Block 4 Study Deck Flashcards
Glossary > Controlled Airport
An airport at which an airport control service is provided.
Glossary > Control Zone
A controlled airspace of defined dimensions extending upwards from the surface of the earth up to and including 3000 ft AAE unless otherwise specified.
MATS > Mandatory Frequency Area
When an aircraft is approaching an MF area, instruct the pilot to change to the MF before reaching the area.
If the pilot needs to leave your frequency to make required Mandatory Frequency Area Reports, advise the pilot to report leaving and returning to ATC frequency.
Glossary > SID (Standard Instrument Departure)
An IFR ATC departure procedure published in the…
CAP for pilot and controller use in graphic and textual form. SIDs provide a transition from the terminal to the appropriate enroute structure.
Glossary > AMSCR (Aircraft Movement Surface Condition Report)
The report that details the surface…
Conditions for all aircraft movement areas including runways, taxiways and aprons.
MATS > RSC by Full Runway Length
Provide an RSC by…
Full runway length using the following phraseology:
(Location) Runway surface condition (Runway ID)(condition) on (date) at (time)
MATS > RSC by Thirds
Provide an RSC by Thirds using the following phraseology:
(Location) runway surface condition (runway ID) (condition code) (touchdown condition) (midpoint condition) (rollout condition) on (date) at (time)
When RSC is reported by thirds and all thirds have the same description, use the following phraseology:
ALL THIRDS REPORTED AS (condition)
MATS > RSC and CRFI
Issue the current RSC and CFRI report for the intended runway using a four-digit time expression format.
It is not required to relay RSC information to the pilot when the runway is cleared to the full width and is 100% dry.
It is not required to relay CRFI information to the pilot when:
- CRFI by full runway length is reported as NR
- All thirds of CRFI by thirds are reported NR
Glossary > CRFI (Canadian Runway Friction Index)
The average of the runway friction as measured by…
A mechanical or electronic decelerometer and reported through the Aircraft Movement Surface condition Report (AMSCR).
MATS > CRFI by Full Runway Length / CRFI by Thirds
Provide a CRFI by full runway length / by thirds reporting using the following phraseology:
Full Length:
(Location) friction index (runway ID) (temperature) was (runway average) on (date) at (time)
By Thirds:
(Location) friction index (runway ID) (temperature) was (touchdown friction coefficient/NR) (midpoint friction coefficient/NR) (roll out friction coefficient/NR) on (date) at (time).
When CRFI is reported by thirds and all thirds have the same friction coefficient, use the following phraseology:
ALL THIRDS REPORTED AS
MATS > Contaminated Runway
A runway is contaminated when a significant portion of the runway surface area (whether in isolated areas or not) within the length and width being used is covered by one or more of the following substances:
- Compacted Snow
- Dry Snow
- Frost
- Ice
- Slush
- Standing Water
- Wet Ice
- Wet Snow
MATS > Braking Action
If you are relaying a braking action report obtained from the…
Pilot of an aircraft, indicate the type of aircraft and the time of the report.
MATS > Identification Doubtful or Lost (excerpt)
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
MATS > 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
Glossary > Position Report
A report over a known location as transmitted by an aircraft.
Also called: position reporting and progress report
Glossary > Compulsory reporting point
A reporting point over which an aircraft must report to ATC. Such points are designated on aeronautical charts by…
Solid triangles or filed in a flight plan (FP) as fixed selected to define direct routes. These points are geographical locations are defined by NAVAIDS or fixes.
MATS > 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.
Do not request an identified aircraft to make compulsory position reports unless you deem it necessary for control purposes.
MATS > Altimeter Setting Region
If an enroute aircraft operating within the altimeter setting region makes a position reports 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 > Requesting a Position Report (excerpt)
Before terminating ATS surveillance service,
Instruct the pilot to resume position reporting.
MATS > Control Estimates (excerpt)
Base control decisions on ATC estimates and aircraft performance. Verify the estimate and aircraft performance using…
Position reports over fixes, or as determined by radio aids, ATS surveillance, RNAV, or visual means that accurately define the position of the aircraft.
MATS > Control Estimates (excerpt)
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 > 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 > 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 > Vertical Separation for Aircraft on Reciprocal Tracks (excerpt)
In an ATS surveillance environment, discontinue vertical separation as details in ATS Surveillance Separation for Aircraft on Reciprocal Tracks. In a procedural environment, you may discontinue vertical separation based on one of the factors indicated in Discontinuing Vertical Separation in Procedural Airspace.
In a mixed environment, the distance of an identified aircraft from the common point, as determined by an RBL or the DME estimate function, may be used in lieu of a DME or GNSS position report.
Glossary > Common Point
A point on the surface of the earth common to the tracks of…
Two or more aircraft, used as a basis for applying separation (e.g. significant point, waypoint, NAVAID, or fix).
Glossary > DME (Distance Measuring Equipment)
Airborne and ground equipment used to…
Measure the slant range distance from a DME NAVAID in nautical miles.
MATS > Time-Based Longitudinal Separation (excerpt)
Establish time-based longitudinal separation using one of the following methods:
- 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 > Same Track Operations (Excerpt)
If aircraft on the same track are using DME, GNSS or both, apply…
Distance-based longitudinal separation as indicated:
Separation - 20 miles
MATS > Coordination > IFR unit to IFR unit
If the aircraft are unidentified, specify the separation minimum being applied if less than 10 minutes longitudinal…
Will exist between aircraft entering a receiving unit’s area.
*When this information is passed electronically, verbal coordination is also required.
MATS > Time-Based Longitudinal Separation > Cross Track Operations
For aircraft on crossing tracks, apply time-based longitudinal separation, calculated from the point that the tracks cross, either of:
- 15 minutes
- 10 minutes, provided you obtain position reports at least every 40 minutes
Position Reports:
You can obtain position reports using:
- ADS-C
- CPDLC
- VHF/UHF
- Observed ATS surveillance position of an identified PPS
Position reports can be made with reference to:
- NAVAID fixes
- VHF NAVAID radials
- DME arcs
- Bearings from an NDB
- Waypoints from RNAV
- Full degrees of longitude or latitude from GNSS-equipped aircraft
MATS > 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
- 10 miles, if the leading aircraft is maintaining 20 knots of more faster than the following aircraft.
*The distance is calculated from a common point over which both aircraft are cleared
Glossary > Lateral Separation
Separation between aircraft at the same altitude….
Expressed in terms of distance or angular displacement between tracks.
MATS > Lateral Separation > Geographical Separation
When applying geographical separation, determine the appropriate fix-tolerance area for each aircraft as identified 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 > 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 airspace’s 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)
(Q-routes, T-routes and L-routes are not airways, they are fixed RNAV routes, refer to lateral RNPC separation) - Initial, intermediate, final, missed approach, and departure areas
MATS > 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 the restriction to be Added to the track overlap indicated in Track Overlap
- Issue one of the following:
— A holding instruction
— A restriction to establish vertical separation
(To provide reasonable assurance the restriction will be achieved without holding, he aircraft navigation equipment must provide the pilot with a continuous readout of distance to go to the restriction point.)
If alternate instructions are not issues, the restriction point must include additional distance to enable the aircraft to enter a hold without an overlap of protected airspace.
MATS > Separation Basics
Do not accept responsibility…
For separating aircraft in Class G airspace.
MATS > Clearances and Instructions > Issuing and Relaying
Issue clearances and instructions with the least possible delay.
Unless the pilot requests otherwise…
Issue clearances and instructions that ensure that an aircraft remains within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or descent.
MATS > Correcting a Clearance or Instruction
Identify and correct any errors made during delivery or read back of a clearance or instruction…
Even if a read back is not required. If there is any possibility of misunderstanding, cancel and restate the clearance or instruction in full.
MATS > 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 the following:
- ATS Glossary
- Local manuals, directives and accords
If no standard abbreviation exists for a word, you may form an abbreviation by dropping the vowels or one of the double consonants:
WICA - while in controller airspace
MATS > Emergencies and Urgent Operations > Fundamentals > Providing Alerting Services (Excerpt)
Provide alerting service to:
- Aircraft provided with control service
- Aircraft enduring unlawful interference
- Other aircraft if a flight plan or itinerary has been filed
(FIC specialists have primary responsibility for alerting service to VFR aircraft) - Any overdue aircraft known to ATC
(For this purpose “known to ATC” means information on any aircraft, irrespective of its flight plan status, for which an overdue report is received by ATC and authenticated to the extent possible, information on an overdue aircraft may come from pilots, companies or private individuals) - Marine vessels in distress
- Known IFR and CVFR aircraft operating within ACC’s area of responsibility and known VFR aircraft for which the ACC is responsible
(Alerting service may be provided by the ACC control personnel or by ATOS, as directed by the MACCO)
MATS > IFR Flight Plan or Flight Itinerary
When the pilot of an IFR aircraft closes the IFR flight plan:
- If a 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 pilots 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 > Canceling 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 pilots decision to cancel an IFR flight plan or itinerary, or change to a VFR flight plan or itinerary, is not subject to ATC approval
(Do not suggest or ask a pilot to cancel IFR)
- Ask whether the pilot is closing the IFR plan or itinerary, and respond as indicated below:
“Roger, are you closing the flight (plan/itinerary)?”
MATS > Emergencies and Urgent Operations > Fundamentals > Notifying the JRCC
All information about an aircraft in an emergency is routed centrally to the ACC, which then disseminates the pertinent data to the appropriate JRCC.
Inform the JRCC is an IFR or CVFR aircraft is in one of the emergency phases as described in the Emergency Phases for JRCC Notification.
MATS > 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 operations
— 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 > Emergencies and Urgent Operations
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 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
(At the discretion of the ASS, a preliminary search may be conducted before an overdue IFR or CVFR aircraft enters the uncertainty phase)
MATS > Enroute Operations > Holding > Holding Patterns
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
(A standard holding pattern involves right turns with an adjustment to the outbound times to achieve 1-minute inbound legs up to and including 14000 ASL and 1 1/2-minute inbound legs above 14000 ASL) - 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.
Determine the holding areas in accordance with TP 308 and as depicted by AIM.
MATS > Clearances and Instructions > Issuing and Relaying
Unless the pilot requests otherwise, issue clearances and instructions that ensure that an aircraft remains…
Within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or descent.
MATS > IFR Clearances Limit
Issue clearance items, as appropriate, in the following order: (PACS RAM DST)
- Prefix/Aircraft ID
- Clearance Limit
- SID
- Route
- Altitude
- Speed (Mach #)
- Departure, enroute, approach, or holding instructions
- Special Instructions or information, may include an SSR code
- Traffic information
Glossary > Clearance Limit
The point to which…
An aircraft is granted an ATC clearance.
MATS > Holding Clearances
When issuing a holding clearance, issue an expect-approach-clearance time…
An expect-further-clearance time, or the time to depart the fix, and revise it as necessary.
TERMINAV - EAC (Expected approach clearance time)
The time at which…
It is expected that an aircraft with be cleared to commence approach for a landing.
Glossary > EFC (Expect further clearance time)
The time at which….
It is expected that further clearance will be issued to an aircraft.
MATS > Clearance Limit
5 Minutes or more before an aircraft reaches its clearance limit, issue one of the following:
- Further clearance
- Approach clearance
- Holding clearance
(A late clearance may cause an aircraft to overshoot the holding fix).
(If a clearance is not received, the aircraft is expected to hold in a published holding pattern o rig none exists, a standard pattern on the inbound track to the clearance limit and not to request further clearance or an approach clearance. If communication cannot be established by ATC, the aircraft is then to proceed in accordance with communication failure rules and procedures described in the Canada Air Pilot and Section F8 in the Canada Flight supplement.)
(An arriving aircraft that has filed a STAR is expected to fly this route, as cleared, to the terminal area entry fix (bedpost) or fix associated with the STAR. If no further clearance has been received on reaching that point, the pilot is expected to fly the lateral route of the STAR for the instrument approach serving the runway in use., a specific on the ATIS, maintaining the last assigned altitude. If communication fails in IMC, the pilot is expected to squawk 7600, fly the STAR as published, including the vertical and speed requirements as provided in the procedure, intercept the final approach, fly in bound, and land as soon as the circumstances permit.)
MATS > Unfamiliar Approach
If requested by a pilot, or if a pilot indicates that they are unfamiliar with the approach procedure….
Specify the information in Approach Information, as applicable.
MATS > Approach Clearance Format
If adherence to a particular approach procedure is required…
And except as indicated in Non-Specific Approach, specify the approach clearance as indicated in the following table:
VIA (routing) CLEARED TO THE (name - airport) (procedure ID) APPROACH (other information)
Glossary > Non-Precision Approach
An instrument procedure in which only electronic azimuth information is provided.
No electronic glide path information is provided and obstacle assessment in the final segment is based on minimum descent altitude.
Glossary > Minimum Descent Altitude
The altitude above sea level specified in the Canada Air Pilot or….
The route and approach inventory for a non-precision approach, below which descent must not be made until the required visual reference to continue the approach to land has been established.
Glossary > Precision Approach Procedure
An instrument approach using azimuth and glide path information provided by…
An instrument landing system, a microwave landing system, or a precision approach radar, one of three types:
- Precision Approach CAT I
- Precision Approach CAT II
- Precision Approach CAT III
Glossary > Decision Height (DH)
A specific height in the precision approach with vertical guidance at which…
A missed approach must be initiated if the required visual reference to continue the approach to land has not been established.
Decision altitude:
Decision height is referenced to the threshold elevation and decision altitude (DA) is referenced to mean seal level (MSL).
Glossary:
IAWP
IWP
FAWP
MAWP
MAHWP
IAWP - Initial Approach Waypoint
IWP - Intermediate approach waypoint
FAWP - Final approach waypoint
MAWP - Missed approach waypoint
MAHWP - Missed approach holding waypoint
MATS > 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 the clearance will be cancelled by a specified event
(CLEARANCE CANCELLED IF NOT AIRBORNE BEFORE [time/event]) - If an aircraft must depart after a specified time or event, use the phraseology provided in Phraseology for an Aircraft to Depart Subject to a Specified time or Event.
MATS > 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 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 > Approach Clearance Format
If adherence to a particular approach procedure is required, and except as indicated in Non-Specific Approach, specify the approach clearance as indicated in the following table:
VIA (routing) CLEARED TO THE (name/airport) (procedure ID) APPROACH (other information)
MATS > Flight Data Entry Abbreviations and Symbols
Flor flight data entry, you may use the abbreviations and symbols indicated below:
A - approach (unspecified)
MATS > Identifying an Instrument Approach Procedure
CI - converging ILS
D - DME
I - ILS
I2 - ILS Cat 2
K - contact
LDA - localizer type directional aid
LOC - localizer
N - NDB
O - VOR
P - PAR
R - RNAV
S - straight in
T - TACAN
V - visual
Combine abbreviations as necessary.
Glossary > SVFR (special VFR)
A visual flight authorized by an ATC unit….
To operate within a control zone under meteorological conditions that are below visual meteorological conditions.
MATS > Authorizing a Pilots 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 or prevailing visibility where the 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 the 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 > Approving SVFR within an Airport Controller
Approve or refuse an airport controllers request for SVFR on the basis of…
Current or anticipated IFR traffic only. Specify the period during which SVFR flight is approved.
MATS > Authorizing SVFR without an Airport Controller
Authorize a pilots 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 > Vectoring VFR Aircraft
Do not vector…
Or assign an altitude to a SVFR aircraft.
