
-A MEDEVAC flight
-GNSS navigation

Note: Aircraft at MOCA may be in uncontrolled airspace and adequate navigation signal coverage may not always exist below the MEA

The following example is another situation where you can clear an aircraft below the MEA: (M)

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.

Note: 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.

MEA Higher Beyond the Next Fix (M)

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.

MEA Lower Beyond the Next Fix (M)

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.

Best practice is to leave active FDEs in a cocked position if any one of the following conditions exists: (W)

-Flight data and control information requiring relay to adjacent sectors/units
-Traffic estimates requiring integration into a sector
-Estimates (pilot or controller) requiring verification
-Other potential situations requiring investigation or further action

Before you assign an altitude to an aircraft, consider the following seven questions: (W)

-Is the requested altitude at, or above the Minimum IFR Altitude?
-Is the requested altitude in your airspace?
-Is the requested altitude appropriate for the direction of flight?
-Is coordination required?
-Is there traffic?
-Is the altitude operationally suitable?
-Does the altitude change require an airway change?

Operationally Suitable Altitude or Flight Level (M)

-Low level: flight planned altitude or an altitude as near as possible to the flight planned altitude
-High level: an altitude no more than 4000ft below the flight planned altitude

Altimeter setting and Operating Procedures in the Altimeter setting Region (CARs)

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 ___ nautical miles, to the altimeter setting of a station near the route of flight; and

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:

-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
-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
-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

Altimeter Setting and Operating Procedures in the Standard Pressure Region (CARs)

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…
-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
-before reaching the flight level at which the flight is to be conducted, set the altimeter to 29.92 inches of mercury or 1013.2 millibars; and
-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

Despite paragraph (1c), 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 setting of the aerodrome immediately before descending below the lowest flight level at which the holding procedure is conducted.

Altimeter Setting and Operating Procedures in Transition between Regions (CARs)

Except where otherwise authorized by an air traffic control unit, each flight crew member who occupies a flight crew position that is equipped with an altimeter shall…
-when flying from the altimeter-setting region into the standard pressure region, set the altimeter to 29.92 inches of mercury or 1013.2 millibars immediately after the aircraft’s entry into the standard pressure region; and
-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, to the altimeter setting of a station near the route of flight immediately before the aircraft’s entry into the altimeter-setting region

Standard Pressure Region to Altimeter Setting Region (M)

If an aircraft will proceed from the Standard Pressure Region to the Altimeter Setting Region, issue the current altimeter setting before the transition occurs.

How does a difference in altimeter affect vertical separation? (W)

The rule is that every one hundredth of an inch of mercury is equivalent to 10 feet, or 1000 feet difference will exist for every variation of one inch of mercury.

Two aircraft operating in the same altimeter-setting region on different altimeter settings creates two possible problems: (W)

-1000 feet separation between the two aircraft may not be ensured
-One of these aircraft may not have adequate clearance from terrain

When the altimeter setting of an aircraft is higher/lower than 29.92 then… (W)

-When higher vertical separation is not compromised
-When lower vertical separation will be compromised

Do not assign any flight level lower than the lowest usable flight level indicated in the following table: (M)

-29.92 and higher: FL180
-29.91-28.92: FL190
-28.91-27.92: FL200
-27.91 and lower: FL210

-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.

Apply vertical separation with a CYR as indicated in the table below: (M)

-Above FL290: 2000ft
-FL290 or Below: 1000ft

Issue the altimeter setting as follows: (M)

-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
-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 obtained from a weather report 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)

If no local or remote altimeter is available for a location, inform the pilot when issuing landing information.

You may use validated altitude readouts to determine altitudes as indicated in the following table: (M)
-To be maintaining an altitude:
-To have reached an altitude:
-To have vacated an altitude:
-To have passed an altitude:

-To be maintaining an altitude: readout is within 200 feet of assigned altitude
-To have reached an altitude: 4 consecutive readouts within 200 feet of assigned altitude
-To have vacated an altitude: readout changed by 300 feet or more, in the appropriate direction, from the value that prevailed while aircraft was in level flight
-To have passed an altitude: readout changed by 300 feet or more in the appropriate direction

Use altitude readouts of aircraft under the jurisdiction of another controller to determine aircraft altitudes only if either of the following applies: (M)

-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.

During any phase of flight, pilots should adhere to the following procedures: (TC AIM)

-When an altitude clearance is issued, the pilot should begin the climb or descent promptly on acknowledgement of the clearance. The climb or descent should be made at an optimum rate consistent with the operating characteristics of the aircraft. If the above is not the case, or if it becomes necessary to stop the climb or descent, the pilot should advise ATC of the interruption or the delay in vacating an altitude.
-If the phrase “when ready” is used in conjunction with an altitude clearance or instruction, the change of altitude may be initiated whenever the pilot wishes. The climb or descent should be made at an optimum rate consistent with the operating characteristics of the aircraft. When not informed that the aircraft has been IDENTIFIED, pilots are expected to advise ATC when the altitude change is initiated. Compliance with assigned or published altitude crossing restrictions and speeds is mandatory, unless specifically cancelled by ATC. (MEAs are not considered restrictions; however pilots are expected to remain at or above MEAs.)
—NOTE: When an aircraft reports vacating an altitude, ATC may assign the altitude to another aircraft. Control will be based on the pilot following these procedures and on the normal operating characteristics of the aircraft.
-If a descending aircraft must level off at 10 000ft ASL to comply with CAR 602.32—Airspeed Limitations while cleared to a lower level, the pilot should advise ATC of the descent interruption.
-ATC may authorize aircraft to employ cruise climb techniques either between two levels or above a specified level. A clearance or instruction to cruise climb authorizes climb at any given rate as well as temporary levelling at intermediate altitudes. Pilots are expected to advise ATC of the altitude they temporary level off at to the nearest 100ft. Once the aircraft has vacated an altitude during a cruise climb, it may not return to the altitude. ATC will use the following phraseology:
—CRUISE CLIMB TO (altitude)
—CLIMB TO (altitude) CRUISE CLIMB BETWEEN (levels) (or ABOVE [level])

Compliance with ATC Instructions and Clearances

Subject to subsection (3), the pilot-in command of an aircraft shall… (CARs)

-comply with and acknowledge, to the appropriate air traffic control unit, all of the air traffic control instructions directed to and received by the pilot-in command; and
-comply with all of the air traffic control clearances received and accepted by the pilot-in-command and
—subject to subsection (2), in the case of an IFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, and
—in the case of a VFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, when so requested by the air traffic control unit.

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: (M)

-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

*Note: 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

The causes of turbulence are grouped in four categories: (W)

-Disturbed airflow resulting from air moving vertically in convective currents
-Disturbed airflow resulting from air moving past or over obstructions such as irregular terrain
-Wind shear
-Wake turbulence

Glossary: Cruise Climb (M)

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 leveling off at any intermediate altitude.

Advantages and Disadvantages of Ladder Technique (W)

Advantages
-Separation assured
-Effective where lateral or longitudinal separation cannot be obtained, or is not yet in place

Disadvantages
-Increased workload
-Possible coordination
-Could be restrictive to aircraft

Outline for an Arrival (W)

Issue a correct route
-Arrival gates
-STARs

Issue landing information
-ATIS
-Altimeter setting

Issue clearance
-Know top-of-descent profile, otherwise you will always be reactive
-Understand the Arrangement with Terminal in order to clear the aircraft to the appropriate altitude

Monitor and hand off

Glossary: STAR (M)

Standard Terminal Arrival

An IFR ATC arrival procedure published in the CAP for use by an aircraft with the appropriate navigation capabilities and coded in many GNSS and FMS databases.

Glossary: Transition (M)

Definition 1: The general term that describes the change from one phase of flight or flight conditions to another

Definition 2: A published procedure used to connect the basic SID to one or more enroute airways or to connect one or more enroute airways to the basic STAR. More than one transition may be published in the associated SID or STAR or RNAV approach

Vectoring: Allow aircraft operating on SIDs, STARs and RNAV routes to… (M)

conduct their own navigation to the fullest extent possible.

If you initiate vectoring, inform the pilot of the following: (M)

-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

If you vector an aircraft off a STAR, instruct the pilot to rejoin the STAR using one of the following: (M)

-Direct to a waypoint
-Intercept between two waypoints

Procedure Identification (TC AIM)

A STAR can designate multiple lateral routes, dependent on the runway in use, for an aircraft to fly from various points along the enroute phase of flight to the approach phase with little or no ATC intervention. These lateral routes (referred to as transitions) are listed on the TSAR chart and may include instructions for management of the vertical profile.

Altitude Restrictions (TC AIM)

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 clearances, 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.

Speed Restrictions (TC AIM)

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.

Glossary: Waypoint (M)

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

Glossary: Fly-By Waypoint (M)

A waypoint that requires the use of turn anticipation to avoid an overshoot of the next flight segment

Glossary: Fly-Over Waypoint (M)

A waypoint that precludes any turn until the waypoint is overflown and is followed by an intercept manoeuvre of the next flight segment

Fly-over Waypoint - Compulsory

Fly-over Waypoint - On request

Fly-By Waypoint - On request

Fly-By Waypoint - Compulsory

Advantages and Disadvantages of STARs (W)

Advantages
-Provide standard routings
-Simplify procedures for both pilots and controllers
-Permit optimized use of airspace
-Present significant fuel savings
-Reduce pilot-controller communications

Disadvantages
-Inefficient, unpredictable spacing on final
-Designed to be flown to the DTW/FACF; if not, more workload for controller and pilot

Initial waypoint of a STAR is usually how far from the airport? (W)

35-45 NM

When is an aircraft considered to be in the arrival phase? (W)

Once it begins descent from its flight planned altitude toward a landing

Clearance for the STAR (M)

Consider an aircraft to have been cleared for the STAR if the STAR is…

Clearance for the STAR allows the aircraft to follow…

included in the routing portion of the flight plan.

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 specially cancelled by ATC.

You may assign an altitude inappropriate to the direction of flight in the following situations: (M)

An aircraft is doing any of the following:
-Holding
-Arriving
-Departing

Airspeed Limitations (CARs)

Subject to subsection (2), no person shall…
-operate an aircraft at an indicated airspeed of more than ___ knots if the aircraft is below ___ feet ASL; or
-Operate an aircraft at an indicated airspeed of more than ___ knots if the aircraft is below ___ feet AGL within ___ NM of a controlled aerodrome unless authorized to do so in an air traffic control clearance

Subject to subsection (2), no person shall…
-operate an aircraft at an indicated airspeed of more than 250 knots if the aircraft is below 10,000 feet ASL; or
-Operate an aircraft at an indicated airspeed of more than 200 knots if the aircraft is below 3,000 feet AGL within 10 NM of a controlled aerodrome unless authorized to do so in an air traffic control clearance

A person may operate an aircraft at an indicated airspeed greater than the airspeeds referred to in subsection (1) if the aircraft is being operated in accordance with a special flight operations certificate - special aviation event issued pursuant to section 603.02.

If the minimum safe airspeed for the flight configuration of an aircraft is greater than the airspeed referred to in subsection (1), the aircraft shall be operated at the minimum safe airspeed.

Information Included in an ATIS Message (M)

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:
-Aerodrome name
-Message code letter
-Weather information, including:
—Time of weather report or sequence
—Surface wind, including gusts
—Visibility, weather and obstructions to vision, and sky condition (specify the ceiling if applicable). You may replace this information with the term CAVOK. LAWO sites are only to include visibility and ceiling information
—Temperature
—Dew point
—Altimeter setting
—Pertinent SIGMETs, AIRMETs and PIREPs
—Other pertinent weather information
Note: Where LAWO service is provided, do not include the following in the ATIS message: The term CAVOK, temperature, dew point and precipitation type
-Type of instrument approach in use, including information on simultaneous parallel or converging operations
-Landing runway, both IFR and VFR, including information on hold short operations and the stopping distance available
-Departure runway, both IFR and VFR
-Aerodrome conditions that may affect the arrival or departure of aircraft. Aerodrome conditions include:
—An RSC report: Only the RSC for the runway(s) in use is included on the ATIS broadcast, either by thirds or by full runway length as applicable
—A CRFI report: Only the RSC for the runway(s) in use is included on the ATIS broadcast, either by thirds or by full runway length as applicable
—NOTAM information: This may be omitted from an ATIS message after a broadcast period of 12 hours at domestic aerodromes and 24 hours at international airports
—Bird activity: Only if required for extreme conditions outlined in unit procedures. Do not include information already published in the CFS
-Restriction or suspension of landings or takeoffs
—Restriction or suspension of landings or takeoffs may be due to:
—Implementations of reduced or low visibility operations procedures
—Direction from the airport operator
—Obstructed RPA
—Other reasons
-Instruction that aircraft are to acknowledge receipt of the ATIS broadcast on initial contact with the ATS unit

ATIS messages are identified with a code letter as follows: (M)

-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.

Automatic Terminal Information Service (ATIS) Broadcasts (TC AIM)

If ATIS is available, all pilots should use it to obtain the basic arrival or departure and aerodrome information as soon as it is practicable.

ATIS (TC AIM)

Pilots hearing the broadcast should inform the ATC/FSS unit on initial contact that they have received the information, by repeating the code letter that identifies the message, thus obviating the need for the controller/specialist to issue information.

The success and effectiveness of ATIS is largely dependent upon the co-operation and participation of airspace users; therefore, pilots are strongly urged to take full advantage of this service.

Record a new ATIS message if any of the following occurs: (M)

-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 of mercury 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

If the ATIS message cannot be kept current due to rapidly changing conditions, … (M)

Record a message that all or part of the information will be issued by the unit.

ATIS Exemptions (M)

Except during rapidly changing conditions, you need not issue…

Inform pilots of…

Information included in the current ATIS broadcast, provided the pilot acknowledges receipt of the broadcast. NOTE: The runway number must always be stated.

Any new and pertinent information that differs from the current ATIS message.

Arrivals Landing Information (M)

If an aircraft has been cleared for a STAR,…

After issuing landing information, if you learn of information that…

Then on initial contact, the arrival controller must inform the aircraft of the landing runway.

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.

Six-Minute Rule (W)

Every six minutes an aircraft goes 1/10 of its speed.

Two types of turbulence phenomena are particularly hazardous to landing and departing aircraft: (W)

-Low level wind shear
-Microbursts

Glossary: Wind Shear (WS) (M)

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.

The main effects of low level wind shear are: (W)

-Turbulence
-Violent air movements (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

Possible additional effects of low level wind shear on aircraft operations: (W)

-Missed approaches or aborted takeoffs
-Aircraft control issues
-Increased aircraft spacing
-Cessation of takeoffs and landings
-Passenger discomfort

Diameter of a Microburst (W)

Downburst affecting area 4km in diameter or less

Vertical winds of a microburst can be how many feet per minute? (W)

6000

Icing in the low levels may have the following consequences: (W)

-Aerodynamic performances features of aircraft are affected
—Icing will add significant weight on an aircraft
—Departing aircraft may have problems climbing
—Aircraft in flight may lose altitude or may have to change altitude
-De-icing delays
—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

Types of Icing: (W)

-Rime
-Clear
-Mixed
-Hoar

Rime ice is formed with _____ super-cooled water droplets.

Clear ice is formed with _____ super-cooled water droplets.

Large super-cooled water droplets have a diameter greater than _____ micrometers. (W)

Small

Large

50

TAFs are intended to relate weather conditions for flight operations within how many miles of the centre of the runway complex? (W)

5 NM

The indicator used in the PIREP message are: (W)
-UA: _____
-UUA: _____

/OV: _____
/TM: _____
/FL: _____
/TP: _____
/SK: _____
/TA: _____
/WV: _____
/TB: _____
/IC: _____
/RM: _____

-Routine PIREP
-Urgent PIREP

-Location
-Time
-Flight level or altitude
-Type of aircraft
-Sky cover
-Temperature
-Wind velocity
-Turbulence
-Icing
-Remarks

When you receive a PIREP, you have to do two things: (W)

-Write it down and relay this information to any aircraft in the vicinity
-Relay it to the FIC for your FIR who will then disseminate the information

SIGMETs describe designated hazardous weather conditions up to and including _____. (W)

60 000 feet

List of phenomena that call for SIGMETs: (W)

-Active thunderstorm areas lines of thunderstorms
-Hurricanes, tropical storms
-Moderate hail
-Severe turbulence
-Severe icing
-Marked mountain waves
-Widespread sandstorms or dust storms
-Volcanic ash
-Severe squall lines
-Low-level wind shear
-Tornados or waterspouts

SIGMETs must contain the following information and be structed in the following order: (W)

-Area affected
-Meteorological phenomenon
-Forecast or observed, if applicable
-Height of layers affected, if applicable
-Type of aircraft reporting the phenomenon, if applicable
-Expected movement
-Expected development, if applicable
-Tendency beyond the period of coverage, if applicable

Transmit the following when passing SIGMET (AIRMET): (W)

-Meteorological reference points
-Latitude and longitude coordinates when they are not associated with meteorological reference points; and
-Latitude and longitude coordinates associated with a corresponding meteorological reference point, as a replacement to the meteorological reference point, when judged appropriate or when requested by a pilot

AIRMETs designate potential hazardous weather conditions below what altitude? (W)

base is below 24000 feet

The criteria for issuing an AIRMET are the unforeseen development or the non-occurrence of any of the following forecast conditions: (W)

-Instrument meteorological conditions (IMC): broken or overcast cloud condition at less than 1000 feet AGL and/or visibility less than 3 SM
-Freezing precipitation (not requiring a SIGMET)
-Moderate Icing
-Moderate Turbulence
-Thunderstorms (isolated as opposed to a line)
-An increase in the surface mean wind over a large area to 20kt or more or an increase in gusts to 30kt or more, when no winds were originally forecast
-A difference between the forecast and observed wind direction greater than 60 degrees

AIRMETs must contain, as appropriate, the following elements in order: (W)

-Area affected
-Meteorological phenomenon
-Forecast or observed, if applicable
-Flight levels or layers affected, if applicable
-Type of aircraft reporting the phenomenon, if applicable
-Expected movement or duration, if applicable
-Expected development or dissipation, if applicable

Glossary: Wake Turbulence (M)

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

Glossary: Light Aircraft (M)

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of 7000kg (15500 pounds) or less.

Glossary: Medium Aircraft (M)

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of more than 7000kg (15500 pounds) but less than 136000kg (300000 pounds).

Glossary: Heavy Aircraft (M)

For wake turbulence categorization purposes, an aircraft certificated for a maximum take-off weight of 136000kg (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.

Flight Data Strip Information Table: Aircraft Identification and Type (M)

Aircraft Identification
-Enter 3 to 7 alphanumeric characters
-Indicate if the flight is a MEDEVAC
-Indicate if the aircraft is in the super wake turbulence category

Aircraft Type
-The number of aircraft, if more than one
-The appropriate wake turbulence category prefix
-The appropriate ICAO aircraft type designator
-The forward slash and one or more appropriate letters from the equipment list found in the CFS

Decode MCTOW (W)

Maximum Certified Take-Off Weight

Standard Wake Separation: Except as provided in Enhanced Wake Separation and Time-Based Separation (TBS),…

For wake turbulence separation and cautionaries: (M)

Base wake separation minima on the four standard wake turbulence categories

-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