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IFRE 2501 > 104 - Altitude Assignment > Flashcards

104 - Altitude Assignment Flashcards

1
Q

Separation Basics > Fundamentals

A

Separate aircraft consistently according to these fundamentals of safe, orderly, and expeditious control:
* Planning: determine the appropriate separation minimum required
* Executing: implement the selected standard
* Monitoring: ensure that the planned and executed separation is maintained

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2
Q

Service Fundamentals > ATS Surveillance Service

A

Use an ATS surveillance control procedure in preference to a procedural control procedure unless you or the pilot gain an operational advantage.

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3
Q

Glossary > ATS Surveillance Service

A

A term used to indicate a service provided directly by means of an ATS surveillance system.

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4
Q

Glossary > ATS Surveillance System

A

A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft
A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.

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5
Q

Glossary > ATS Surveillance

A

All methods of remotely sensing aircraft using certified/commissioned electronic equipment including PSR, SSR, MLAT, ADS-B, without the benefit of visual observation.

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6
Q

Glossary > ATS Surveillance Control Service

A

An air traffic control service provided with information derived from ATS surveillance equipment sources.

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7
Q

ATS Surveillance Separation

A

Spacing of aircraft in accordance with established minima, based on information derived from ATS surveillance.

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8
Q

Glossary > ATS Surveillance Advisory

A

Advice and information based on ATS surveillance observations.

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9
Q

Glossary > ATS Surveillance Monitoring

A

The use of ATS surveillance for providing aircraft with information and advice relative to significant deviations from their normal flight path.

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10
Q

Separation Basics > Rule

A

To ensure an expeditious flow of traffic, operate as closely to the prescribed minimum as circumstances permit. If exceptional circumstances call for extra caution, apply greater separation than the specified minimum.
Exceptional circumstances may include, but are not limited to, unlawful interference, adverse meteorological conditions or navigational difficulties.

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11
Q

Glossary > Linkage

A

An automated or manual function that matches ATS surveillance data with flight plan data.

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12
Q

Code Assignment > Non-Discrete Codes

A

Assign an aircraft a discrete code in preference to a non-discrete code.
If a discrete code is not assigned by ATC:
* Gliders use the non-discrete code 1202
* VFR aircraft use the following non-discrete codes:
* 12500 ASL and below: 1200
* Above 12500 ASL: 1400
* IFR and CVFR aircraft use the following non-discrete codes:
* HLA: 2000
* LLA: 1000
You may assign a non‑discrete code to either of the following:
* An aircraft that has canceled or closed its IFR flight plan and is not requesting further ATS surveillance service
* A VFR aircraft for which ATS surveillance service is being terminated

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13
Q

ATS Surveillance Failure or Degradation

A

If you are not satisfied that the displayed ATS surveillance information is adequate:
* Inform the supervisor or delegated authority.
* Base subsequent control actions on direction provided in ATS directives supplemented by direction from your supervisor or delegated authority. If such direction is not available, base your actions on your assessment of the equipment.

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14
Q

Functional Goal #1

A

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

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15
Q

Let me know that you have received and understood this message.

A

ACKNOWLEDGE

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16
Q

Yes

A

AFFIRMATIVE

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17
Q

Permission for proposed action granted

A

APPROVED

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18
Q

I hereby indicate the separation between portions of the message.

To be used when no clear distinction exists between the text and other portions of the message.

A

BREAK

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19
Q

I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment

A

BREAK BREAK

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20
Q

Examine a system or procedure

A

CHECK

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21
Q

I request verification of: (clearance, instruction, action, information)

A

CONFIRM

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22
Q

Establish communications with…

A

CONTACT

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23
Q

True or Accurate

A

CORRECT

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24
Q

An error has been made in this transmission (or message). The correct version is…

A

CORRECTION

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25
Q

Ignore

A

DISREGARD

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26
Q

Comply with this instruction as promptly as possible

A

EXPEDITE

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27
Q

Comply with this instruction as promptly as possible

A

EXPEDITE

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28
Q

What is the readability of my transmission?

A

HOW DO YOU READ

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29
Q

I repeat for clarity or emphasis

A

I SAY AGAIN

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30
Q

When immediate action is required for safety reasons

A

IMMEDIATELY

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31
Q

Listen to (frequency)

A

MONITOR

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32
Q

No, or Permission not granted, or That is not correct, or Not capable

A

NEGATIVE

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33
Q

My transmission is ended and I expect a response from you. Not normally used in VHF communications

A

OVER

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34
Q

Repeat all, or the specified part, of this message back to me

A

READ BACK

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35
Q

A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof

A

RECLEARED

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36
Q

I have received all of your last transmission. Used to acknowledge receipt, not intended for other purposes.

A

ROGER

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37
Q

Repeat all, or the following part, of your last transmission

A

SAY AGAIN

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38
Q

Reduce your rate of speech

A

SPEAK SLOWER

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39
Q

Wait and I will call you

A

STAND BY

40
Q

I cannot comply with your request, instruction, or clearance

A

UNABLE

41
Q

Comply with the clearance or instruction at the first opportunity

A

WHEN ABLE

42
Q

Comply with the clearance or instruction when convenient to you

A

WHEN READY

43
Q

I understand your message and will comply with it

A

WILCO

44
Q
  • As a request: Communication is difficult. Please say every word or group of words twice
  • As information: Because communication is difficult, every word or group of words in this message will be said twice
A

WORDS TWICE

45
Q

ATS Surveillance Equipment > Situation Display Requirements

A

When using a CSiT situation display, ensure that the following settings are applied:
* PPS brightness is at least one level higher than other elements on the display.
* Data tags include minima as indicated in the following table:
* Alpha Tags > ACID, Wake Turbulence Category, SFI, Altitude Readout, VMI, Ground Speed
* Bravo Tags > CJS, Altitude, VMI
* VFR > Altitude, VMI
* Unlinked > Altitude, VMI

When using inset windows, ensure they are:
* Placed outside sector boundaries or in areas where they do not obstruct jurisdictional traffic.
* Not used for ATS surveillance separation purposes.

46
Q

Service Fundamentals > ATS Surveillance Service > You may apply ATS surveillance control procedures, provided:

A
  • The aircraft is identified.
  • The aircraft is in controlled airspace, except as described in Vectoring into Class G Airspace.
  • You are in direct communication with the pilot, unless:
    ◦ The aircraft has been cleared for an approach.
    ◦ You have transferred communication to the tower.
    (The arrival controller is responsible for ensuring separation until control is transferred to the tower).
  • You are satisfied that the displayed ATS surveillance information is adequate.
47
Q

Terminav > Navigational Assistance

A

The provision of position information, vectors, or track and ground speed checks.

48
Q

Invalid Altitude Readouts > When is an altitude readout considered invalid and what do you do when it is (full procedures)

A

Take action as indicated in Invalid Altitude Readouts when either of the following applies:
* An altitude readout is invalid.
* You observe a previously validated altitude readout to be invalid for four or more successive readout updates.

*Altitude readout is invalid
> ensure the pilot has the correct altimeter setting
> request another altitude verification
“(altimeter name) altimeter (setting). Check altimeter setting and confirm (altitude)”
*Aircraft’s altimeter setting is correct and the altitude readout remains invalid
> instruct the pilot to reset the transponder or ADS-B
> if, after resetting, the readout remains invalid, instruct the pilot to turn off Mode C or ADS-B altitude transmission and give the reason
“Stop squawk mode charlie. Altitude readout differs by (number) feet.”
“Stop ADS-B altitude transmission. Altitude readout differs by (number) feet”
*The aircraft’s Mode C cannot be turned off without turning off the transponder
> do not use the altitude readout as an indication of the aircraft’s present altitude
*The aircraft’s ADS-B altitude cannot be turned off without turning off the ADS-B transponder
> Do not use the altitude readout as an indication of the aircraft’s present altitude
> You may consider the vertical distance between the pilot-verified altitude and the ADS-B invalid reported altitude as a block altitude
> If a TCAS alert is likely to occur, issue traffic information and a cautionary indicating the invalid information to other aircraft in proximity
> You may instruct the pilot to turn off ADS-B or their transponder and then apply an appropriate non-surveillance separation standard
> Follow the procedures in ADS-B Unserviceable or Malfunctioning

49
Q

Invalidated Altitude Readouts > When can you use invalid altitude readouts?

A

Do not use invalidated altitude readouts to determine an aircraft’s altitude.
You may use invalidated altitude readouts to do any of the following:
* Observe whether an aircraft is in level flight, climbing, or descending
* Observe rates of climb or descent
* Provide traffic information.

50
Q

Flight Priority > Assigning Altitudes

A

Give priority to an aircraft carrying a sick or seriously injured person, whose condition requires priority.
When one or more pilots request the same altitude, give priority to the aircraft already at the altitude.
When two or more aircraft are at the same altitude, give priority to the leading aircraft.
You may adjust the altitude assignment for either of the following reasons:
* To accommodate the maximum number of aircraft at their requested altitudes
* To comply with ATFM requirements

51
Q

When and How to Validate Altitude Readouts

A

Validate altitude readouts by comparing the readout value with the altitude reported by the pilot, at either of the following times:
* On initial contact
* As soon as feasible, if the readout is not displayed or cannot be validated on initial contact
“Report [your] altitude”
“Say [your] altitude”
“Confirm [at] (altitude)”

52
Q

Validated Altitude Readouts > Consider an aircraft to…

A

You may use validated altitude readouts to determine aircraft altitudes as indicated in the following table. Consider an aircraft to…
*be maintaining altitude when its altitude readout is within 200 ft of the assigned altitude
*have reach an altitude when its altitude readout has been within 200 ft of the assigned altitude for 4 consecutive readout updates
*have vacated an altitude when its altitude readout has changed by 300 ft or more, in the appropriate direction, from the value that prevailed while the aircraft was in level flight
*have passed an altitude when its altitude readout has changed by 300 ft or more in the appropriate direction

53
Q

Parts/functions of a transponder

A

Provides aircraft identification and information that can be linked to a flight plan and altitude readout information. Various modes including C and S, which, if the altitude is deemed invalid, the rest of the information can remain valid.

54
Q

Classes of Airspace

A

A - All controlled HLA (18000’ to FL600)
B - All controlled LLA (above 12500 and below 18000 ASL)
C - Controlled low level airspace (terminal and busy airports)
D - Controlled low level airspace (some terminal and airports)
E - Controlled low level airspace; everything else
F - Special use airspace
G - Uncontrolled

55
Q

Communication Fundamentals

A

Restrict communications to air traffic services messages. In all radio, interphone, SATVOICE, and telephone communications, use:
* Proper phraseology
* Phonetic alphabet and numbers, as necessary
* Correct procedures for transmitting numbers

56
Q

Communication Fundamentals > Words and Phrases

A

Relay messages in standard phrases or plain language without altering the sense of the message in any way.
Use standard phraseology contained in MATS whenever possible. Use standard phraseology in preference to plain language. If phraseology contained in MATS is not understood, use clear and concise plain language.
Limit communications to those operationally required and do not encourage or participate in non-essential conversation while in an operational position.

57
Q

SSRs and Aircraft Codes > What to do if a PPS is not displayed as expected

A

Instruct pilots of transponder-equipped aircraft to reply to SSR interrogation by assigning the appropriate code. If required, you may assign special condition codes.

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.
If an aircraft’s transponder appears to be unserviceable or malfunctioning, inform the pilot and, if appropriate, the adjacent sector or unit. If an aircraft’s transponder is set to standby or turned off, inform the adjacent sector or unit.

58
Q

ATS Surveillance Equipment > Situation Display > Display and monitor:

A
  • Unlinked targets
  • CJSs
  • Coast list in a full format showing all pertinent information (to enable prompt detection of newly de-linked aircraft)
  • Altitude readouts (mode C)
  • Current weather data and history, as necessary, for the provision of severe weather information
  • VMI
  • Appropriate geographic map
  • Other features of the system may be used at your discretion.
59
Q

Observed Deviations

A

Inform the pilot if you observe any of the following:
* It appears that the aircraft will deviate or has deviated from its assigned route or holding area.
* The altitude readout indicates that the aircraft has deviated by 300 feet or more from its assigned altitude.
* The altitude readout indicates that the aircraft has deviated by 200 feet from its assigned altitude and the VMI indicates that the aircraft is continuing its climb or descent away from the assigned altitude.

When an aircraft has deviated from assigned airspace, if necessary, assist it in returning to the assigned airspace.

60
Q

Glossary > DCPC

A

DIRECT CONTROLLER-PILOT COMMUNICATIONS - Communication between a controller and a pilot without resort to a relay through another unit.

61
Q

Position Information > Navigation Assistance

A

Unless specifically prohibited, use ATS surveillance to provide navigation assistance if a pilot requests it.

62
Q

Vectoring > Vectoring into Class G Airspace

A

You may vector an aircraft into Class G airspace if you inform the pilot and obtain the pilot’s approval.

63
Q

Equipment > Operation and Status

A

Verify the operating status of unit equipment in accordance with unit procedures and the user manual for the equipment.
Do not tamper or interfere with the normal operating status of equipment.
Coordinate with appropriate maintenance personnel the release of equipment for maintenance, taking into account the requirements of current and anticipated traffic during the period of interruption. If requested, make every effort to release equipment for routine maintenance.

64
Q

Service Fundamentals > Control Service > Issue clearances and instructions…

A

Issue clearances and instructions as necessary to maintain a safe, orderly, and expeditious flow of traffic under the control of your unit.

65
Q

Service Fundamentals > Control Service > Provide area, terminal, or oceanic control service to:

A
  • IFR aircraft in controlled airspace
  • VFR aircraft in Class A and Class B airspace
    Give priority to providing control service. Provide other services to the fullest possible extent.
66
Q

Glossary > Separation

A

The spacing between aircraft, altitudes, or tracks.

67
Q

Glossary > Altitude

A

The vertical distance of a level, a point or an object considered as a point, measured from mean sea level. Also called: indicated altitude.

68
Q

Glossary > Track

A

The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from true, magnetic, or grid north.

69
Q

Glossary > Controlled Airspace

A

An airspace of defined dimensions within which ATC service is provided.

70
Q

Glossary > RSE (Radar Site Equipment)

A

A radar owned and operated by NAV CANADA

71
Q

Glossary > Radar

A

RADAR - A radio detection device that provides information on range, azimuth, or elevation of objects, of two types:
* Primary surveillance radar
* Secondary surveillance radar

72
Q

Glossary > PSR (Primary Surveillance Radar)

A

A radar system that detects objects by means of reflected radio signals. Also called: primary radar

73
Q

Glossary > SSR (Secondary Surveillance Radar)

A

A radar system that requires complementary aircraft equipment (transponder). The transponder generates a coded reply signal in response to transmissions from the ground station (interrogator). Since this system relies on transponder-generated signals rather than signals reflected from the aircraft, as in primary surveillance radar, it offers significant operational advantages such as increased range and positive identification. Also called: secondary radar

74
Q

Advantages and Disadvantages of SSR

A

Advantages of SSR
* Enables the capability of displaying information (data tag) for a given target on the situation display
* Reduces communication workload (identification and altitude features)
* Automatic transmission of current altitude information for Mode C-equipped aircraft
* Greatly improved and expanded radar coverage for transponder-equipped aircraft
* Facilitates identification of aircraft; eliminates the necessity for identification turns or other cumbersome methods of identification
* Facilitates detection of lost aircraft, or aircraft experiencing an emergency, communication failure or hijack
* Targets can easily be tracked through areas of weather
* Elimination of clutter from weather or permanent echoes

Disadvantages of SSR
* Cannot detect targets without a transponder (aircraft, flocks of birds, hot air balloons, etc.)
* Cannot detect weather/precipitation (although we have weather input from other sources that can be shown on the situation display)
* SSR interrogations or returns can be blocked by terrain, buildings or other aircraft; also referred to as “line of sight issues”

75
Q

Glossary > ADS-B

A

A means by which aircraft, aerodrome vehicles, and other objects can automatically transmit and/or receive data such as identification, position, and additional data, as appropriate, in a broadcast mode via a data link.

76
Q

Advantages and Disadvantages of ADS-B

A

Advantages of ADS-B
* ADS–B sites can be located in areas where radar installation wasn’t possible due to geography or cost.
* ATS surveillance standards in formerly procedural airspace provide significant fuel savings to aircraft operators.
* Reception of ADS-B signals is not affected by atmospheric conditions.
* Allows for “free flight,” i.e. aircraft routings are not restricted because of procedural separation concerns so they can fly more or less the routes they desire for better winds, weather, etc.
* More reliable than radar in that there are no moving parts to break down.
* Allows for bi-directional exchange of information, i.e. air to ground and ground to air, or air to air.
* More accurate than radar as ADS-B positions are broadcast twice per second versus the typical 5 seconds between radar sweeps.
* There is usually no need to request pilot action to identify the aircraft. If the identification broadcast in the ADS-B message matches our database, the flight will be displayed as a linked ADS–B target and is considered identified.

Disadvantages of ADS-B
* Not all aircraft are equipped with the appropriate Mode S transponder.
* Maintenance can be difficult for ADS-B ground-based sites located in remote areas. Outages can last for long periods of time. For space-based ADS-B, a satellite outage will result in a relatively small coverage gap that moves very rapidly.
* Range is only 180 NM for a ground-based ADS-B receiver; space-based ADS-B provides global coverage.

77
Q

Advantages of MLAT

A
  • Can be installed at a very low cost at airports and surrounding areas where radar is not available
  • Requires no extra equipment by the aircraft
  • Updates position of aircraft every second, making it more accurate than radar, and targets move smoothly across the situation display
  • Enables ground controllers (or flight service specialists) to have real-time situational awareness of aircraft and vehicle positions on the aerodrome
78
Q

Glossary > PPS (Present Position Symbol)

A

The visual indication, in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle, or other object obtained after automatic processing of positional data.

79
Q

Glossary > CJS (Controller Jurisdiction Symbol)

A

Symbol that identifies a sector.

80
Q

Glossary > Readback

A

A procedure whereby the receiving station repeats a received message or an appropriate part thereof to the transmitting station so as to obtain confirmation that the message was received correctly.

81
Q

Correcting a Clearance or Instruction

A

Identify and correct any errors made during delivery or readback of a clearance or instruction, even if a readback is not required. If there is any possibility of misunderstanding, cancel and restate the clearance or instruction in full.

82
Q

Clearances and Instructions > Issuing and Relaying > Obtaining Readbacks

A

When issuing or relaying an IFR clearance or IFR instruction or amendment, obtain an accurate readback unless one of the following applies:
* Information is relayed electronically.
* An arrangement specifies otherwise.

83
Q

Clearances and Instructions > Issuing and Relaying > Providing Readbacks to Other Controllers

A

When received from a Canadian controller or when requested by other agencies, read back verbatim any IFR clearance, IFR instruction, or any amendments to IFR clearances or IFR instructions.
Similarly, Canadian flight service specialists are also required to read back a clearance or instruction.

84
Q

MATS ACC > Appendix: Communication > Terms to Use

A

Consult the following resources, in this order, to find the proper aeronautical terminology:
1. ATS Glossary
2. Specific manuals with terminological entries such as:
◦ NAV CANADA Surface Weather Observing Procedures (NC-SWOP)
◦ Aviation Occurrence Reporting Procedures Manual
◦ NAV CANADA Manual of Special Aviation Events 3. Glossary for Pilots and Air Traffic Services Personnel (AC 100-001) 4. Transport Canada Civil Aviation Terminology System 5. Terminav

85
Q

Glossary > Flight Level

A

An altitude expressed in hundreds of feet indicated on an altimeter set to 29.92 inches of mercury or 1013.2 hectopascals.

86
Q

Altitude Instructions > Altitude Reports

A

If required and not provided on initial contact, ask the pilot to verify altitude.

87
Q

Altitude Instructions > Altitude Reports

A

If required, instruct a pilot to report:
* Leaving an altitude.
* Passing an altitude during climb or descent.
* Reaching an altitude.

If an altitude report is necessary during a step-down procedure, you should specify an altitude that is 2000 feet or more from the altitude to which the aircraft has been cleared.

88
Q

Glossary > Air Traffic Control Clearance

A

An authorization issued by an ATC unit for an aircraft to proceed within controlled airspace in accordance with the conditions specified by that unit.

89
Q

Glossary > Air Traffic Control Instruction

A

A directive issued by an air traffic control unit for air traffic control purposes.

90
Q

Clearances and Instructions

A

An ATC clearance or instruction constitutes authority for an aircraft to proceed only as far as known air traffic is concerned and is based solely on the need to safely separate and expedite air traffic.[1]

[1] Pilots are required to comply with ATC clearances that they accept, and with ATC instructions that they acknowledge, subject to a pilot’s final responsibility for safety of the aircraft.

91
Q

IFR Clearance Format > Prefixes

A

Differentiate instructions, clearances, and suggested action or advice by using the appropriate prefix as indicated in the following table.
Issue a clearance > “(aircraft ID) cleared…”
Relay a clearance > “ATC clears (aircraft ID)…”
Issue an instruction > “(aircraft ID) (Follow/Climb/Maintain/other imperative verb)…”
When considered necessary for emphasis in unusual circumstances > “ATC instructs (aircraft ID)…”
Issue information such as traffic, expecting approach clearance time, delay > “Advises (aircraft ID)…”
Issue advice to aircraft operating outside controlled airspace or make a suggestion > “Suggests (aircraft ID)…”
Request information from a pilot > “Requests (aircraft ID)…”

92
Q

IFR Clearance Format

A

Issue clearance items, as appropriate, in the following order:
1. Prefix/aircraft ID
2. Clearance limit
3. SID
4. Route
5. Altitude
6. Speed
7. Departure, enroute, approach, or holding instructions
8. Special instructions or information, may include an SSR code
9. Traffic information

93
Q

Amending Clearances or Instructions

A

You may issue a clearance amending a previous clearance. You may amend the route, the altitude, or both the route and altitude.

94
Q

Amending a Route

A

You may amend the route provided in a previous clearance by doing one of the following:
* State the route amendment and, if applicable, that the rest of the clearance is unchanged.
* Issue the entire route.

95
Q

Amending an Altitude

A

You may amend the altitude provided in a previous clearance by stating the amendment and, if included, restating the applicable altitude restrictions or stating that the applicable altitude restrictions are still in effect.

96
Q
A

IFRE 2501 (16 decks)

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