Exam 4 Review

Question 1

Define SID

Answer 1

MATS ACC > Glossary

STANDARD INSTRUMENT DEPARTURE (SID) - 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.

Question 2

Surveillance Control VS Procedural Control

Answer 2

MATS ACC > Service Fundamentals > ATS Surveillance Service

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

Question 3

Vectoring into Class G Airspace

Answer 3

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.

Question 4

Functional Goal #1

Answer 4

MATS ACC > Appendix: Professional Standards > Functional Goal #1

In the provision of air traffic control and flight information service, all Air Traffic Services units must provide:
* Uniform application of approved standards and procedures
* Professional communications
* Full–time attentive flight monitoring and flight information services

Question 5

“If the type of separation or the minimum used to separate aircraft cannot be maintained…”

Answer 5

MATS ACC > Separation > Separation Basics

If the type of separation or the minimum used to separate aircraft cannot be maintained, take action to ensure that another type of separation exists, or another minimum is established, before the current separation becomes insufficient.

Question 6

3 Steps of Separation Basics

Answer 6

MATS ACC > Separation > Separation Basics

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

Question 7

“You may apply ATS surveillance control procedures, provided:” (4)

Answer 7

MATS ACC > Service Fundamentals > ATS Surveillance Service

You may apply ATS surveillance control procedures, provided:
* 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.

Question 8

“Issue the altimeter setting as follows:” (6)

Answer 8

MATS ACC > Flight Information > Weather Information > Altimeter Setting Information

Issue the altimeter setting as follows:
* Identify the setting by the name of the station to which it applies, unless:
◦ The setting applies to the station at which the unit is located.
◦ There is no possibility of misunderstanding.[1]
* If the setting is 28.99 or lower, or 31.00 or higher, state the setting twice
* If the setting is higher than 31.00, issue the actual altimeter setting and confirm that the pilot has set the aircraft altimeter to 31.00.
* If the setting is obtained from a weather report that is one hour old or more, include the time of the report.
* If the setting changes by ± 0.02 inches or more, issue a revised altimeter setting.
* If a pilot asks which type of setting is provided, identify the setting as QNH (height above sea level). [4]
If no local or remote altimeter is available for a location, inform the pilot when issuing landing information.

4 An altimeter on a QNH setting displays the height above sea level. In Canada, the height above aerodrome elevation or relevant runway threshold (QFE) is not available.

Do not use altitude readouts when the site altimeter setting for the geographic region concerned is below 26.00 or above 33.00.

Question 9

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

Answer 9

MATS ACC > ATS Surveillance > Identification > Identification Doubtful or Lost

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.

Question 10

“When issuing traffic information to aircraft, as appropriate, include:”

Answer 10

MATS ACC > Traffic Management > Traffic Information > Traffic Information Format

When issuing traffic information to aircraft, as appropriate, include:
1. Position of aircraft
2. Direction of flight
3. Type of aircraft or relative speed
4. Altitude of aircraft
5. Reporting point and time
6. Other information

Question 11

Wake Turbulence Separation Minima Chart

Answer 11

Behind Super: S-4, H-6, M-7, L-8
Behind Heavy: S-4, H-4, M-5, L-6
Behind Medium: L-4

Question 12

“If a pilot declares MINIMUM FUEL:” (4)

Answer 12

MATS ACC > Emergencies and Urgent Operations > Minimum Fuel

If a pilot declares MINIMUM FUEL:
* Ask whether an emergency is being declared and give priority if the pilot declares an emergency.
* Respond to the declaration, be alert for delays, and keep the pilot informed of any delays as soon as you become aware.
* Inform the next sector/unit of the minimum fuel status of the aircraft.
* Advise the shift manager.

Question 13

“Identify priority aircraft carrying VIPs as stated by the aircraft or as follows:” (9)

Answer 13

MATS ACC > Service Fundamentals > Control Service > Flight Priority > VIP Flights

Except as indicated in the flight priority list, Assigning Altitudes, and Military Aircraft, give priority to an aircraft carrying the Prime Minister, or heads of state or government, as permitted by flight safety and the expeditious flow of traffic.

Identify priority aircraft carrying VIPs as stated by the aircraft or as follows:

Transport Canada:
TRANSPORT 01 - Prime Minister
TRANSPORT 02 - Governor General
Canadian Military:
ROYAL 01 to 09 - Members of the Royal Family
ROYAL 10 - Pre-positioning flight for Royal visits
CANFORCE 01 - Prime Minister
CANFORCE 02 to 19 - Other heads of state or government
CANFORCE 20 - Pre-positioning flight for the Prime Minister or other heads of state or government
CANFORCE 3701 - Governor General
RCMP:
STETSON 01 - Prime Minister

Question 14

Define TCAS

Answer 14

MATS ACC > Glossary

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) - A type of airborne collision avoidance system (ACAS) based on a family of airborne equipment that functions independently of the ground-based ATC system to detect potential conflicting aircraft that are equipped with secondary surveillance radar (SSR) transponders.
There are three different versions:
* TCAS I provides traffic advisories.
* TCAS II provides traffic advisories and vertical resolution advisories (RA)
* TCAS IV, when developed, will provide traffic advisories and vertical and horizontal RAs.

Question 15

Define GPWS

Answer 15

MATS ACC > Glossary

GROUND PROXIMITY WARNING SYSTEM (GPWS) - An aircraft system that is intended to provide warnings to the flight crew when flying in abnormal or dangerous situations close to the ground. The system also calls out the altitude during a landing.

Question 16

Define ATS Operating Irregularity

Answer 16

Terminav

ATS OPERATING IRREGULARITY (OI) – A situation that occurs when ATS are being provided and when a preliminary investigation indicates that a hazardous situation or a loss of separation may have occurred.

Question 17

Define Loss of Separation

Answer 17

MATS ACC > Glossary

LOSS OF SEPARATION - An occurrence in which less than the authorized minimum existed or in which the minimum was not assured

Question 18

“Upon display of a valid conflict alert advisory or in response to a loss or imminent loss of separation between identified aircraft in controlled airspace, issue a…”

Answer 18

MATS ACC > Emergencies and Urgent Operations > Traffic, Low-Altitude, and Airspace Alerts > Traffic

Upon display of a valid conflict alert advisory or in response to a loss or imminent loss of separation between identified aircraft in controlled airspace, issue a traffic alert and avoidance instructions including the word IMMEDIATELY.

Format:
(aircraft id) TRAFFIC ALERT
(avoidance instruction(turn/climb/descend)) IMMEDIATELY
TRAFFIC (pass traffic)

Question 19

What does CISM stand for?

Answer 19

Critical Incident Stress Management

Question 20

“If a pilot advises that they are responding to an ACAS/TCAS RA or GPWS/TAWS warning:” (2)

Answer 20

MATS ACC > Emergencies and Urgent Operations > Traffic, Low-Altitude, and Airspace Alerts > ACAS/TCAS and GPWS/TAWS

If you become aware that an aircraft has deviated from an ATC clearance or instruction as a result of an ACAS/TCAS RA or GPWS/TAWS warning manoeuvre, inform your supervisor.
If a pilot advises that they are responding to an ACAS/TCAS RA or GPWS/TAWS warning:
* Do not attempt to modify the aircraft flight path until the pilot reports returning to the terms of the current ATC clearance or instruction.
* Provide relevant traffic and collision avoidance information, as appropriate.

Question 21

“Do not assume that pilots of other aircraft in the vicinity of an aircraft responding to an RA or warning are aware of its intended manoeuvre, unless they advise that they are also responding to an ACAS/TCAS RA or GPWS/TAWS warning. Continue to provide…”

Answer 21

MATS ACC > Emergencies and Urgent Operations > Traffic, Low-Altitude, and Airspace Alerts > ACAS/TCAS and GPWS/TAWS > Advising Traffic of Unplanned Manoeuvres

Do not assume that pilots of other aircraft in the vicinity of an aircraft responding to an RA or warning are aware of its intended manoeuvre, unless they advise that they are also responding to an ACAS/TCAS RA or GPWS/TAWS warning. Continue to provide control instructions and traffic advisories to such aircraft, as appropriate.

Question 22

“Resume responsibility for separation after an aircraft has responded to an ACAS/TCAS RA or GPWS/TAWS warning when both of the following have occurred:” (5)

Answer 22

MATS ACC > Emergencies and Urgent Operations > Traffic, Low-Altitude, and Airspace Alerts > ACAS/TCAS and GPWS/TAWS

Resume responsibility for separation after an aircraft has responded to an ACAS/TCAS RA or GPWS/TAWS warning when both of the following have occurred:
* The pilot informs you of any of the following:
◦ The manoeuvre is complete.
◦ The aircraft has returned to its assigned altitude.
◦ The aircraft is following an alternate clearance.
* You have verified that separation exists.

Question 23

“Separate an IFR or a CVFR aircraft until 15 minutes after a fuel dump has ended by one of the following methods:” (3)

Answer 23

MATS ACC > Emergencies and Urgent Operations > Fuel Dumping > Separating Aircraft

Separate an IFR or a CVFR aircraft until 15 minutes after a fuel dump has ended by one of the following methods:
* 10 miles laterally and longitudinally from the track of the aircraft dumping fuel (10 Miles Laterally and Longitudinally)
* 15 minutes longitudinally from the aircraft dumping fuel (15 Minutes Longitudinally)
* 6000 feet below and 3000 feet above the altitude of the aircraft dumping fuel (6000 feet Below and 3000 Feet Above)

Question 24

“Encourage a pilot intending to dump fuel to do so as follows:” (4)

Answer 24

Encourage a pilot intending to dump fuel to do so as follows:
* On a constant heading
* Over an unpopulated area
* Clear of heavy traffic areas
* Restrict the aircraft dumping fuel to an altitude of 2000 feet or more above the highest obstacle within a horizontal distance of five miles of the track to be flown

Question 25

“If an aircraft makes or is observed making an emergency descent, issue instructions:” (2)

Answer 25

MATS ACC > Emergencies and Urgent Operations > Emergency Descent

If an aircraft makes or is observed making an emergency descent, issue instructions:
* To enable all concerned aircraft to vacate the involved airspace at or above the minimum IFR altitude
* To minimize conflict with other aircraft

Question 26

“As soon as possible after emergency action has been initiated, instruct all aircraft concerned as to…”

Answer 26

MATS ACC > Emergencies and Urgent Operations > Emergency Descent

As soon as possible after emergency action has been initiated, instruct all aircraft concerned as to additional procedures to follow during and after the emergency descent.

Question 27

Triangular Distress Pattern

Answer 27

An aircraft flies the appropriate triangular distress pattern twice, resumes course, then repeats the procedure at five-minute intervals.

Right-hand pattern: RONLY (receiver only)
Left-hand pattern: NORDO (no radio)
For TAS 300 knots or less, fly 2 minute legs
For TAS more than 300 knots, fly 1 minute legs

Question 28

“Leave active FDEs in a “cocked” position if any one of the following conditions exists:” (4)

Answer 28

Martin ACC EXCDS User Guide 1.7

Leave active FDEs in a “cocked” position if any one of the following conditions exists:
* Flight data and control information requiring relay to adjacent sectors/units or aircraft;
* Traffic estimates requiring integration into a sector;
* Estimates (pilot or controller) requiring verification; or
* Other potential situations requiring investigation or further action.

Note 1
The “cocking” of FDEs is an essential control technique used to remind controllers that some type of further action must be performed.
Note 2
The “cocking” of FDEs is optional when a mnemonic on the data tag performs the same function.

Question 29

“If the ELT source cannot be identified:” (3)

Answer 29

MATS ACC > Emergencies and Urgent Operations > ELT Signal

If an ELT signal, heard or reported, does not conform to the duration and time for testing, record the information and follow the direction provided in the Aviation Occurrence Reporting Procedures manual.
ELT testing is restricted to the first five minutes of any hour UTC for a maximum of five seconds.
When recording a pilot’s report of an ELT signal, obtain the signal strength, position, altitude, and time for when the signal was first and last received.
If the ELT source cannot be identified:
* Coordinate with adjacent ATS units.
* Request aircraft in the area to listen on the distress frequencies and to report on the signal.
* Forward all reported information as it is received.

Question 30

Transponder Codes (8)

Answer 30

Gliders use 1202
VFR 12500 ft and below use 1200
VFR above 12500 ft use 1400
IFR High Level uses 2000
IFR Low Level uses 1000
7500 Hijacking
7600 Radio Failure
7700 Emergency

Question 31

Communications Failure While Vectoring (3)

Answer 31

the pilot-in-command shall continue the flight according to the following:
if being radar vectored, by the direct route from the point of communications failure to the fix, route, or airway specified in the vector clearance

Note 2: If the failure occurs while being vectored at a radar vectoring altitude which is lower than a published IFR altitude, then the pilot shall immediately climb to and maintain the appropriate minimum IFR altitude, until arrival at the fix, route or airway specified in the clearance.

If communication is lost while an aircraft is being vectored for an approach, allow for the possibility that the aircraft may not be able to use the approach aid specified.

Question 32

“Unless otherwise authorized by ATC, the pilot-in-command of an aircraft that experiences a two-way communications failure when operating in or cleared to enter controlled airspace under IFR, or is operating in or cleared to enter Class B or C airspace under VFR shall:”

Answer 32

The following procedures are the standard communications failure procedures; however, they may be superseded by specific procedures which take precedence. For example, some missed approach and SID procedures may have specific published communications failure procedures.

GENERAL: Unless otherwise authorized by ATC, the pilot-in-command of an aircraft that experiences a two-way communications failure when operating in or cleared to enter controlled airspace under IFR, or is operating in or cleared to enter Class B or C airspace under VFR shall:

1. if transponder equipped-select the transponder to reply to Mode 3/A code 7600 interrogations;
2. maintain a listening watch on appropriate frequencies for control messages or further clearances; acknowledge receipt of any such messages by any means available, including selective use of the normal/standby functions of transponders; and
3. attempt to contact any ATC facility or another aircraft and inform them of the difficulty and request they relay information to the ATC control facility with whom communications are intended.
4. NAV CANADA publishes the phone numbers of area control centres, control towers, flight information centres and flight service stations in the Canada Flight Supplement. In the event of an in-flight radio communications failure, and only after normal communications failure procedures have been followed (see TC AIM RAC), the pilot in command may attempt to contact the appropriate NAV CANADA air traffic services unit by means of a cellular telephone.

IFR FLIGHT PLAN
1. Visual Meteorological Conditions: If the failure occurs in visual meteorological conditions, or if visual meteorological conditions are encountered after the failure, the pilot-in-command shall continue the flight under VFR and land as soon as practicable.
2. Instrument Meteorological Conditions: If the failure occurs in instrument meteorological conditions, or if the flight cannot be continued under visual meteorological conditions, the pilot-in-command shall continue the flight according to the following:
(a) Route
(i) by the route assigned in the last ATC clearance received and acknowledged; or
(ii) if being radar vectored, by the direct route from the point of communications failure to the fix, route, or airway specified in
the vector clearance; or
(iii) in the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
(iv) in the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.
(b) Altitude
At the HIGHEST of the following altitudes or flight levels for the ROUTE SEGMENT BEING FLOWN:
(i) the altitude(s) or flight level(s) assigned in the last ATC clearance received, and acknowledged; or
(ii) the minimum IFR altitude (see TC AIM, RAC for definition); or
(iii) the altitude or flight level ATC has advised may be expected in a further clearance. (The pilot shall commence climb to this altitude/FL at the time or point specified by ATC to expect further clearance/altitude change.)

Question 33

“Separate other aircraft from an ATS surveillance-controlled aircraft experiencing a communication failure based on:” (2)

Answer 33

MATS ACC > Emergencies and Urgent Operations > Communication Failure > ATS Surveillance-Controlled Aircraft Communication Failure > Maintaining Separation

Separate other aircraft from an ATS surveillance-controlled aircraft experiencing a communication failure based on:
* Its course of action as observed on situation display
* The assumption that the pilot will maintain altitudes in accordance with the Canadian Aviation Regulations (CARs) and the procedures described in the Canada Air Pilot (CAP) Restricted Canada Air Pilot (RCAP), DND Flight Information Publication - GPH 200 and Canada Flight Supplement (CFS).

Question 34

“If unable to maintain two-way radio communication with an ATS surveillance-controlled aircraft, transmit a request on appropriate frequencies that the pilot acknowledge transmissions by one of the following methods:” (4)

Answer 34

MATS ACC > Emergencies and Urgent Operations > Communication Failure > ATS Surveillance-Controlled Aircraft Communication Failure

If unable to maintain two-way radio communication with an ATS surveillance-controlled aircraft, transmit a request on appropriate frequencies that the pilot acknowledge transmissions by one of the following methods:
* Squawking IDENT
* Changing SSR code
* Squawking STANDBY for a specified period, then requesting the pilot to return the transponder to normal operation
* Executing a specified turn

If communication is re-established in this manner, request that the pilot acknowledge clearances or instructions or answer questions by using the transponder or executing turns.
If communication is lost while an aircraft is being vectored for an approach, allow for the possibility that the aircraft may not be able to use the approach aid specified.

Question 35

“If a pilot of a VFR aircraft reports that the aircraft has encountered or is about to encounter IMC:” (3)

Answer 35

MATS ACC > Emergencies and Urgent Operations > VFR Aircraft in IMC

If a pilot of a VFR aircraft reports that the aircraft has encountered or is about to encounter IMC:
* Ask whether the pilot has an instrument rating.
* Ask whether the aircraft is equipped for IFR flight.
If the pilot is IFR-qualified and the aircraft is equipped for IFR flight, request an IFR flight plan and issue an IFR clearance.

Question 36

“If the pilot is not IFR-qualified, the aircraft is not equipped for IFR flight, or the pilot refuses to file an IFR flight plan, do either of the following:” (2)

Answer 36

MATS ACC > Emergencies and Urgent Operations > VFR Aircraft in IMC

If the pilot is not IFR-qualified, the aircraft is not equipped for IFR flight, or the pilot refuses to file an IFR flight plan, do either of the following:
* Provide information on an alternate route and, if necessary, provide navigational assistance to enable the aircraft to continue in VMC.
* If the previous instruction is not possible and an alternate course of action is not available, provide navigational assistance for an emergency descent through cloud, provided the pilot declares an emergency or you assess such action is warranted and the pilot concurs.

Question 37

“When assisting VFR aircraft encountering IMC:” (5)

Answer 37

MATS ACC > Emergencies and Urgent Operations > VFR Aircraft in IMC

When assisting VFR aircraft encountering IMC:
* Issue turns while the aircraft is clear of cloud, to the extent possible, so it will be in a position to fly a straight course while descending in IMC.
* Avoid frequency changes, except if necessary to provide a clear communication channel.
* Avoid turns; if any are required, make them shallow.
* Avoid prolonged climbs or descents.
* Avoid requesting a climb or descent at the same time as a turn.

Question 38

“Provide updates to an enroute pilot regarding any of the following information:” (6)

Answer 38

MATS ACC > Flight Information > Information Service > Flight Condition Updates after Departure

Provide updates to an enroute pilot regarding any of the following information:
* Severe weather conditions
* Weather conditions along the route of a VFR flight that are likely to make operation under visual flight rules unfeasible or hazardous
* A change in the serviceability of a NAVAID
* Release of radioactive materials or toxic chemicals into the atmosphere
* Pre-eruption volcanic activity, volcanic eruptions, and volcanic ash clouds
* Any other information pertinent to flight safety, for example, lightning, bird hazards, forest fire area, fuel dumping, unmanned free balloons, or parachute descents

Question 39

“Inform pilots of IFR aircraft of pertinent information, including any of the following:” (4)

Answer 39

MATS ACC > Flight Information > Information Service > Flight Condition Updates after Departure

Inform pilots of IFR aircraft of pertinent information, including any of the following:
* Weather conditions reported or forecast at destination or alternate airports
* Icing conditions
* The status of special-use airspace outside controlled airspace along the flight planned route
* A collision hazard if the aircraft is operating outside controlled airspace

Question 40

Requests to Operate without a Transponder

Answer 40

MATS ACC > ATS Surveillance > SSRs and Aircraft Codes > Transponders > Operating without Transponder

When an aircraft without a serviceable transponder requests to operate in transponder airspace, respond as indicated in Requests to Operate without a Transponder.

Requests to Operate without a Transponder

Your airspace:
Written request has been filed with an ATC unit or other flight plan office - May authorize operation OR If traffic conditions or other operational circumstances dictate, you may refuse the request or cancel a previous authorization. If possible, issue the refusal or cancellation before the aircraft is airborne.
Airspace beyond your area of responsibility:
Any request - Obtain approval from the appropriate agency

Question 41

“Inform all aircraft in or about to enter areas of known or possible severe weather of:” (7)

Answer 41

MATS ACC > Flight Information > Weather Information > Significant or Severe Weather

Inform all aircraft in or about to enter areas of known or possible severe weather of:
* SIGMET
* AIRMET
* Urgent PIREPs
* A squall line
* Microburst activity
* Moderate turbulence
* Hail

Question 42

Where to find AMA, MVA, MSA

Answer 42

AMA: LO charts
MVA: Unit operations manual
MSA: CAP

Question 43

MATS ACC > Flight Information > Information Service > Flight Hazards

Answer 43

MATS ACC > Flight Information > Information Service > Flight Hazards

If you observe, or if responsible agencies, individuals, or other pilots report conditions that may affect flight safety, inform pilots.

If you notice or are aware of a hazard to the safety of aviation, immediately inform your supervisor.

If you observe, or if responsible agencies, individuals, or other pilots relay to you information about aerodrome conditions that may affect flight safety, inform the aerodrome operator.

If information is available, advise pilots when their aircraft has entered, or is about to enter, active Class F airspace, airspace restricted by the Minister, an MOA, active American special-use airspace, or a TFR.

Question 44

“An urgent PIREP includes information on any of the following:” (7)

Answer 44

An urgent PIREP includes information on any of the following:
◦ Volcanic ash
◦ Tornadoes, funnel clouds, waterspouts
◦ Severe turbulence
◦ Severe icing
◦ Hail
◦ Low‑level wind shear
◦ Any other reported weather phenomena considered to be hazardous or potentially hazardous to flight operation