402 Flashcards
MATS ACC > ATS Surveillance > Identification > Identification Doubtful or Lost
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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.
When identification is lost, inform the pilot.
MATS ACC > ATS Surveillance > Identification > Identification Doubtful or Lost
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Identification may be be doubtful due to:
- The position or movement of other aircraft
- The observation of more than 1 aircraft responding to an identification procedure
- Temporary loss of the PPS
- Coasting of PPS
- Merging of PPS
- Ambiguous PPS
- Display Clutter
- Other Circumstances
MATS ACC > Traffic Management > Traffic Information (Excerpt)
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Provide traffic information to all concerned aircraft if any of the following apply:
- You clear an aircraft to maintain at least 1000 feet on top.
- You clear an IFR aircraft to fly in accordance with VFR.
- Multiple aircraft are holding at the same fix and are separated by the vertical separation minimum.
- A pilot requests it.
- A pilot acknowledges an avoidance instruction.
- You consider it necessary.
MATS ACC > Traffic Management > Traffic Information > Traffic Information Format
When issuing traffic information to aircraft, as appropriate, include:
- Position of aircraft
- Direction of flight
- Type of aircraft or relative speed
- Altitude of aircraft
- Reporting point and time
- Other information
CARs 602.125 > Enroute IFR Position Reports
(1)The pilot-in-command of an IFR aircraft shall transmit position reports over compulsory reporting points specified on an IFR chart unless advised by the appropriate air traffic control unit that the aircraft is radar-identified.
(2) A position report transmitted pursuant to subsection (1) shall contain the information specified by the Minister in the Canada Flight Supplement.
MATS ACC > Traffic Management > Enroute Operations > Position Reporting > Requesting a Position Report (Excerpt)
If issuing a clearance where a position report over a non-compulsory reporting point is required…
…include the request for the report in the clearance
MATS ACC > Flight Information > Weather Information > Altimeter Setting Information > Altimeter Setting Region
If an enroute aircraft operating within the Altimeter Setting Region makes a position report via direct communication, issue the current altimeter setting for:
- The station over which the aircraft reports
- The next station along the route of flight
MATS ACC > Traffic Management > Enroute Operations > Position Reporting > Requesting a Position Report (Excerpt)
Before terminating ATS surveillance service…
… instruct a pilot to resume position reporting
CARs 602.35 > (b) Altimeter-setting and Operating Procedures in the Altimeter-setting Region
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:
…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;
MATS ACC > Separation > Separation Basics > Control Estimates(Excerpt)
Base control decisions on ATC estimates and aircraft performance. Verify the estimate and aircraft performance using
- position reports over fixes
- as determined by radio aids,
- ATS surveillance,
- RNAV
- visual means that accurately define the position of the aircraft.
Are CAATS generated times considered estimates?
YES
TC AIM RAC 8.1 > Position Reports
As specified in CAR 602.125 — Enroute IFR Position Reports, the position report shall include the information in the sequence set out in the CFS, that is:
(a) the identification;
(b) the position;
(c) the time over the reporting point in UTC;
(d) the altitude or flight level;
(e) the type of flight plan or flight itinerary filed;
(f) the name of the next designated reporting point and ETA over that point in UTC;
(g) the name only of the next reporting point along the route of flight; and
(h) any additional information requested by ATC or deemed necessary by the pilot.
MATS ACC > Separation > Separation Basics > Control Estimates(Excerpt)
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Use aircraft estimates to verify ATC estimates. If a discrepancy exists between an aircraft estimate and an ATC estimate for the same reporting point, and separation could be affected:
- Check the accuracy of the ATC estimate.
- If a discrepancy remains, request the pilot to check the aircraft estimate.
- If a discrepancy still exists, take appropriate action to ensure that separation is not compromised.
MATS ACC > Traffic Management > Enroute Operations > Position Reporting > Requesting a Position Report (Excerpt)
Do not request an identified aircraft to make compulsory position reports unless …
… you deem it necessary for control purposes.
OBTAINING OVERDUE POSITION REPORTS
There will be occasions when aircraft will not make IFR position reports on time because:
- The pilot is still on the previous unit’s frequency.
- The pilot has changed to or received a wrong frequency (another reason why it is so important to change an aircraft to the appropriate frequency).
- The pilot forgot to make the position report.
- The aircraft is late due to non-anticipated wind conditions.
- The pilot is having in-flight problems and is correcting them.
- The aircraft has radio problems or communication failure.
MATS ACC > Separation > Separation Basics > Control Estimates(Excerpt)
When separating aircraft, the estimated time may not be correct. If an expected report does not arrive and flight safety is likely to be jeopardized…
…obtain the report no more than 5 minutes after the estimated time over a reporting point.
Otherwise, obtain the report as soon as feasible.
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation
Establish time-based longitudinal separation using one of the following methods:
- By clearing an aircraft to depart at a specified time
- By clearing an aircraft to cross a specified fix at a specified time
- By clearing an aircraft to hold at a fix until a specified time
- By clearing an aircraft to reverse heading
- On the basis of position reports, provided that one of the following applies:
- Both aircraft have reported over the same reporting point.
- The trailing aircraft has confirmed not yet reaching the reporting point used by the leading aircraft
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Crossing Track Operations
For aircraft on crossing tracks, apply time‑based longitudinal separation, calculated from the point that the tracks cross, of either:
- 15 minutes
- 10 minutes, provided you obtain position reports at least every 40 minutes
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Crossing Track Operations
Position Reports
You can obtain position reports using:
- ADS‑C
- CPDLC
- VHF/UHF
- Observed ATS surveillance position of an identified PPS
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Crossing Track Operations
Position reports can be made with reference to:
- Bearings from an NDB
- DME arcs
- VHF NAVAID radials
- NAVAID fixes
- Waypoints from RNAV
- Full degrees of longitude or latitude from GNSS‑equipped aircraft
MATS ACC > Traffic Management > Communication and Coordination > Flight Data Coordination > IFR Unit to IFR Unit(Excerpt)
If the aircraft are unidentified, specify the separation minimum being applied if …
… less than 10 minutes longitudinal separation will exist between aircraft entering a receiving unit’s area.
When this information is passed electronically verbal coordination is required
MATS ACC > Separation > Longitudinal Separation > Distance Based Longitudinal Separation > Crossing Track Operations
If aircraft on crossing tracks are using DME, GNSS, or both, from a common point and the tracks cross at the common point, separate the aircraft by either:
- 20 miles (Longitudinal Separation: Crossing Tracks Using DME or GNSS)
- 10 miles, if the leading aircraft is maintaining 20 knots or more faster than the following aircraft
MATS ACC > Separation > Lateral Separation > Geographical Separation
When applying geographical separation, determine the appropriate fix-tolerance area for each aircraft as indicated in Fix-Tolerance Area for Geographical Separation.
Consider aircraft geographically separated if the fix-tolerance area for one aircraft does not overlap either of the following:
- The fix-tolerance area for another aircraft
- The protected airspace for another aircraft
MATS ACC > Separation > Lateral Separation > Airspace to Protect
Protect airspace either using dimensions determined by Aeronautical Information Management or as directed by unit management. Ensure that the following protected airspaces do not overlap:
- Holding areas
- Airways (including additional airspace for change of direction for high-level airways)
- Off-airway tracks (including additional airspace for change of direction)
- Initial, intermediate, final, missed approach, and departure areas
Are Q-ROUTES, T-ROUTES, and L-ROUTES considered airways?
NO
MATS ACC > Separation > Lateral Separation > Airspace to Protect
For converging aircraft, ensure that the protected airspaces do not overlap by doing the following:
- To determine the holding point or the point to effect a restriction, add a DME/GNSS distance from Restriction to be Added to the track overlap
indicated in Track Overlap. - Issue one of the following:
◦ A holding instruction (Protecting Airspaces for Converging Aircraft)
◦ A restriction to establish vertical separation (DME/GNSS Restriction for Converging Aircraft)
If alternate instructions are not issued, the restriction point must include additional distance to enable the aircraft to enter a hold without an overlap of protected airspace.
MATS ACC > Traffic Management > Clearances and Instructions > Issuing and Relaying > Correcting a Clearance or Instruction
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.
MATS ACC > Emergencies and Urgent Operations > Fundamentals (Excerpt)
If an aircraft is in an emergency phase as described in Emergency Phases, inform the operations duty manager and other appropriate agencies.
Uncertainty Phase
No communication received from the earlier of either of the following times:
- Within 30 minutes after communication should have been received from the aircraft.
- When an unsuccessful attempt to establish communication with such aircraft was first made
For a VOR, we protect…
4 NM either side of the airway centreline to a distance of 51 NM from the VOR, then within lines that diverge at 4.5 degrees from the VOR until they meet the similar lines from the adjacent NAVAID.
SOM 650 AIRWAY OVERLAP
B. It has been determined by Airspace Planners that the overlap of protected airspace between V306/V6 discontinues ______ (or ______ including slant range for altitudes below _____ )northwest side of YAR. Aircraft that report more than ________ side of YAR established on either airway are clear.
12.4 miles
13 DME
18000’ ASL
12.4 miles or 13 DME NW
TC AIM RAC 9.4 > Descent Out of Controlled Airspace
ATC may not clear an aircraft to operate below the MEA of an airway, nor below the minimum IFR altitude in other controlled low level airspace. The pilot, however, may operate at the MOCA, and ATC will approve flight at the MOCA at the pilot’s request. If unable to cancel IFR at the MEA, the pilot may
advise that he/she intends to descend to the MOCA.
By prior arrangement with ATC, the MEA will be protected in the event that the pilot does not encounter visual conditions at the MOCA. Under this arrangement, the MEA will be protected:
- until the pilot files an arrival report;
- for 30 min; to allow descent to the MOCA and return to the MEA when communication is restored with ATC;
- if ATC does not hear from the pilot under (a) or (b), until the aircraft is estimated to have arrived at the filed alternate plus 30 min.
MATS ACC > Emergencies and Urgent Operations > Fundamentals > Providing Alerting Services (Excerpt)
Provide alerting service to:
- Other aircraft if a flight plan or itinerary has been filed
- Aircraft enduring unlawful interference
- Aircraft provided with control service
- Known IFR and CVFR aircraft operating within the ACC’s area of responsibility and known VFR aircraft for which the ACC is responsible
- Marine vessels in distress
- Any overdue aircraft known to ATC
MATS ACC > Flight Plans and Itineraries > Closing Flight Plans and Flight Itineraries > IFR Flight Plan or Flight Itinerary
When the pilot of an IFR aircraft closes the IFR flight plan:
- If VFR flight is not permitted due to airspace classification or weather conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask the pilot’s intentions. - Acknowledge the closure and inform the pilot that alerting service is terminated.
- Inform the appropriate ACC or the agency responsible for alerting service at the destination.
MATS ACC > Traffic Management > Clearances and Instructions > Cancelling IFR
If the pilot of an IFR or CVFR aircraft cancels IFR:
- If VFR flight is not permitted due to airspace classification or weather conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask intentions. - Acknowledge the cancellation.
- A pilot’s decision to cancel an IFR flight plan or itinerary, or change to a VFR flight plan or itinerary, is not subject to ATC approval
- Ask whether the pilot is closing the IFR flight plan or itinerary, and respond as indicated below.
MATS ACC > Emergencies and Urgent Operations >
Communication Search > Communication Search Steps
To conduct a communication search:
- Contact all communication stations located within or adjacent to the search area that have interphone, facsimile, or radio facilities
- As appropriate, contact agencies within or adjacent to the search area that have interphone, facsimile, or radio facilities:
◦ Air carriers
◦ Non-scheduled operators
◦ Amateur radio operators
◦ Federal and provincial agencies such as TC, DND, RCMP, Forestry Services, or provincial police - As appropriate, contact the following agencies of each major city or town within the search area:
◦ Police
◦ Municipal office
◦ Territorial or Chief telephone operators
MATS ACC > Emergencies and Urgent Operations >
Communication Search
The ACC initiates a communication search and informs JRCC if any of the following occurs:
- No communication has been received from a pilot within 30 minutes of the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.
- An IFR flight plan has been submitted to depart from a location with no operating control tower or FSS/MFAU, and a departure message or other communication is not received within 60 minutes of the proposed or revised departure time indicated in the flight plan.
- An IFR or CVFR aircraft enters the uncertainty phase.
MATS ACC > ATS surveillance > Vectoring > Vectoring into Class G Airspace
You may vector an aircraft into Class G airspace if…
… you inform the pilot and obtain the pilot’s approval.
STANDARD HOLD
A standard hold involves an aircraft arriving at the holding fix, followed by a right turn to fly an outbound track that will position the aircraft most appropriately for the turn back inbound to the holding fix.
HOLD LENGTH
The altitude of the aircraft determines the length of the inbound leg the aircraft will fly:
at or below 14 000 feet ASL – one minute legs,
above 14 000 feet ASL – one-and-half minute legs.
MATS ACC > Traffic Management > Enroute Operations > Holding > Holding Patterns (Excerpt)
If you are holding an aircraft at a fix that has no established holding area and is not depicted on enroute or IFR terminal charts, as appropriate, you should:
- Assign a standard holding pattern, unless a non-standard holding pattern is required.
- Hold aircraft on the side of the fix that will be used for the instrument approach procedure.
- Hold military jet aircraft, other than a transport aircraft, on the side of the fix opposite to that used for the penetration procedure.
MATS ACC > Traffic Management > Clearances and Instructions > IFR Clearance Format
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Issue clearance items, as appropriate, in the following order:
- Prefix/aircraft ID
- Clearance limit
- SID
- Route
- Altitude
- Speed
- Departure, enroute, approach, or holding instructions
- Special instructions or information, may include an SSR code
- Traffic information
MATS ACC > Traffic Management > Enroute Operations > Holding > Holding Clearances
When issuing a holding clearance, issue an…
- expect-approach-clearance time,
- an expect-further-clearance time,
- the time to depart the fix, and revise it as necessary.
MATS ACC > Traffic Management > Clearances and Instructions > IFR Clearance Format > Clearance Limit
5 minutes or more before an aircraft reaches its clearance limit, issue one of the following:
- Further clearance
- Approach clearance
- Holding clearance
MATS ACC > Traffic Management > Clearances and Instructions > Departure Clearance > Release Time
When the release time is influenced by a specific time or event:
- If an aircraft must depart before a specified time or event, do either of the following:
◦ Issue a clearance-cancelled time.
◦ State that the clearance will be cancelled by a specified event. - If an aircraft must depart after a specified time or event, use the proper phraseology
MATS ACC > Traffic Management > Clearances and Instructions > Issuing and Relaying > Delivery Limitations
The communication agency, such as the FSS, FIC, CARS, dispatcher (in emergencies), or others to which a clearance is issued is responsible for transmitting the clearance to the aircraft immediately upon receipt, unless an attempt-delivery time has been specified.
If a communication agency informs you that a clearance has not been delivered, instruct the agency to do one of the following depending on your situation:
- Continue attempting to deliver, and report if undelivered by a specified time.
- Attempt to deliver at a specified time.
- Cancel the clearance.
You will be notified if the clearance is not delivered within 3 minutes after receipt, or the specified attempt‑delivery time.
MATS TWR > Marginal Visibility > Below VFR Minima >
Authorizing a Pilot’s Request for SVFR
Authorize SVFR within the control zone, provided:
- The pilot requests SVFR.
- The ground visibility is at or above the minimum for SVFR. You may use the tower observation of prevailing visibility where ground visibility is either not
reported or the visibility reported by the AWOS is non-representative of the prevailing visibility at the airport. - You obtain approval from the appropriate ACC.
- You make an adequate arrangement for recall.
- You keep SVFR aircraft clear of the flight paths of IFR aircraft.
- You authorize only the number of aircraft that you can control safely and efficiently. If all aircraft remain in sight of the tower at all times, you may authorize more than one SVFR aircraft in a circuit.
- If the pilot intends to depart or transit the zone at night, the SVFR aircraft is a helicopter.
MATS ACC > Marginal Visibility > Below VFR Minima > Authorizing SVFR without an Airport Controller
Authorize a pilot’s request for SVFR provided all of the following conditions are met:
- The reported ground visibility meets or exceeds SVFR minima.
- Current or anticipated IFR traffic permits the operation.
- At night, unless the aircraft is a helicopter, the pilot intends to land in the control zone.
In a control zone with no airport controller on duty, do one of the following:
* Authorize one or more pilots for SVFR.
* Authorize SVFR for a specified period.
* Refuse authorization and inform the FIC, FSS, MFAU, or the pilot of the reason
MATS TWR > ATS surveillance > Vectoring > Vectoring VFR Aircraft
CAN YOU ASSIGN AN ALTITUDE OR VECTORS TO A SVFR AIRCRAFT?
NO
MATS ACC > Emergencies and Urgent Operations > Fundamentals(Excerpt)
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If an aircraft is in an emergency phase as described in Emergency Phases, inform the operations duty manager and other appropriate agencies.
UNCERTAINTY PHASE
No communication received from the earlier of either of the following times:
- Within 30 minutes after communication should have been received from an aircraft.
- When an unsuccessful attempt to establish communication with such aircraft was first made.
MATS ACC > Appendix: Forms and Reports > Flight Data Recording > Flight Data Entry Abbreviations and Symbols (Excerpt)
When entering flight data – as much as possible – use the standard abbreviations and symbols found in this section and in the following:
- ATS Glossary
- Local manuals, directives, and accords
Who has primary responsibility for alerting services to VFR aircraft?
FIC Specialists (FSS)
MF
123.2
In an ATS environment, you may omit the name of the airport from an approach clearance provided:
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- The aircraft is identified and monitored until established on final approach.
- There is no likelihood of misunderstanding
CARs 602.114 > Minimum Visual Meteorological Conditions for VFR Flight in Controlled Airspace
No person shall operate an aircraft in VFR flight within controlled airspace unless:
(a) the aircraft is operated with visual reference to the surface;
(b) flight visibility is not less than three miles;
(c) the distance of the aircraft from cloud is not less than 500 feet vertically and one mile horizontally
(d) where the aircraft is operated within a control zone,
(i) when reported, ground visibility is not less than three miles, and
(ii) except when taking off or landing, the distance of the aircraft from the surface is not less than 500 feet
