Use LEFT and RIGHT arrow keys to navigate between flashcards;
Use UP and DOWN arrow keys to flip the card;
H to show hint;
A reads text to speech;
56 Cards in this Set
- Front
- Back
|
Define the following altitude terms: MOCA, MEA, MSA, MVA, AMA, MRA, MIA |
MOCA: minimum obstacle clearance altitude MEA: minimum enroute altitude MSA: minimum sector altitude MVA: minimum vectoring altitude AMA: area minimum altitude MRA: minimum reception altitude MIA: Minimum IFR Altitude- lowest IFR altitude established for use in specific airspace. Provides obstacle clearance but may or may not be within controlled airspace. |
|
|
MRA
|
Minimum Reception Altitude -applies to specific VHF/UHF intersections where NAVAIDs provide the cross bearing are a significant distance from airway -lowest altitude above sea level(ASL) at which navigational signal coverage is received to determine the intersection |
|
|
MOCA |
minimum obstacle clearance altitude
altitude above sea level (ASL) between specified fixes on airways or air routes that meets the IFR obstacle clearance requirements for the route segment in question |
|
|
MEA |
minimum en route altitude - altitude above sea level (ASL) between specified fixes on airways or air routes that assures acceptable navigational coverage and that meets the IFR obstacle clearance requirements |
|
|
On a navigational map where is the MOCA and MEA located? |
MEA is on top MOCA is on bottom |
|
|
List three methods of representing map scale and give examples of each. |
Statement in words: 25km to 1 inch a representative fraction: 1/500,000 one map inch= 500,000 inches on ground a graduated line: 10 0 10 20 30 40 ------------------------------------------------------ |
|
|
State the purpose of the VFR aeronautical charts
|
VFR aeronautical charts provide navigational information to pilots during VFR flight. VFR aeronautical information can be obtained from:
VFR Terminal Area Charts (VTA), VFR Navigation Charts (VNC), World Aeronautical Charts (WAC), |
|
|
VFR Terminal Area Charts (VTA)
|
-scale 1:250,000.
-The purpose of the VTA is to provide detailed information to VFR pilots operating in busy terminal areas. |
|
|
VFR Navigation Charts (VNC),
|
-scale 1:500,000.
-The purpose of the VNC is to provide navigation information to pilots during the en route portion of flight. |
|
|
World Aeronautical Charts (WAC)
|
-scale of 1:1,000,000
-are used for flight planning and in-flight navigation on extended cross country flight at low to medium altitudes and medium to high airspeed. -They are useful for longer range VFR flights as they lack the detail found on the VNC. |
|
|
State the purpose of the Terminal Chart
|
Purpose is to provide the IFR pilot with navigational information in busy terminal environments such as Vancouver, Edmonton, Calgary, Ottawa,Toronto and Montreal. They are large scale to show sufficient detail |
|
|
State the purpose of the LO Chart |
The purpose of a LO chart is to provide navigation information for IFR flight in the low level airspace. En route low altitude charts(10 charts/5 pages back to back) are intended for use up to but not including 18,000 feet ASL within Canadian Domestic Airspace. |
|
|
What information does a LO chart provide? |
- airways and route data, minimum altitudes, headings and distances -flight information boundaries -limited airport information -radio aids and frequencies -reporting points -special use airspace dimensions **not all charts use same scale **front of chart will show validity UTC time,date, and year **Uncontrolled airspace is shown in green on LO charts. |
|
|
State the purpose of a HI Chart |
The purpose of a HI Chart is to provide pilots with navigational info required to navigate at higher altitudes. Charts consist of 4 charts(back to back) that depict airspace over Canada and North Atlantic for use at 18,000 ASL and above. |
|
|
What information does a HI chart provide? |
-limited topographical features -radio navigation including: airways NDBS reporting points frequencies |
|
|
What information does a VNC chart provide? |
VFR Navigation Chart -Hydrography -Airports -Navigation Aids -Airways and other controlled airspace -En route hazards such as restricted and advisory areas, and obstructions |
|
|
Define Holding Procedure |
A predetermined maneuver which keeps an aircraft within a specified airspace while awaiting further clearance
|
|
|
Define Holding Pattern |
The race track pattern to be flown by holding aircraft. This is the "pre-determined manoeuvre" mentioned in "holding procedure". |
|
|
Define Holding Area |
The airspace to be protected for holding aircraft in accordance with the ATC Holding Criteria Document (TP345). |
|
|
Define Holding Fix |
A fix that is specified as a reference point in establishing and maintaining the position of a holding aircraft. Examples: VOR, NDB, intersection. |
|
|
State the relationship between altitude, airspeed and the size of the holding area. |
The higher than altitude and greater the airspeed, the larger the holding area needs to be. |
|
|
Define Instrument Approach. |
A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or enroute obstacle clearance criteria apply. |
|
|
Precision Approach |
Precision approach" means an instrument approach by an aircraft using azimuth and glide path information.
Precision approaches: ILS Instrument Landing System Types of Approach- This approach uses a localizer and a glide path to provide both lateral and vertical guidance to a runway. |
|
|
Non precision approach |
A "non precision" approach means an instrument approach by an aircraft using azimuth information. Non-precision approaches: NDB, LOC, VOR, TACAN NDB: uses bearing info off of one or more NDBS to provide lateral guidance to the aircraft. No glide path info. LOC: makes use of localizer info only. ILS approach without glide path is a non precison localizer approach. If the pilot is flying the Localizer from the end of the runway where there is no glide path information, it is called a Back Course Localizer approach. The information transmitted to the pilot is opposite the information for an ILS and the pilot has to fly using the CDI indication differently. VOR: uses VOR radials or a combination of radials and DME to enable aircraft to execute an approach TACAN: used by TACAN equipped(Military) aircraft/ flown using TACAN radials and DME, much like VOR/DME approach |
|
|
Define Initial Approach Segment (Instrument Approach) |
That part of an instrument approach procedure (IAP) between the initial approach fix (IAF) or waypoint and the intermediate approach fix (IF) or waypoint during which the aircraft departs the enroute phase of flight and manoeuvres to enter the intermediate segment. |
|
|
DefineIntermediate Approach (Instrument Approach) |
That part of an instrument approach procedure (IAP) between the intermediate approach fix (IF) or waypoint and the final approach fix (FAF), waypoint or point, or between the end of a track reversal, racetrack or dead-reckoning track procedure and the FAF, waypoint or point, as appropriate. It is in this part of the procedure that aircraft configuration, speed and positioning adjustments are made for entry into the final approach segment |
|
|
Define Procedure Turn (Instrument Approach) |
A manoeuvre in which a turn is made away from a designated track followed by a turn in an opposite direction, both turns being executed so as to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Procedure turns are designated "left" or "right" according to direction of initial turn. However, if possible, the procedure turn is designated left.
|
|
|
Define Final Approach Segment (Instrument Approach) |
That part of an instrument approach Procedure (IAP) from the time that the aircraft:
A. completes the last procedure turn or base turn, where one is specified; B. crosses the final approach fix (FAF), waypoint or point; or C. intercepts the last track specified for the procedure until it reaches the missed approach point (MAP). It is in this part of the procedure that alignment and descent for landing are accomplished. |
|
|
Missed Approach Point (MAP) (Instrument Approach) |
Can the pilot see the runway? This is a crucial point where the pilot will have to make a decision, land or abort the landing. For the pilot to determine that exact point there are minima published in the approach plate. There are two types of minima used, the DH (decision height) and the MDA (minimum descent altitude) more... There are three values given, the height ASL in bold, the height in AGL in parenthesis and the visibility value is expressed in statute miles and, where equipped, an “RVR Value” is included for advisory purpose only.
|
|
|
Missed Approach Segment (Instrument Approach) |
That part of an instrument approach procedure (IAP) between the missed approach point (MAP), the missed approach waypoint (MAWP), or the point of arrival at decision height (DH), and the specified missed approach NAVAID, interesection, fix or waypoint, as appropriate, at the minimum IFR altitude. It is in this part of the approach procedure that the aircraft climbs and returns to the enroute structure or is positioned for holding or a subsequent approach. The route of flight and altitudes are depicted on instrument approach charts. |
|
|
Complete Approach (Instrument Approach) |
Includes initial segment, intermediate segment, procedure turn, final segment, missed approach point, missed approach segment, complete approach |
|
|
What is the difference between a Decision Height (DH) and a Minimum Descent Altitude (MDA)? |
DH is used with a precision approach i.e. ILS approach. Because of the precision guidance provided by having glide path information, landing minima for precision approaches are normally much lower than that for non-precision approaches. MDA (minimum descent altitude) is used with a non precision approach. Remember this is an approach that does not have a glide path such as a localizer back course or a NDB approach. |
|
|
How does a pilot compute time intervals between successive arrivals? |
The pilot must conduct the approach within the airspace allocated. The airspace to be protected and the minimum altitudes to be maintained are predicated on the pilot doing this procedure within certain time/distance constraints. 1 minute Outbound from the approach facility to start of procedure turn 3 minutes Procedure turn 2 minutes Inbound from procedure turn to the approach facility 2 minutes Approach facility to runway threshold It takes approximately 8 minutes to complete an instrument approach procedure from the Initial Approach Fix (IAF) to touch down. For convenience Air Traffic Controllers use 10 minutes as a rule of thumb for planning purposes. |
|
|
Explain the regulations governing the use of instrument approaches. |
1) Unless authorized by ATC, IFR aircraft must make their approach according to instrument procedure 2) IFR aircraft must useminima specified in the Canada Air Pilot or the route and approach inventory. CARs 602.127 (1) Unless otherwise authorized by the appropriate air traffic control unit, the pilot in command of an IFR aircraft shall, when conducting an approach to an aerodrome or a runway, ensure that the approach is made in accordance with the instrument approach procedure. CARs 602.128 1) No pilot in command of an IFR aircraft shall conduct an instrument approach procedure except in accordance with the minima specified in the Canada Air Pilot or the route and approach inventory. |
|
|
Define SID |
STANDARD INSTRUMENT DEPARTURE (SID)
An IFR air traffic control departure procedure,published in the CAP for pilot and controller use. SIDs may be either: A. Pilot Navigation (Pilot Nav.) SIDs — SIDs where the pilot is required to use the applicable SID chart as reference for navigation to the en route phase; or B. Vector SIDs — SIDs established where ATC will provide radar navigational guidance to a filed or assigned route, or to a fix depicted on the applicable SID chart. Pilots are expected to use the SID chart as reference for navigation, until the vector is commenced. |
|
|
SID Information |
The pilot uses this chart to be able to fly the ATC- assigned SID as soon as the aircraft is airborne. The use of SIDs eases the controller's communications workload and also tells the pilot what to do in the event of a communications failure.( |
|
|
Define STAR |
Standard Terminal Arrival
An IFR ATC arrival procedure published in the CAP for pilot and controller use. This chart is what the pilot will follow when approaching the airport. ATC assigns the STAR, which reduces communication workload and reduces the amount of headings and speed adjustments the controller has to issue to arriving aircraft. |
|
|
State the definition of area navigation |
RNAV: A method of navigation which permits aircraft operation on any desired flight path within the coverage of ground or space-based NAVAIDs or within the limits of the capability of self- contained aids, or a combination of these. |
|
|
List the types of air navigation systems |
Existing navigation systems which provide a RNAV capability include: INS VOR/DME (RHO-THETA) DME-DME(RHO-RHO) LORAN-C GNSS |
|
|
Define: INS |
INS - Inertial Navigation System • Self contained • Spinning gyros inside aircraft • Position set prior to take off • Accelerometers measure movement and calculate position |
|
|
Define: LORAN-C
|
• Low frequency signal from ground based stations
• Not limited to line of sight • Subject to interference • Computer on board calculates position |
|
|
Define:VOR/DME (RHO-THETA) |
• Uses DME arcs and VOR radials to determine its position • Dependant on ground based NAVAIDs • On board computer plots position |
|
|
Define:DME-DME(RHO-RHO) |
• Uses DME arcs to determine its position • Dependant on ground based NAVAIDs • On board computer plots position
|
|
|
Define:GNSS |
Global Navigation Satellite System (GNSS) • Obtains information from a series of satellites and converts it to a position using an on board computer • Not dependant on ground based NAVAIDS. • Very accurate • Inexpensive |
|
|
Descibe the different components of GNSS. |
Space Component: 24 NAVSTAR satellites constellation orbiting earth in six different planes. Each plan inclined 55 degrees to the equator and contains four satellites in 10,900 NM orbits (20200km) **fourth satellite is used to solve gaps between receiver clocks and satellite timespace Control Component: designed to maintain accuracy of data transmitted by GPS Satellites. Consists of a world wide network of widely spaced monitoring stations sparsley located over surface of the earth, linked to one master station (Colorado Springs, Colorado) capable of emitting corrective signals if mistakes are deciphered. The master station analyzes data and determines whether correcting the clocks cycle or position is necessary and sends out a corrective signal, if required, through uplink antennas **An example of the control component's importance is that if the clocks were not corrected for 24 hours, the 38 microsecond error could result in a 6 nautical mile error to a user. User Component: user component consists of the GNSS recieve/processor and it's associated antennas. The GNSS reciever looks for and selects the 4 best positioned satellites, determines its range to them and converts that into a position **RAIM = Receiver autonomous integrity monitoring warns pilots of any likely errors from satellite |
|
|
State the difference between WAAS and LAAS |
**GNSS must be enhanced to suit aeronautical standards. Currently, there exist 3 types of augmentation classified under 2 generic families:
Wide Area Augmentation System: This system has four main components: reference stations installed across the country, master stations, uplink stations and geostationary satellites. The reference stations analyze the quality of the received signal of each individual satellite and relay these data to the master station, which in turn generates the WAAS correlated signal. This signal is broadcast to the geostationary satellites orbiting around the earth over the equator, which in turn transmit the integrity signal on the GNSS frequencies. LAAS - Local Area Augmentation System Four satellites are needed to provide positioning in an accurate manner. A reference station measures the distance errors of each individual satellite and sends correction to the aircraft. A ground based monitoring station located at the airport sends out the corrections and compares the result with the standards. |
|
|
Full names of WAAS, LAAS and the 3 types of augmentations. |
WAAS- Wide Area Augmentation System LAAS- Local Area Augmentation System ABAS- Aircraft-Based Augmentations Systems SBAS- Satellite Based Augmentations Systems GBAS- Ground Based Augmentations Systems |
|
|
List accuracy levels under the different levels of service that GNSS provides |
Two classes of service SPS and PPS. Standard Positioning Service (SPS): Civilian users can expect 6 to 8 metres accuracy 95% of the time under Standard Positioning Service (SPS). SPS only provides a course deviation indicator (CDI), in other words a lateral deviation, not vertical Precision Positioning Service (PPS) is an encrypted signal reserved for military applications. The precision approach is made possible by coupling barometric inputs providing a vertical deviation indicator (VDI) to the course deviation indicator (CDI). |
|
|
State legal requirement for use of GNSS. |
GNSS is considered as a certified IFR means of navigation and can be flown with a traditional back up navigation system or as a stand alone approach. Provisions for use are covered in AIC(Air Information Circular). |
|
|
Describe the impact that RNAV/GNSS has on an aircraft in the departure, enroute and arrival phases of a flight. |
Departure: • Uses RNAV SIDS • Reduced workload for controllers • Reduced workload for Pilots • Improved Energy Management • Reduced impact on the environment • Improved Flexibility En Route: • Able point to point • Less vectoring when re-route is required • As user needs change able to adapt without needing ground based NAVAIDS Arrival: • Uses RNAV STARS • Reduced workload for controllers • Reduced Workload for pilots • Improved Energy Management • Reduced Impact on Environment • Improved Flexibility |
|
|
State the definition of an RNAV SID. |
Definition: An IFR ATC departure procedure coded in an aircraft FMS database and published in graphic and textual form for use by aircraft that are appropriately equipped and authorized. Extra Info: |
|
|
Describe the GNSS approach. |
The fundamental difference between a GNSS approach and an NDB or full ILS approach is that there is no procedure turn in a GNSS approach. This makes it basically a straight-in approach. A typical GNSS approach has a “T” shape with various points on the “T” being represented by fly-by and fly-over waypoints that bring an aircraft near a runway threshold. |
|
|
Define: RNAV Star |
Definition: An IFR ATC arrival procedure coded in an aircraft FMS database and published in graphic and textual form for use by aircraft that are appropriately equipped and authorized. Extra: An RNAV STAR is a procedure that lays out a lateral path, altitudes and speeds for an aircraft to maneuver from the en route to a position from which an approach can be made. An RNAV STAR does this without the limitations of ground based NAVAIDS and in some cases without any vectors. It is also important to note that the approach following a STAR will NOT have a procedure turn. |
|
|
List two types of RNAV STARs and state the difference between them. |
Open & Closed are the two types of RNAV STARS. Differences: -Open star terminates at a Downwind Termination Waypoint (DTW) whereas a closed terminates at the Final Approach Course Fix (FACF). -Open star requires aircraft to be vectored onto final whereas a closed does not require any vectoring from controller for a straight in approach. |
|
|
Open RNAV STAR |
A STAR that terminates at a Downwind Termination Waypoint (DTW). Normally used for aircraft approaching the airport via the downwind leg to the DTW. An open RNAV STAR requires an aircraft to be vectored on to final. If the aircraft does not receive an approach clearance prior to the DTW (downwind termination waypoint) it will continue on the heading assigned in the RNAV STAR until vectored by the controller. This allows the controller the flexibility of issuing or not issuing vectors in different situations.
|
|
|
Closed RNAV STAR |
A STAR that terminates at the Final Approach Course Fix (FACF). Normally used when the inbound track is within plus or minus 90 degrees, of the final approach course, to the runway. A closed RNAV STAR does not require any vectoring from the controller for the aircraft to do a straight in approach. There are two cases when an RNAV STAR would be closed. The first case the aircraft is on an open RNAV STAR and a clearance for the approach is received prior to the DTW. When this happens the aircraft will fly to the DTW and then maneuver without vectors to the FACF and commence the approach. The second case the aircraft is already lined up with the approach, within 90º, and therefore there is no DTW. An example of this is on the DEANS TWO arrival at Ottawa for runway 32.
|
