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Block 2 MATS Flashcards

1
Q

Altitude Filters - Select altitude filters that include, as a minimum, the following limits:

A
  • The altitudes normally within the jurisdiction of your sector.
    -The first usable altitude in any vertically adjoining airspace under the jurisdiction of another controller, plus 200 feet beyond that altitude.
    -If the boundary between vertically adjoined sectors is in RSVM airspace, 2000 feet plus 200 feet.
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2
Q

Unit Fundamentals > Publications
Comply with:

A

-Unit Procedures (They may supplement, but not contradict, procedures in this manual.)
-Directives
-Information Bulletins
-Director Approval Letters (DAL)
-Information Circulars (AIC)
-Memorandums
-Agreements
-Arrangements
-Other Items, as required

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3
Q

Flight Hazards
If you observe, or if responsible agencies, individuals or other pilots report . . .

A

. . . conditions that may affect flight safety, inform pilots.

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4
Q

Flight Hazards
If you notice or are aware of a hazard . . .

A

. . . to the safety of aviation, immediately inform your supervisor.

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5
Q

Flight Hazards:
If you observe, or if responsible agencies, individuals, or other pilots relay to you . . .

A

. . . information about aerodrome conditions that may affect flight safety, inform the aerodrome operator.

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6
Q

Flight Hazards
If information is available, advise pilots when their aircraft has . . .

A

. . . entered, or is about to enter, active Class F airspace, airspace restricted by the Minister, and MOA (Military Operations Area), active American special-use airspace, or TFR (Temporary Flight Restriction).

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7
Q

Do not apply separation between an aircraft and Class F airspace or a Canadian Military Operations Area (MOA) if one of the following applies:

A
  • The aircraft is operating in an ALTRV
    -The pilot states having obtained permission from the user agency to enter the airspace.
    -The user agency releases the airspace to the controlling agency.
    -The pilot has been cleared for a contact or visual approach.
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8
Q

CYA Incursions
If a pilot operating in controlled airspace requests a clearance to penetrate Class F Advisory airspace or fly closer to it than separation minima would permit without permission from the user agency, . . .

A

. . . advise the pilot that you are unable to provide an IFR clearance. If the pilot insists on penetrating the Class F Advisory airspace or flies closer to it than separation minima permit, issue an advisory.

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9
Q

Intensity or Proximity

A
  • Light
    Moderate (no qualifier)
    + Heavy
    VC: in the vicinity
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10
Q

Descriptor

A

MI Shallow
BC Patches
PR Partial
DR Drifting
BL Blowing
SH Shower(s)
TS Thunderstorm
FZ Freezing

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11
Q

Precipation

A

DZ Drizzle
RA Rain
SN Snow
SG Snow Grains
IC Ice Crystals
PL Ice Pellets
GR Hail
GS Snow Pellets
UP Unknown precipitation (AWOS only)

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12
Q

Obsuration

A

BR Mist
FG Fog
FU Smoke
DU Dust
SA Sand
HZ Haze
VA Volcanic Ash

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13
Q

Other

A

PO Dust/sand Whirls (Dust Devils)
SQ Squalls
+FC Tornado or Waterspout
FC Funnel Cloud
SS Sandstorm
DD Duststorm

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14
Q

Sky Conditions

A

SKC “sky clear”
FEW “few” 1-2 Oktas
SCT “scattered” 3-4 Oktas
BKN “broken” 5-7 Oktas
OVC “overcast” 8 Oktas
CLR “clear” clear below 25000 ft as interpreted by an AWOS

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15
Q

Flight Data Coordination > IFR unit to IFR unit

Forward the following to an IFR unit or sector:

A
  • Revisions to previously passed data
    -Control estimate time revisions of 3 minutes or more
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16
Q

What does the Martin ACC SOM say about coordination?

A

Flight plan information will be forwarded to adjacent sectors via electronic methods. Changes to route and/or altitude are permitted until an aircraft is within 30 miles of the receiving sector’s boundary with the exception noted in article 206 (North West Procedural Corner)

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17
Q

Equipment Prefixes and Suffixes:
COMM/NAV Equipment

A

Insert one letter as follows:
N - if no COM/NAV approach aid equipment for the route to be flown is carried, or the equipment is unserviceable
or
S - is standard COM/NAV approach aid equipment for the route to be flown is carried and serviceable.
and/or insert one or more of the following letters to indicate the serviceable COM/NAV/approach aid equipment and capabilities available:
D - DME
G - (GNSS)
R - PBN approved
S - Standard Equipment
W - RVSM approved
X - MNPS approved

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18
Q

Flight Data Coordination > IFR Unit to IFR Unit

15 minutes or more before an IFR or CVFR aircraft is

A

estimated to enter an adjacent IFR unit’s area, forward the flight data and control information indicated in Flight Data and Control Information.

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19
Q

Flight Data Coordination > IFR Unit to IFR Unit

Where units are connected by a functioning data transfer link, . . .

A

aircraft type, speed, SSR code assignment, point of departure, remaining portion of the flight route, and destination do not require confirmation by controllers passing and receiving estimates. If amendments to this data have been made and are not included in the original flight plan message, controller confirmation is required.
Flight data received from another unit via a functioning data transfer link must be processed by the receiving unit without any changes being made to the data, unless the change is depicted on all affected controllers’ flight progress strips.

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20
Q

Where a functioning CAATS data link provides control estimates, coordinate the following data verbally:

A
  • Loss of RVSM certification due to an equipment failure in flight.
  • Status of a non-RVSM aircraft authorized to operate in RVSM airspace
  • Identification of an altitude as wrong way
  • Identification of block altitudes
  • Identification of altitude readouts that are invalid or not validated
  • Identification of cruise climb altitudes
  • Automatic altitude reporting turned off
  • Aircraft transponder unserviceable, malfunctioning, set to standby, or turned off
  • The separation minima being applied in procedural airspace if less than 10 minutes longitudinal
  • Aircraft operating within an altitude reservation or engaged in an aerial survey mapping flight, or test flight
  • Aircraft engaged in a formation flight
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21
Q

If operation in RVSM airspace is authorized for a non-RVSM aircraft, . . .

A

. . . identify the status of the aircraft when passing and receiving a control estimate.

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22
Q

What 2 things must be forwarded to an IFR unit or sector?

A
  • Revisions to previously passed data
  • Control estimate time revisions of 3 minutes or more
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23
Q

When issuing or relaying an IFR clearance or IFR instruction or amendment, . . .

A

. . . obtain an accurate readback unless one of the following applies:
- Information is relayed electronically
- An arrangement specifies otherwise.

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24
Q

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.
  • You are satisfied that the displayed ATS surveillance information is adequate.
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25
Q

You may consider an aircraft identified, when the conditions are met for any of the following methods:

A
  • Transferred or Coordinated Identification
  • Appropriate PPS Changes
  • Aircraft ID in ADS-B Data tag
  • Aircraft Position and Movements on Situational Display
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26
Q

Transferred or Coordinated Identification

A

In addition to the methods listed above, you may consider an aircraft identified when identification is transferred by handoff or coordinated by point out.

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27
Q

Appropriate PPS Changes

A

In addition to the methods listed above, 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.

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28
Q

Aircraft ID in ADS-B Data Tag

A

In addition to the methods listed above, you may consider the aircraft identified when the aircraft identification element in ADS-B data tag is recognized and is consistent with the aircraft’s expected position.

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29
Q

Aircraft Position and Movements on Situational Display

A

In addition to the methods listed above, 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:
-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
- 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 situational 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, 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 degrees, 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.

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30
Q

After aircraft identification is established using an identification method, . . .

A

. . . 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.

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31
Q

If you initiate vectoring, inform the pilot of the following:

A

The purpose of vectors and/or the point to which the aircraft is being vectored.

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32
Q

Use an ATS surveillance control procedure . . .

A

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

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33
Q

If identification becomes doubtful or is lost, immediately do either of the following:

A
  • 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 PPS
    -Merging of PPS
    -Ambiguous PPS
    -Display Clutter
    -Other circumstances

When identification is lost, inform the pilot.

34
Q

Consider identification to be lost . . .

A

. . . 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.

35
Q

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

A
  • 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.
  • Handoffs are specified as a standard procedure in an agreement, arrangement, or unit directive.
36
Q

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

A
  • The sector or unit boundary
  • A designated control transfer point
  • Any handoff point defined in an arrangement or agreement
37
Q

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

A
  • You are handing off an unlinked PPS.
  • A system malfunction or deficiency makes it unfeasible.
38
Q

If unable to do an automated handoff, transfer identification using one of the following methods:

A
  • 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 a PPS on the situation display of the receiving controller.
39
Q

If a cruising altitude inappropriate to the direction of flight is assigned:

A
  • 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”
40
Q

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

A
  • 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.
41
Q

You may use the data tag ACID in adjacent airspace where ATS surveillance service is normally provided to identify an aircraft if any of the following apply:

A
  • The aircraft is observed approaching a fix or an airport, and at the time, position, and aircraft track are consistent with a control estimate.
  • You have been informed of the secure arrival or departure sequence.
  • You previously identified the aircraft and it has since been handed off to another sector or unit.
42
Q

ATS Surveillance Separation From an ATS Surveillance Boundary

A

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.

43
Q

Use a point out to obtain approval from another controller before . . .

A

. . . 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.

44
Q

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

A

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.

45
Q

Within Martin ACC, transfer of control for. . .

A

. . . descent, speed changes, and turns shall be coincident with the hand-off. Verbal coordination of control transfer is required prior to the hand-off when there is conflicting traffic.

46
Q

Transfer of Control and Communications Agreement Between Martin ACC and MSP Air Route Control Center

A
  • The transferring unit must ensure that potential conflicts with other aircraft have been resolved prior to transferring control.
  • The receiving unit will assume control of an aircraft only after the aircraft is within their area of responsibility or control has been released by the transferring unit.
47
Q

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

A
  • The sector or unit boundary
    -A designated control transfer point
48
Q

Only one ATC sector/unit is responsible for . . .

A

. . . controlling an aircraft at any given time. The sector/unit transfers control responsibility to the next sector/unit as the flight progresses.

49
Q

Coordinate and receive approval before . . .

A

. . . permitting an aircraft under your control to enter airspace under the jurisdiction of another controller.

50
Q

When in direct communication with an aircraft in airspace under the jurisdiction of another controller, . . .

A

. . . coordinate with that controller before authorizing a change in the aircraft’s altitude, route, speed, or transponder code.

51
Q

Unless otherwise coordinated or specified in a unit directive, an agreement, or an arrangement, . . .

A

. . . assume control of an aircraft only after it is in your area of jurisdiction.

52
Q

More Transfer of Control and Communications Agreement Between Martin ACC and MSP Air Route Control Center

A
  • The transferring unit must ensure that potential conflicts with other aircraft have been resolved prior to transferring control.
  • The receiving unit will assume control of an aircraft only after the aircraft is within their area of responsibility or control has been released by the transferring unit.
  • Transfer of radio communication must be affected before an aircraft enters the receiving unit’s area of responsibility.
53
Q

Transfer control to an IFR or CVFR aircraft to an adjacent sector or unit as follows:

A
  • 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.
54
Q

Responsibilities of Transferring Controller
Relay the following to the receiving controller:

A
  • 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.
55
Q

Transfer control as closely as possible to the . . .

A

. . . 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.

56
Q

Unless specifically coordinated or as specified in a unit directive, an agreement, or an arrangement, assume control of . . .

A

. . . an aircraft only after it is in your area of jurisdiction.
- Accept control as requested or subject to any necessary condition.
- Specify any information or instruction that the pilot must have at the point of transfer
- Specify any other required information.

57
Q

Apply vertical separation in IFR and CVFR aircraft by assignment different altitudes.

A

Minima if Either Aircraft is a Non-RVSM Aircraft
If either aircraft is a non-RVSM aircraft, apply one of the following minima:
- 1000 feet when either aircraft is below FL290
- 2000 feet when both of the following conditions are met:
-Both aircraft are at or above FL290
-Either aircraft is at or below FL590
- 5000 feet when both aircraft are above FL590

Minima if Both Aircraft are RVSM Aircraft
If both aircraft are RVSM aircraft, apply one of the following minima:
- 1000 feet when both aircraft are at or below FL410
- 2000 feet when both following conditions are met:
-Either aircraft is above FL410
-Either aircraft is at or below FL590
- 5000 feet when both aircraft are above FL590

58
Q

For aircraft on reciprocal tracks in an ATS surveillance environment, you may discontinue vertical separation if . . .

A

. . . you observe on the situation display that the aircraft have passed, and one of the conditions indicated in the following table applies:

Is or includes DND-NWS _________ 5 miles

Includes MLAT/WAM, DND NG, or RSE but does not include DND-NWS and one of the following applies:
- Altitude readouts are displayed for both aircraft
- Both aircraft are at or below 15000 feet ASL.
_________ PPSs do not overlap

All other situations __________ 3 miles

With ATS surveillance control service, a wake turbulence standard may be required.

59
Q

Apply RVSM criteria and procedures to only RVSM aircraft operating . . .

A

. . . within RVSM airspace. Do not provide RVSM criteria to a formation of aircraft

60
Q

If you suspect an aircraft is not approved to operate in RVSM airspace, . . .

A

. . . ask the pilot to confirm RVSM approval status.

61
Q

Assign altitudes to RVSM aircraft in preference to . . .

A

. . . non-RVSM aircraft.

62
Q

Where a functioning CAATS data link provides control estimates, coordinate the following data verbally:

A
  • Loss of RVSM certification due to an equipment failure in flight
  • Status of a non-RVSM aircraft authorized to operate in RVSM airspace.
63
Q

Do not clear a non-RVSM aircraft to enter RVSM airspace unless the aircraft is any of the following:

A
  • A state aircraft
  • On an initial delivery flight
  • An aircraft that was formerly RVSM-certified but has experienced an equipment failure and is being flown to a maintenance facility for repair/re-certification
  • A mercy or humanitarian flight
  • A photographic survey aircraft
  • Conducting a flight check of a NAVAID
  • Conducting a monitoring/certification or developmental flight. To ensure collection of sufficient position data, height-keeping performance-monitoring flights must be straight and level at any altitude between FL290 and FL410 inclusive for at least 30 minutes.
64
Q

Provided a non-RVSM aircraft will be separated from other aircraft by the applicable vertical, lateral, or longitudinal separation minimum, you may do either of the following:

A
  • Clear the aircraft to climb or descend through RVSM airspace.
  • Level-off the aircraft in RVSM airspace for traffic management. Operators are permitted to file a flight plan to conduct the climb/descent through RVSM airspace only if the aircraft is capable of a continuous climb/descent through RVSM airspace at a normal rate and does not need to level off at an intermediate altitude for operational considerations.
65
Q

If a pilot requests a flight plan change:

A
  • Approve the change and include the exact nature of the change in the clearance.
  • If you are unable to approve the change, provide the following to the pilot:
    -The reason for non-approval
    -If appropriate, a suggested alternative
66
Q

When a request from a pilot is denied, . . .

A

. . . provide a reason. The pilot’s situational awareness is improved when you provide a reason.

67
Q

Confirm that all information in position reports and . . .

A

. . . flight plans is valid and accurate.

68
Q

If the altitude is not appropriate for the direction of flight, inform the pilot.

A
  • For aircraft that are in and will remain in controlled airspace, or are in uncontrolled airspace but will enter controlled airspace at some point, issue a clearance to the appropriate altitude: (ex FOR DIRECTION OF FLIGHT WOULD YOU PREFER ONE-FOUR-THOUSAND OR ONE-SIX-THOUSAND?)
  • For aircraft that are in and will remain in uncontrolled airspace: (ex FOR DIRECTION OF FLIGHT, YOU SHOULD BE AT AN ODD/EVEN ALTITUDE)
  • For VFR aircraft: (ex FOR DIRECTION OF FLIGHT, YOU SHOULD BE AT AN ODD/EVEN ALTITUDE PLUS FIVE HUNDRED FEET.
69
Q

You may assign an altitude inappropriate to the direction of flight in the following situations (1):

A
  • The following conditions apply:
    -No alternate separation minima can be applied.
    -The altitude has been approved by affected sectors/units.
    -The aircraft will be cleared to an appropriate altitude as soon as the conditions permit.
70
Q

You may assign an altitude inappropriate to the direction of flight in the following situations (2):

A

The airspace is structured for one-way traffic flow. (Structured airspace is a block of altitudes in Class A or B airspace in which controllers determine the direction of flight to accommodate traffic flows under certain conditions.)

71
Q

You may assign an altitude inappropriate to the direction of flight in the following situations (3):

A

Transitioning to or from oceanic airspace within 200 miles along the aircraft track from the oceanic entry or exit point.

72
Q

You may assign an altitude inappropriate to the direction of flight in the following situations (4):

A

A pilot requests the altitude because of icing, turbulence, or fuel considerations and the following apply:
- The pilot informs you of the time or location that the aircraft can be cleared to an appropriate altitude
- The altitude has been approved by affected sectors/units

73
Q

You may assign an altitude inappropriate to the direction of flight in the following situations (5):

A

An aircraft is doing any of the following:
- Holding
- Arriving
- Departing
- Conducting a flight check of a NAVAID
- Operating within an altitude reservation
- Engaged in an aerial survey, mapping flight, or test flight
- Operating on a polar route
- Transitioning to or from oceanic airspace within 200 miles along the aircraft track from the oceanic entry or exit point

74
Q

If a cruising altitude inappropriate to the direction of flight is assigned:

A
  • 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
  • Post warning indicators by using the wrong-way altitude alerting function, if possible.
  • Before transferring control, inform the receiving controller of the reason for the assignment.

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”

Either manual or automated indication of wrong-way altitude is acceptable.

The wrong-way altitude alerting function is determined locally.

75
Q

Issue vectors or offset tracks to establish an aircraft at least 5 miles from the centreline of the airway or published track otherwise authorized if:

A
  • The aircraft is in high-level surveillance-controller airspace.
  • You are assigning an altitude inappropriate to the direction of flight in one of the following situations:
    -No alternate separation minima can be applied.
    -A pilot requested an inappropriate altitude because of icing, turbulence, or fuel considerations, and has informed you of the time or location at which the flight can be cleared to an appropriate altitude that has already been approved by affected sectors or units.
  • The airway or published track is shown on the display.
76
Q

You may use parallel offset techniques in a ATS surveillance environment, provided:

A
  • The pilot confirms the capability to offset.
  • The minimum offset value ensures the appropriate ATS surveillance separation minimum will exist.
  • The cancel the parallel offset when it is no longer required.

Use parallel offset techniques offset when it is no longer required.

Aircraft will not normally diverge to the offset track by more than 45 degrees. Some RNAV systems are limited in the offsetndistance.

77
Q

If a cruising altitude inappropriate to the direction of flight is assigned:

A
  • Post warning alerting function, if possible.

Either manual or automated indication of wrong-way altitude is acceptable.

The wrong-way altitude alerting function is determined locally.

78
Q

On pilot request, you may assign a block altitude, provided that you adhere to procedures contained in Wrong-way Altitude Assignment, and one of the following two conditions apply:

A
  • There is icing, turbulence, or fuel considerations, and the following apply:
    -The pilot informs you of the time or location that the aircraft can be cleared to an appropriate altitude.
    -The altitude has been approved by affected sectors/units.
  • The pilot is on an IFR training flight, MEDEVAC flight, or is flight-checking a NAVAID.

If the information provided is not precise, obtain sufficient information to determine with which sectors/units approval must be coordinated.

79
Q

If the aircraft is conducting an aerial survey, mapping flight, test flight, or special military activity, you may approve a block altitude, provided that you identify the altitude as BLOCK for any of the following coordination tasks:

A
  • Passing and receiving a control estimate
  • Giving and receiving handoff
  • Coordinating with an adjacent sector/unit
80
Q
A

ABC (7 decks)

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