203 - Coordination in High Level Airspace

Question 1

Glossary > Handoff

Answer 1

The process of transferring the identification of an aircraft and radio communications for that aircraft to another sector or unit.

Question 2

Glossary > Identification

Answer 2

The process of ascertaining that a particular PPS represents the location of a specific aircraft.

Question 3

Identification Methods

Answer 3

You may use any of the following methods to identify an aircraft:
Identification by Handoff or Point-Out
* You may consider the aircraft identified after a handoff or point-out.)
Appropriate PPS Changes
You may consider the aircraft identified when you observe an appropriate change in the PPS in any of the following situations:
* After the pilot is instructed to operate the aircraft’s transponder Ident feature
* After the pilot is instructed to change to a transponder code that results in linkage, or that subsequently displays the data tag
* After the pilot is instructed to change the transponder to “standby” In this situation, the PPS disappears or changes to a PSR symbol. When the pilot is requested to return the transponder to normal operation, the PPS reappears or changes to an SSR symbol. Take enough time to determine that the change is a result of the pilot’s action.
Flight Identification in ADS-B Data Tag
You may consider the aircraft identified when the flight identification element in an ADS-B data tag is recognized and is consistent with the aircraft’s expected position.
Aircraft Position and Movements on Situational Display
You may consider the aircraft identified when you observe the aircraft on the situational display and one of the following conditions applies:
* The aircraft’s position is both: ◦ Within one mile of the departure end of the take‑off runway ◦ Consistent with the time of takeoff and the route of flight or assigned heading of the aircraft
Generic Enroute Course 203-7
NAV CANADA Proprietary / Propriété exclusive
* The aircraft’s position over a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot, and the following apply: ◦ The aircraft’s track is consistent with the route of flight or reported heading of the aircraft. ◦ The position of the fix or the OMNI and DME NAVAID is accurately indicated on the situation display.
* The aircraft’s position relative to a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot in the form of a DME or GPS report, and the following apply: ◦ The aircraft’s track is consistent with the route of flight or reported heading of the aircraft. ◦ The position of the fix or the OMNI and DME NAVAID is accurately indicated on the situation display.
* The aircraft carries out a specified identifying turn of at least 30°, and the following apply: ◦ Except in the case of a lost aircraft, a position report received directly from the aircraft indicates that the aircraft is within ATS surveillance coverage of the area being displayed. ◦ Only one aircraft is observed to have carried out the specified turn. ◦ The track is observed to be consistent with the heading or track of the aircraft both before and after completion of the turn.
Data Tag ACID in Adjacent Airspace
You may consider the aircraft identified by observing its data tag ACID in adjacent airspace where ATS surveillance service is normally provided and one of the following applies:
* The aircraft is observed approaching a fix and the time, position, and aircraft track are consistent with a control estimate.
* You previously identified the aircraft and it has since been handed off to another sector or unit.

Question 4

Informing the Pilot of Identification

Answer 4

After aircraft identification is established using an identification method, inform the pilot. On receiving a handoff, it is not necessary to re‑inform the pilot that the aircraft is identified when establishing communication with them.

Question 5

Glossary > Omni Facility

Answer 5

A very high frequency omnidirectional range (VOR), very high-frequency omnidirectional range tactical air navigation aid (VORTAC), or tactical air navigation aid (TACAN) that provides azimuth information, expressed as radials in degrees from 000° to 359°

Question 6

Identification Doubtful or Lost

Answer 6

If identification becomes doubtful or is lost, immediately do either of the following: * Identify or re-identify the aircraft using the same technique more than once or use more than one of the techniques provided in Identification Methods. * Terminate ATS surveillance service and apply procedural separation.

Identification may be doubtful due to:
* The position or movement of other aircraft
* The observation of more than one aircraft responding to an identification instruction
* Temporary loss of the PPS
* Coasting of the PPS
* Merging of the PPS
* Ambiguous PPS
* Display clutter
* Other circumstances

When identifcation is lost, inform the pilot.
“Identification lost” / “Surveillance service terminated”

Question 7

Identification Doubtful or Lost

Answer 7

Consider identification to be lost if a linked PPS ceases to be displayed after “CST” is displayed in its data tag, unless either of the following applies:
* You are able to maintain identification of an unlinked PPS being displayed for the aircraft.
* The PPS re-links within a sufficiently short period such that, considering the progress of the aircraft, you have no doubt about its identity.

Question 8

If an aircraft will enter another sector or unit’s airspace, initiate a handoff if any of the following apply:

Answer 8

• You are applying ATS surveillance separation between the concerned aircraft and another aircraft that was, is, or will be transferred.
• ATS Surveillance separation is normally applied in the receiving controller’s airspace.
  >A specific period may be coordinated during which procedural separation is applied to aircraft crossing the sector or unit boundary
  > Procedural separation may be required for aircraft at certain altitudes or on certain routes.
• Handoffs are specified as a standard procedure in an agreement, arrangement, or unit directive.

A handoff is NOT a transfer of control, however coordination of control transfer may be required or carried out coincidentally with a handoff.

Question 9

Complete a handoff before the aircraft passes any of the following:

Answer 9

• The sector or unit boundary
• A designated control transfer point
• Any handoff point defined in an arrangement or agreement

Question 10

Do an automated handoff, unless either of the following applies:

Answer 10

• You are handing off an unlinked PPS.
• A system malfunction or deficiency makes it unfeasible.

Question 11

Verbal Handoff

Answer 11

If unable to do an automated handoff, transfer identification using one of the following methods:
* Inform the receiving sector or unit of:
◦ The position of the PPS relative to a point common to both situation displays or to a previously transferred aircraft that is identified
◦ The aircraft identification or ADS-B Flight ID or, if unlinked, the SSR code
◦ Other control information, if required
* Provide a secure sequence of arriving aircraft as specified in an arrangement.
◦ When transferring to an FSS, the predetermined sequence is in relation to a fix as specified in the arrangement.
◦ When transferring to a tower, the predetermined sequence is in relation to a control transfer point within the control zone.
* Physically point to the PPS on the situation display of the receiving controller.

Question 12

Receiving Controller Actions:

Answer 12

“CST” displayed in the data tag
Coordinate with the transferring controller, unless coordination was previously initiated.
Aircraft’s identity in doubt
Ask the transferring controller to do any of the following:
* Point to the PPS again.
* Describe the aircraft’s position again.
* Re-identify the aircraft using another method as provided in Identification, to transfer identification.
**Aircraft’s altitude in doubt
**
Ask the transferring controller to state the altitude
Transferring controller has indicated a wrong-way altitude
Read back the altitude, and say WRONG WAY.
Transferring controller has indicated “negative RVSM”
Acknowledge by saying NEGATIVE RVSM.
Flight plan data in a tabular list flashes
Coordinate with the transferring controller.
Verbal handoff
Inform the transferring controller whether you have identified the aircraft.
You may consider that the aircraft being handed off is identified, provided either of the following conditions applies:
* Only one PPS corresponds to the one described by the transferring controller.
* You have no doubt which PPS the transferring controller is physically pointing to.

Question 13

Transferring Controller Actions

Answer 13

“CST” displayed in the data tag
Immediately coordinate with the receiving sector or unit.
This coordination is not necessary if you expect that coasting will cease before the aircraft reaches an area where a handoff would normally be accepted.
Invalidated altitude readout
Inform the receiving sector or unit of the aircraft’s last assigned altitude.
Aircraft’s last assigned altitude is a wrong-way altitude
Inform the receiving sector or unit of the aircraft’s last assigned altitude.
Non-RVSM aircraft is in RVSM airspace
Inform the receiving sector or unit of the aircraft’s RVSM status.
Aircraft has been assigned a cruise climb
Inform the receiving sector or unit.
Altitude differs from that specified in a unit directive, an agreement, or an arrangement
Inform the receiving sector or unit of the aircraft’s last assigned altitude.
Other pertinent information is available
Inform the receiving sector or unit.

Question 14

Glossary > Cruise Climb

Answer 14

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 levelling off at any intermediate altitude.

Question 14

Wrong-Way Altitude Assignment

Answer 14

If a cruising altitude inappropriate to the direction of flight is assigned:
* Instruct the pilot to make position reports.
* Identify the altitude as WRONG WAY for any of these coordination tasks:
◦ Passing and receiving a control estimate ◦ Giving and receiving a handoff
◦ Coordinating with an adjacent sector/unit

For strip-marking purposes, the following abbreviations may be used:
* For separation — “WW (altitude) SEP”
* At a pilot’s request due to:
- Icing — “WW (altitude) ICNG”
- Turbulence — “WW (altitude) TURB”
- Fuel considerations — “WW (altitude) FC”
- Flight check of a NAVAID — “WW (altitude) FLTCK” - Test flight — “WW (altitude) FLTST”

Question 15

You may omit verbal handoffs between sectors or units, provided:

Answer 15

• The procedures are defined in an arrangement.
• The overlap area and FDBs are displayed at all times.
• Prior to communication transfer, you inform the receiving controller if the aircraft:
  ◦ Is unidentified
  ◦ Has been assigned a cruise climb
  ◦ Is operating at a wrong-way altitude
  ◦ Does not have a valid altitude readout
  ◦ Is operating at an altitude different from that specified in an arrangement
  ◦ Is a non-RVSM aircraft operating in RVSM airspace
• Prior to communication transfer, you inform the receiving controller of other pertinent information.

Question 16

Glossary > Point Out

Answer 16

The process of transferring the identification of an aircraft to another sector or unit without transferring communications or control of the aircraft.

Question 17

ATS Surveillance Separation From an ATS Surveillance Boundary

Answer 17

Unless you coordinate separation with the controller concerned, separate an ATS surveillance-controlled aircraft from the boundary of adjoining ATS surveillance airspace. If an adjacent sector applies a larger ATS surveillance minimum than your sector, apply additional separation from the sector boundary to ensure that aircraft are separated by at least the ATS surveillance separation minimum applied in that sector.[2] If both adjoining sectors apply the 3‑mile separation standard, maintain a 1.5‑mile separation minimum from the common sector boundary. If either adjoining sector applies a 5‑mile separation standard, maintain a 2.5‑mile separation minimum from the common sector boundary. If either adjoining sector applies a 10-mile separation standard, maintain a 5-mile separation minimum from the common sector boundary.

[2] Managers determine which sector applies the additional separation from the boundary.

Question 18

Point-Outs > Originating Controller

Answer 18

Use a point out to obtain approval from another controller before permitting an identified aircraft to enter or infringe on that controller’s airspace when control and radio communication will not be transferred and either of the following situations applies:
* An aircraft will or may enter airspace that is under the jurisdiction of another controller.
* An aircraft will operate in the protected buffer zone dividing sector/unit boundaries as described in ATS Surveillance Separation From an ATS Surveillance Boundary.

Question 19

Point-Outs > Receiving Controller

Answer 19

Before an aircraft enters your airspace, if necessary, issue restrictions verbally to the originating controller to ensure separation for the pointed-out aircraft.

Response With Automated Point-Out
You may electronically accept or reject the point-out. You may provide a reason for refusal in the free text. If you want to conditionally accept the automated point-out or suggest another course of action, coordinate verbally with the originating controller.

Response With Verbal Point-Out
If the aircraft’s position corresponds with the information provided by the originating controller, you may approve the point-out. If you reject the point-out, you may provide a reason or suggest another course of action. Before an aircraft enters your airspace, if necessary, issue restrictions to the originating controller to provide separation from aircraft under your control.

After You Approve a Point-Out
In the airspace under your control, apply separation from the pointed-out aircraft.

Question 20

Control Responsibility

Answer 20

Only one ATC sector/unit is responsible for controlling an aircraft at any given time. The sector/unit transfers control responsibility to the next sector/unit as the flight progresses.

Question 21

Control Responsibility

Answer 21

Coordinate and receive approval before permitting an aircraft under your control to enter airspace under the jurisdiction of another controller.

Question 22

Control Responsibility

Answer 22

When in direct communication with an aircraft in airspace under the jurisdiction of another controller, coordinate with that controller before authorizing a change in the aircraft’s altitude, route, speed, or transponder code.

Question 23

Control Responsibility

Answer 23

Unless otherwise coordinated or specified in a unit directive, an agreement, or an arrangement, assume control of an aircraft only after it is in your area of jurisdiction.

Question 24

Control Transfer > Responsibilities of Transferring Controller

Answer 24

Transfer control of an IFR or CVFR aircraft to an adjacent sector or unit as follows:
* So that control transfer occurs at the time of crossing the control area boundary as estimated by the sector or unit relinquishing control
* At a specified time
* When the aircraft is at specified altitude, fix, or location.

Initiate control transfer or approve a request for control.

Question 25

Control Transfer > Responsibilities of Transferring Controller

Answer 25

Relay the following to the receiving controller:
* The appropriate flight data and control information, including amendments
* Any information received from the pilot or operator concerning the aircraft’s fuel state or fuel reserves
Obtain consent of the receiving controller.

Question 26

Control Transfer to a Tower in an ATS Surveillance Environment

Answer 26

Transfer control as closely as possible to the control zone boundary unless otherwise coordinated or specified in unit directive, agreement, or arrangement.
Provide the receiving controller with the aircraft’s identification and position.

Question 27

Control Transfer > Responsibilities of Receiving Controller

Answer 27

Unless specifically coordinated or as specified in a unit directive, an agreement, or an arrangement, assume control of an aircraft only after it is in your area of jurisdiction.
1. Accept control as requested or subject to any necessary condition.
2. Specify any information or instruction that the pilot must have at the point of transfer.
3. Specify any other required information. Accept a control transfer time as follows:
(aircraft ID) my control [NOW / AT (time/location) / OVER (fix)]