AIM 11.4.5 Northern Control Area (NCA) Random Routes

Within the Northern Control Area (NCA), flights operating on random routes shall flight plan and make positions reports as follows:

(a)  flights operating on predominately N or S tracks (315 ̊T clockwise through 045 ̊T or the reciprocals) shall report over reporting line points formed by the intersection of parallels of latitude spaced at 5 ̊ intervals expressed in latitude by whole degrees and meridians of longitude expressed in either whole degrees or whole and half degrees;

(b)  south of 75 ̊N latitude, flights operating on predominately east or west tracks (046 ̊T clockwise through 134 ̊T or the reciprocals) shall report over reporting line points formed by the intersection of either whole degrees or whole and half degrees of latitude coincident with each 10 ̊ of longitude. For flights operating north of 75 ̊N latitude, where 20 ̊ of longitude is traversed in less than 60 min, reporting line points are to be defined by parallels of latitude expressed in degrees and minutes coincident with meridians of longitude at 20 ̊ intervals;

(c)  as requested by ATS.

AIM 7.3 AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST (ADS-B)

TCAS provides the collision avoidance, NOT ADS-B

Automatic dependent surveillance - broadcast (ADS-B) is a surveillance technology that gives controllers the opportunity to provide radar-like services. It uses aircraft avionics, satellites and/or ground infrastructure to relay a range of aircraft parameters to air traffic control (ATC). The system is automatic since no external stimulus is required for operation, and dependent because it relies on aircraft avionics to provide surveillance services through broadcast messages.

NAV CANADA’s ADS-B ground infrastructure consists of ground receiver stations, target processors and situation displays. The ground stations receive ADS-B signals and transfer the data via land line or satellite link to the target processors located within an area control centre (ACC). Target processors build a track profile based on the aircraft’s unique International Civil Aviation Organization (ICAO) 24-bit identifier. This profile is presented to ATC on a situation display to enable surveillance separation services.

For a map of ADS-B coverage in Canada, see AIP Canada ENR 1.6, Figure 1.6.3, Automatic Dependent Surveillance - Broadcast Coverage.

7.3.1 Aircraft Equipment

On-board aircraft equipment is responsible for gathering a range of f light parameters and compiling them into the ADS-B message, which is then transmitted through the Mode S transponder on a 1 090 MHz extended squitter (1 090ES). The full range of data is transmitted once per second, allowing ATC to access real-time aircraft position information.

Ref: AIM COM 5.4.2 Global Navigation Satellite System (GNSS)- Based Area Navigation (RNAV) Approach Procedures & COM 5.4.2.2 Global Navigation Satellite System (GNSS) Overlay Approaches

A series of waypoints in a “T” or “Y” pattern eliminates the need for a procedure turn.

All approaches must be retrieved from the avionics database, and that database must be current. While it is sometimes acceptable to use pilot-generated waypoints en route, this is not permitted for approach procedures.

When conducting GNSS overlay approaches, the VOR, DME and/or NDB onboard navigation equipment does not need to be installed and/or functioning and the underlying approach navigation aids does not need to be functioning. Nevertheless, good airmanship dictates that all available sources of information be monitored.

You have to calculate the SGR and SAR for each altitude and then choose the altitude with the most fuel per unit of fuel consumed.

Calculate the GS:

FL310 Groundspeed: 135 knots

FL350 groundspeed: 170 knots

Calculate the SGR and SAR:

Specific Air Range: TAS/Fuel Flow

Specific Ground Range: GS/Fuel Flow

Lets calculate it:

FL310 SGR: 135/1000 = 0.135 NM/lb

FL310 SAR: 120/1000 = 0.12 NM/lb

and...

FL350 SGR: 170/1000 = 0.170 NM/lb

FL350 SAR: 120/1000 = 0.12 NM/lb

Answer: A SGR of 0.135 NM/lb at FL310 will give you the best mileage per pound of fuel consumed.

On the exam choose the highest SGR. Even if you get a higher SAR, choose the highest SGR. Because, the SGR takes into account your groundspeed. This is a more realistic number to use.

A Machmeter is an instrument which provides an indication of the Mach Number(M), which is the ratio between the aircraft True Air Speed (TAS) and the local speed of sound (LSS). 

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

AIM COM 4.8 TACTICAL AIR NAVIGATION (TACAN)

Tactical air navigation aid (TACAN) is a navigation aid (NAVAID) used primarily by the military for en route, non-precision approaches (NPAs) and other military applications. It provides azimuth in the form of radials and slant distance in nautical miles (NM) from the ground station. The system operates in the ultrahigh frequency (UHF) range with the frequencies identified by channel number.

TACAN users may obtain distance information from a distance measuring equipment (DME)  that is paired with the VHF omnidirectional range (VOR). This TACAN paired channel number is published in the Canada Flight Supplement (CFS) for every VOR/DME facility.

CAUTION:
Only DME information is being received by the TACAN avionics. Any apparent radial information obtained through the TACAN avionics from a VOR/DME facility can only be false signals.

STATION PRESSURE

Station pressure is the actual atmospheric pressure at the elevation of the observing station. It is, in other words, the actual weight of a column of air extending up from the station level to the outer limit of the atmosphere. The value is determined directly from the mercury barometer at the observing station.

For example: The weight of the atmosphere decreases with altitude, the atmospheric pressure reading at a station at 5.000 feet elevation will be less than that at a station at 1,000 feet and still less than that at a station at sea level.

MEAN SEA LEVEL PRESSURE

Advisory Circular (AC) No. 700-028
Effect of Temperature on the Vertical Profile

This barometric change will not be consistent as the ambient temperature varies from the International Standard Atmosphere (ISA). If the ambient temperature is colder, the air will be denser which will result in the target barometric change occurring in a smaller actual altitude change. The result will be a shallower than targeted profile. For example, a nominal 3° glide path may be closer to 2.5° at very low temperatures. The opposite occurs when the ambient temperature is higher than ISA.

Reference: From the Ground Up

The basic concept behind an INS system is the measurement of changes in relative motion (through the measurement of acceleration) to project a changing position in some inertial reference frame over time.

A selfcontained long range navigation system which by means of computers, preci- sion gyros and sensitive accelerometers provides guidance and steering information and accurately displays position, groundspeed and heading.

You have to calculate the SGR and SAR for each altitude and then choose the altitude with the most fuel per unit of fuel consumed.

Calculate the GS:

FL310 Groundspeed: 135 knots

FL350 groundspeed: 170 knots

Calculate the SGR and SAR:

Specific Air Range: TAS/Fuel Flow

Specific Ground Range: GS/Fuel Flow

Lets calculate it:

FL310 SGR: 135/1000 = 0.135 NM/lb

FL310 SAR: 120/1000 = 0.12 NM/lb

and...

FL350 SGR: 170/1000 = 0.170 NM/lb

FL350 SAR: 120/1000 = 0.12 NM/lb

Answer: A SGR of 0.135 NM/lb at FL310 will give you the best mileage per pound of fuel consumed.

On the exam choose the highest SGR. Even if you get a higher SAR, choose the highest SGR. Because, the SGR takes into account your groundspeed. This is a more realistic number to use.

PSR function: Detect weather and non transponder traffic.

PSR fixes its target by its return echo and is used in PAR approaches. PSR computes target positions by determining the range and azimuth of transmitted and reflected radio frequency energy. It is a passive surveillance system and therefore does not rely on information transmitted from the aircraft. Transponder is not required and it doesn't provide altitude.

Note: Another word for azimuth is bearing. Basically the airplanes bearing from either True/Magnetic North

SSR function: Uses transponder, cannot detect weather information

SSR determines aircraft range by measuring the interval between transmitting an interrogation to and receiving a reply from an airborne transponder. SSR is a cooperative surveillance system and does not provide a position for an aircraft with an operating transponder.

Increased range, position identification of the aircraft, aircraft altitude.

AIM MET 3.11

LCL Local 25% or less

PTCHY Patchy 26-50%

XTNSV Extensive Greater than 50%

There are 2 quick ways besides using an E6B/CX3:

Obtain it through either reading the altitude when you set 29.92 in the altimeter; or.

Calculate it manually:

1. Subtract the current altimeter setting from the standard pressure of 29.92.
2. Multiply by 1,000.
3. If you have a negative number, subtract it from the field elevation. Add a positive number.

Below is the same jet stream of a weather chart.

This remark shall only be generated when the condition is lower than that contained in the body of the report.

SPECI CYUL 220025Z 28011G18KT 2SM -RA BR SCT008 BKN020 OVC045 13/12 A2920 RMK SF4SC1SC3 SLP889 DENSITY ALT 800FT=

METAR CYYZ 220000Z 29012KT 1 1/2SM -RA BR BKN008 OVC020 13/12 A2920 RMK SF6SC2 SLP889 VIS NE 1 DENSITY ALT 800FT

This is a tricky one sorry. You have to read the remarks section. The visibility in the north East quadrant is 1 SM.

Slant Visual Range is the visibility from the cockpit to the ground and features ahead; it's the view down the approach path. It is usually poorer as the distance through the fog is greater.

It's possible to see "visibility" below minimums for an approach, but RVR was well above. This is possible, partly because RVR sensors are more accurate and better placed, and partly because the RVR scale can more finely describe distance (RVR's minimum unit is 100 feet whereas visibility's minimum unit (1/8SM) is 660 feet)

A ceiling is either broker, overcast or a VV.

VV (vertical visibility) is a an obscured ceiling.

Three lifting agents are:  convection, mechanical turbulence, and convergence

The term that refers primarily to atmosphereic motions in the vertical direction is Convection.

1. advection – movement of air over land mass
2. convection – caused by daytime heating
3. convergence – air moving into an area of low pressure and moving up

Heat transfer from molecule to molecule without significant movement of the molecules is called Conduction.

When surface temperatures rise due to day time heating, the effect is transmitted aloft by Convection.

See AIM MET 2.1.1 for PIREP decoding

Height—The solid lines (contours) on all the charts represent the approximate height of the pressure level indicated by the map. The contours are labelled in decametres (10s of metres) such that on a 500 hPa map, 540 means 5 400 m and on a 250 hPa map, 1020 means 10 200 m. Contours are spaced 60 m (6 decametres) apart except at 250 hPa, where the spacing is 120 m.

6.2 SIGMET ISSUANCE CRITERIA

Significant meteorological information (SIGMET) is issued in response to the following criteria (the abbreviations are shown in all capital letters):

(a) Thunderstorms:

(i) Frequent (FRQ TS);

(ii) Frequent with hail (FRQ TSGR);

(iii) Frequent with hail and possible tornado/waterspout (FRQ TSGR POSS +FC);

(iv) Frequent with hail and tornado/waterspout (FRQ TSGR +FC);

(v) Squall line (SQLN TS);

(vi) Squall line with hail (SQLN TSGR);

(vii) Squall line with possible tornado/waterspout (SQLN TSGR POSS +FC);

(viii) Squall line with tornado/waterspout (SQLN TSGR +FC);

(b) Severe turbulence (SEV TURB);
(c) Severe icing (SEV ICE);
(d) Severe icing due to freezing rain (SEV ICE [FZRA]);

(e) Severe mountain wave (SEV MTW);
(f) Low-level wind shear (L LVL WS);
(g) Heavy dust storm (HVY DS);
(h) Heavy sandstorm (HVY SS);
(i) Radioactive cloud (RDOACT CLD);
(j) Volcanic ash (VA);
(k) Tropical cyclone (TC).

The question is a trap question which is asking what is NOT a true statement. It's important to read the question carefully as these are quite common to see.

Issued: It was issued on the 10th day of the month at 1424 UTC

The answer shows AGL which is not correct. A GFA covers a wide area so the altitude is ASL. (There are some exceptions where the height is above ground. In these cases it will mention AGL in the forecast.)

Reference: Fuel Requirements CAR 602.88 

(2) No pilot-in-command of an aircraft shall commence a flight or, during flight, change the destination aerodrome set out in the flight plan or flight itinerary, unless the aircraft carries sufficient fuel to ensure compliance with subsections (3) to (5).

(3) An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

(a) in the case of an aircraft other than a helicopter,

(i) when operated during the day, to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed, or

(ii) when operated at night, to fly to the destination aerodrome and then to fly for a period of 45 minutes at normal cruising speed; or

(b) in the case of a helicopter, to fly to the destination aerodrome and then to fly for a period of 20 minutes at normal cruising speed.

(4) An aircraft operated in IFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

(a) in the case of a propeller-driven aeroplane,

(i) where an alternate aerodrome is specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 45 minutes, or

(ii) where an alternate aerodrome is not specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome and then to fly for a period of 45 minutes; or

(b) in the case of a turbo-jet-powered aeroplane,

(i) where an alternate aerodrome is specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 30 minutes, or

(ii) where an alternate aerodrome is not specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome and then to fly for a period of 30 minutes.

5) Every aircraft shall carry an amount of fuel that is sufficient to provide for

(a) taxiing and foreseeable delays prior to take-off;

(b) meteorological conditions;

(c) foreseeable air traffic routings and traffic delays;

(d) landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a multi-engined aircraft, failure of any engine, at the most critical point during the flight; and

(e) any other foreseeable conditions that could delay the landing of the aircraft.

Let's calculate the answer:

Taxi Fuel: 100 lbs
Climb Fuel: 667 lbs (2000 lbs/hour divided by 60 mins x 20 min climb.)
Cruise Fuel: 4033 lbs (Subtract 20 mins climb from the total flight time of 4 hours. Time in cruise is 3 hours 40 mins or 3.67 hours. 1100 lbs/hour x 3.67)
Contingency fuel: 300 lbs (Since there is thunderstorms at destination we have to include this fuel.)

Alternate Fuel: 1000 lbs

Holding Fuel: 550 lbs (This was not include din the question but you have to know it as per the regulations. For an IFR flight we have to have enough fuel to fly for an additional 30 mins. 1100lbs/hr x 30 mins)

Total Fuel Required: 100 + 667 + 4033 + 300 + 1000 + 550 = 6650 lbs

STNR - Stationary

AIM MET 5.6 ISSUANCE CRITERIA

AIM MET 5.6 ISSUANCE CRITERIA

AIM MET 5.6

H1 would be the first series. H2 second series etc.

UACN10 CYEV 042236
EG
UA /OV CYEV /TM 2227 /FLDURD /TP AT43 /SK OVC032 /WV 240005 /RM ON APCH RWY 06

UACN10 CYEV 042245
EG
UA /OV CYEV /TM 2250 /FLDURD /TP AT43 /SK OVC050 /WV 240060 /RM ON APCH RWY 06

At 22:27 Zulu the wind was at 240 degrees at 05 knots

At 22:50 Zulu the wind changed to 240 degrees at 60 knots.

The aircraft was approach to runway 06. So 240 would make it a tailwind.

AIM 6.1 ATC Clearance

Relative Humidity: The ratio of the existing amount of water vapor in the air at a given temperature to the maximum amount that could exist at that temperature; usually expressed in percent.

The relative humidity of an air mass increases when precipitation falls into it because precipitation adds moisture to the air mass.

100% relative humidity indicates saturation. If relative humidity is 20 %, the air contains 20 % of the water vapor that it could potentially hold at that temperature. If you increase the temperature, however, the amount of water vapor the air can hold increases, so the relative humidity decreases.

When air subsides it warms up and also decreases relative humidity.

Dew point vs. humidity

The dew point is the temperature to which the air must be cooled in order for it to become saturated. It provides a measure of the actual amount of water vapor in the air – so the higher the dew point, the more moisture in the air.

Relative humidity increases as the air temperature drops to the dew point or the dew point rises to the air temperature (since the humidity is relative to the air temperature). Once the air temperature and dew point meet, the air becomes saturated and the relative humidity reaches 100%. The dew point can never be higher than the air temperature.

Similarly, as the air temperature rises and/or the dew point drops, the relative humidity decreases because the air is getting farther away from saturation.

This chart illustrates the key differences between relative humidity and dew point.

Using the 100% relative humidity example at an air temperature of -6 degrees, that would mean the dew point is also -6 degrees. That’s indicative of a bone-dry air mass even though the relative humidity says otherwise.

In general, once the dew point exceeds 15 degrees, there’s a lot of water vapor in the air, which is what gives the air that muggy feel.

At 60% relative humidity with a temperature of 26 degrees and a dew point of 18 degrees, you’re probably going to break a sweat while doing anything strenuous – even at night or on a cloudy day – because dew points in the mid-15s are indicative of a muggy air mass.

Which is a more useful indicator of humidity, RH or Dew Point? 

This is why relative humidity is practically useless when trying to determine how humid the air is outside. You’re probably not going to break a sweat at -6 degrees, even with 100% relative humidity.

When does the air start to feel humid?

This table illustrates how muggy the air feels at various ranges of dew points.

Weather conditions affect everyone differently, but a good generalization is that dew points in the 10C/50F or lower are comfortable for most people, the 15C/60F are humid and somewhat uncomfortable and the 21C/70F are oppressive and very uncomfortable.

Relative Humidity: The ratio of the existing amount of water vapor in the air at a given temperature to the maximum amount that could exist at that temperature; usually expressed in percent.

The relative humidity of an air mass increases when precipitation falls into it because precipitation adds moisture to the air mass.

100% relative humidity indicates saturation. If relative humidity is 20 %, the air contains 20 % of the water vapor that it could potentially hold at that temperature. If you increase the temperature, however, the amount of water vapor the air can hold increases, so the relative humidity decreases.

When air subsides it warms up and also decreases relative humidity.

An occluded front is a type of weather system that forms when a cold front catches up to and overtakes a warm front. This can lead to a wide range of weather conditions, including precipitation, strong winds, and temperature changes. Some common weather patterns associated with an occluded front include rain, thunderstorms, and strong winds. Additionally, the temperature can drop dramatically as the cold front moves in, leading to colder temperatures and even snowfall in some areas.

AIM MET 8.4.4 NAV CANADA METAR AUTO

Air Command Weather Manual

Funnel effect is also known as gap winds. When air rushes in between a mountain gap like a Venturi effect.

To be honest I can't find the reference anywhere in the manuals. But, I am told the answer is "Even if there isn’t a warm layer aloft".

Air Command Weather Manual

Ref: AIM MET 1.4 IN-FLIGHT METEOROLOGICAL INFORMATION (VOLMET) P125

VOLMET contains aerodrome routine meteorological reports (METARs) and aerodrome forecasts (TAFs) for selected aerodromes and may be provided either by data link (D-VOLMET) or by voice broadcasts on designated frequencies, normally high frequency (HF).

When the forecast speed is less than 5 kt, the code group is “9900,” which reads “light and variable.”

Wind speeds from 100 to 199 kt have 50 added to the direction code and 100 subtracted from the speed.

Wind speeds that have had 50 added to the direction can be recognized when figures from 51 to 86 appear in the code. (Since no such directions exist such as 510 ̊ to 860 ̊, they represent directions from 010 ̊ to 360 ̊.)

Should the forecast wind speed be 200 knots or greater, the wind is coded as 99. For example: 7799 is decoded as 270 ̊ T with winds of 199 knots or greater.

Let's work on the answer to the above question. Decode: 759958

75-50 = 25 (250°T)
99 = 199 (Winds 199 knots or greater )
58 = -58°C (At that altitude all temps are negative)

Answer: 250°T at 199 knots or greater; temperature -58°C

Reference: Air Command Weather Manual

If saturated air aloft should begin to sink, it will heat. As soon as it warms, it becomes unsaturated and will then warm at the dry adiabatic lapse rate DALR.

Rising air will cool at the dry adiabatic lapse rate DALR until saturation is reached. Then it will then cool at the moist adiabatic lapse rate SALR.

Subsiding air, even if it is initially saturated, will heat at the dry adiabatic lapse rate DALR.

Reference: Air Command Weather Manual

If air, for some reason, should be forced to rise, it will encounter lower pressure and expand. As it expands, its temperature will decrease.

If air should sink, it is compressed by higher pressure at lower levels and its temperature will increase.

This change in temperature is due only to expansion or compression. No heat has been added to the air nor subtracted from it. This type of process is called “Adiabatic Heating” or “Adiabatic Cooling”

STATION PRESSURE

Station pressure is the actual atmospheric pressure at the elevation of the observing station. It is, in other words, the actual weight of a column of air extending up from the station level to the outer limit of the atmosphere. The value is determined directly from the mercury barometer at the observing station.

For example: The weight of the atmosphere decreases with altitude, the atmospheric pressure reading at a station at 5.000 feet elevation will be less than that at a station at 1,000 feet and still less than that at a station at sea level.

MEAN SEA LEVEL PRESSURE

More ice will collect on a thinner wing at a higher airspeed in large droplets.

Basically a thin fast wing fighter jet will collect more ice than a thick wing slow cargo airplane.