Exam Review Flashcards
1
Q
MATS GLOSSARY - LINKAGE
A
An automated or manual function that matches ATS surveillance data with flight plan data.
2
Q
Generic Transponder Codes
A
Gliders - 1202
VFR
12500 ASL and below - 1200
Above 12500 ASL - 1400
IFR
HLA - 2000
LLA - 1000
3
Q
Examples for when aircraft will squeak non-discrete codes?
A
- An IFR aircraft departs an uncontrolled airport should squawk 1000 (or 2000) depending on the requested altitude. Once airborne, the pilot will contact ATC for their IFR clearance. The controller will issue he clearance as well as the discrete code and the aircraft will correlate.
- Oceanic aircraft will be squawking 2000 prior to contacting ATC for their discrete code.
- VFR aircraft will squawk 1200 or 1400 code unless otherwise instructed by ATC.
4
Q
ATS Surveillance Equipment > ATS Surveillance Equipment Failure or Degradation
A
If you are not satisfied that the displayed ATS surveillance information is adequate:
- Inform the supervisor or delegated authority.
- Base subsequent control actions on direction provided in ATS directives supplemented by direction from your supervisor or delegated authority. If such direction is not available, base your actions on your assessment of the equipment.
5
Q
Vectoring into Class G Airspace
A
You may vector an aircraft into Class G airspace if you inform the pilot and obtain the pilots approval.
6
Q
TERMINAV > Navigational Assistance
A
The provision of position information, vectors, or track and ground speed checks.
7
Q
Position Information > Navigational Assistance
A
Unless specifically prohibited, use ATS surveillance to provide navigation assistance if a pilot requests it.
Example: Informing an aircraft of the distance from their destination airport so they can plan an appropriate descent profile.
8
Q
Communication Fundamentals
A
Restrict communications to air traffic services messages. In all radio, interphone, SATVOICE, and telephone communications, use:
- Proper phraseology
- Phonetic alphabet and numbers, as necessary
- Correct procedures for transmitting numbers
9
Q
Communication Fundamentals > Words and Phrases
A
Relay messages in standard phrases or plain language without altering the sense of the message in any way.
Use standard phraseology contained in MATS whenever possible. Use standard phraseology in preference to plain language. If phraseology contained in MATS is not understood, use clear and concise plain language.
Limit communications to those operationally required and do not encourage or participate in non-essential conversation while in an operational position.
10
Q
ACKNOWLEDGE
A
Let me know that you have received and understood this message.
11
Q
AFFIRMATIVE
A
Yes
12
Q
APPROVED
A
Permission for proposed action granted
13
Q
Break
A
I hereby indicate the separation between portions of this message.
14
Q
BREAK
A
I hereby indicate the separation between portions of the message.
15
Q
BREAK BREAK
A
I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment.
16
Q
CHECK
A
Examine a system of procedure
17
Q
CONFIRM
A
I request verification of: (clearance, instruction, action, information)
18
Q
CONTACT
A
Establish communications with….
19
Q
CORRECT
A
True or Accurate
20
Q
CORRECTION
A
An error has been made in this transmission (or message). The correct version is….
21
Q
DISREGARD
A
Ignore
22
Q
EXPEDITE
A
Comply with this instruction as promptly as possible
23
Q
HOW DO YOU READ
A
What is the readability of my transmission?
24
Q
I SAY AGAIN
A
I repeat for clarity or emphasis
25
IMMEDIATELY
When immediate action is required for safety reasons
26
MONITOR
Listen to (frequency)
27
NEGATIVE
No, or Permission not granted, or That is not correct, or Not capable
28
OVER
My transmission is ended and I expect a response from you
29
READ BACK
Repeat all, or the specified part, of this message back to me
30
RECLEARED
A change has been made to your last clearance and this new clearance supersedes your previous clearance of part thereof
31
ROGER
I have received all of your last transmission
32
SAY AGAIN
Repeat all, or the following part, of your last transmission
33
SPEAK SLOWER
Reduce your rate of speech
34
STAND BY
Wait and I will call you
35
UNABLE
I cannot comply with your request, instruction, or clearance
36
WHEN ABLE
Comply with the clearance or instruction at the first opportunity
37
WHEN READY
Comply with the clearance or instruction when convenient to you
38
WILCO
I understand your message and will comply with it
39
WORDS TWICE
- As a request: Communication is difficult. Please say every word or group of words twice.
- As information: Because communication is difficult, every word or group of words in this message will be said twice.
40
SSRs and Aircraft Codes > Transponders
If the PPS or data tag for a particular aircraft is not displayed as expected:
- Instruct the pilot to reset the transponder, stating the currently assigned code
- If resetting the transponder does not resolve the problem, assign a different code.
If an aircraft’s transponder appears to be unserviceable or malfunctioning, inform the pilot and, if appropriate, the adjacent sector or unit. If an aircraft’s transponder is set to standby or turned off, inform the adjacent sector or unit.
41
MATS Glossary: PPS (PRESENT POSITION SYMBOL)
The visual indication, in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle, or other object obtained after automatic processing of positional data.
42
ATS Surveillance Equipment > Situation Display
Display and Monitor:
- Unlinked targets
- CJSs
- Coast list in a full format showing all pertinent information (to enable prompt detection of newly delinked aircraft)
- Altitude readouts (mode C)
- Current weather data and history, as necessary, for the provision of severe weather information
- VMI
- Appropriate geographic map
- Other features of the system may be used at your discretion
43
ATS Surveillance > Situation Display
When using a CSiT display, ensure that the following settings are applied:
- PPS brightness is at least one level higher than other elements on the display.
- Data tags include minima as indicated in the following table.
Alpha Tags Include:
ACID
Wake turbulence category
SFI
Altitude readouts
VMI
Ground speed
Bravo Tags Include:
CJS
Altitude
VMI
VFR/Unlinked Tags Include:
Altitude
VMI
Inset Windows
When using inset windows, ensure they are:
- Placed outside sector boundaries or in areas where they do not obstruct jurisdictional traffic.
- Not used for ATS surveillance separation purposes.
44
Altitude Readouts > Invalid Altitude Readouts
Take action as indicated in Invalid Altitude Readouts when either of the following applies:
- An altitude readouts is invalid.
- You observe a previously validated altitude readout to be invalid for four or more subsequent readout updates.
Altitude Readout is invalid:
Ensure the pilot has the correct altimeter setting.
Request another altitude verification
Aircraft Altimeter setting is correct and the altitude readout remains invalid:
Instruct the pilot to reset the transponder or ADS-B
If, after resetting, the readout remains invalid, instruct the pilot to turn off Mode C or ADS-B Altitude Transmission, and give the reason
The aircraft Mode C cannot be turned off:
Do not use the altitude readout as an indication of the aircraft’s present altitude
The aircraft’s ADS-B altitude encoding cannot be turned off without turning off the ADS-B transponder:
Do not use the altitude readout as an indication of the aircraft’s present altitude
You may consider the vertical distance between the pilot-verified altitude and the ADS-B invalid reported altitude as a block altitude
If a TCAS alert is likely to occur, issue traffic information and a cautionary indicating the invalid information to other aircraft in proximity
You may instruct the pilot to turn off ADS-B or their transponder then apply an appropriate non-surveillance separation standard.
Follow the procedures in ADS-B unserviceable or malfunctioning
45
Validated Altitude
An aircraft is deemed to be maintaining a validated altitude when it is within 200 feet of the assigned altitude.
Once we have validated the aircraft’s altitude readout, we can use it for separation purposes. This will eliminate the need for pilot reports.
46
INDICATED AIRSPEED
The uncorrected reading on the airspeed indicator.
47
TAS - TRUE AIRSPEED
The airspeed of an aircraft relative to undisturbed air. It is used primarily in flight planning and the enroute portion of flight. When used in pilot/controller communications, it is referred to as “true airspeed” and not shortened to “airspeed”.
48
GROUND SPEED
The speed of the aircraft over the surface of the earth.
49
MACH NUMBER
The ratio of the speed of an object to the local speed of sound.
50
Basic Mental Math for miles per minute
Speed = Distance / Time
Ie. 60 mph = 60 miles/1 hour (60 minutes) =1 mile per minute
51
Mach Speed Assignments
TC AIM RAC 11.1 - Adherence to Mach Number
Within CDA, aircraft shall adhere to the Mach number assigned by ATC, to within .01 Mach, unless approval is obtained from ATC to make a change or until the pilot receives the initial descent clearance approaching destination. If it is necessary to make an immediate temporary change in the Mach number (e.g. because of turbulence), ATC shall be notified as soon as possible that such a change has been made.
If it is not possible to maintain the last assigned Mach number during en route climbs and descents because of aircraft performance, pilots shall advise ATC at the time of the climb/descent request.
52
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.
53
Speed Assignments > Speed Requests
You may request that a pilot state the aircraft’s speed.
- Say Airspeed
- Report Airspeed
- Say Mach Number
- Report Mach Number
54
ATS Surveillance - Speed Assignments
If required to achieve or maintain required spacing or to minimize vectoring, instruct a pilot to adjust the aircraft’s speed.
55
Speed Assignments > Expression of Speed Adjustments
Express the speed adjustment using either of the following methods:
- As a multiple of 10 knots, based on IAS
- If the aircraft is a turbojet operating in high-level airspace, as a Mach number
56
Speed Assignments > Guidelines for Speed Adjustments
When making speed adjustments, use the guidelines provided in the table below. You may assign speeds that are lower than those specified only after coordinating with the pilot.
Can you maintain (speed)?
Are you able to maintain (speed)?
What is your minimum approach speed?
20 Miles or more from destination, minimum assignable speed:
10000 ASL and above - 250 IAS
Below 10000 ASL - 210 IAS
Less than 20 Miles from destination, minimum assignable speed:
Turbojet - 150 IAS (use only when required for spacing on final approach), 160 IAS (preferred when assigning a speed to cross final approach fix)
Propeller - 120 IAS
57
Speed Assignments > Airspeed Limitations
Do not approve a speed over 250 knots IAS below 10000 feet above sea level, but acknowledge a pilot who informs you of a requirement to operate above the CARs-regulated speed limitations for minimum safe speed requirements.
If a pilot reports or operates at a speed over 250 knots below 10000 feet above seal level and does not state that it is for minimum safe speed, inform the operations duty manager.
58
TC AIM 2.5.2 Aircraft Speed Limit Order
According to CAR 602.32, no person shall operate an aircraft in Canada;
(A) below 10 000 ft ASL at more than 250 KIAS; or
(B) below 3 000 ft AGL within 10 NM of a controlled airport and at more than 200 KIAS, unless authorized to do so in an air traffic control clearance.
Exceptions:
(A) A person may operate an aircraft at an indicated airspeed greater than the airspeeds refered to in (a) and (b) above where the aircraft is being operated in according with a special flight operations certificate - special aviation event issues under CAR 603.
(B) If the minimum safe speed, given the aircraft configuration, is greater than the speed referred to in (a) or (b) above, the aircraft shall be operated at the minimum safe speed.
59
Speed Assignments > Speed Assignment Phraseology
When assigning speeds, use positive speed control by issuing any of the pilot instructions indicated in the following sections.
Avoid ambiguous phraseology such as MAINTAIN BEST FORWARD SPEED or KEEP THE SPEED UP.
60
Maintaining Specific Speed Assignments
You may instruct a pilot to fly at a specific speed.
Maintain present speed
Maintain present Mach number
Maintain (speed)(number) knows
Maintain (speed)Mach (number)
Speed (number) knots
61
Speed Reductions and Slower Speed Ranges
You may instruct a pilot to fly at slower speeds. Do not specify the minimum aircraft speed when a higher speed would suffice.
Issuing a Maximum Speed:
Maintain (speed)(number) knots or less
Maintain (speed) Mach (number) or less
Do not exceed (speed)(number) knots
Do not exceed (speed) Mach (number)
Reducing to a specific speed or less:
Reduce to minimum clean speed
Reduce to minimum approach speed
Reduce (speed) (number) knots (or less)
Reduce (speed) Mach (number) (or less)
Reducing speed by a specific value:
Reduce (speed) by (number) knots
Reduce (speed) by Mach (number)
62
Speed Increases and Faster Speed Ranges
You may instruct a pilot to fly at faster speeds.
Issuing a minimum speed:
Maintain (speed)(number) knots or greater
Maintain (speed) Mach (number) or greater
Increasing to a specific speed or greater:
Increase (speed)(number) knots (or greater)
Increase (speed) Mach (number) or greater
Increasing speed by a specific value:
Increase (speed) by (number) knots
Increase (speed) by Mach (number)
63
Issuing Speed Reductions and Simultaneous Descents
A simultaneous descent and speed reduction can be a difficult manoeuvre for some type of turbojet aircraft. It may be necessary for the pilot to level off temporarily and reduce speed prior to descending. Specifying which action is to be accomplished first removed any doubt the pilot may have concerning controller intent or priority.
Reduce (speed)(number) knots (or less), then descend (altitude)
Descend (altitude), then reduce (speed) (number knots/mach) (or less)
Descend (altitude), then reduce (speed) by (number knots/mach) (or less)
64
Terminating Speed Assignments
Except when the aircraft has been cleared for an approach, advise the aircraft to resume normal speed when a speed adjustment is no longer necessary.
65
SAME TRACK
In the application of separation, expression used by ATC to indicate identical tracks or tracks that converge at an angle of 1-degree to 44-degrees inclusive.
66
Monitoring Speed Assignments
Unless the pilot advises they are unable to comply, promptly restate a speed assignment if it appears the aircraft is not operating in accordance with a previously assigned speed instruction.
67
Flight Priority
Provide air traffic services to aircraft on a “first come, first served” basis, and give priority as indicated in the following sections.
Exceptions to “first come, first served” are permitted when they increase overall efficiency and reduce the average delay.
Factors that could affect traffic sequence include:
- The type of approach intended
- The types of aircraft and their relative performance
- Any specified minimum departure interval between takeoffs
- The routes to be followed after takeoff
- Wake turbulence separation minima
- Aircraft subject to ATFM
68
Position Information > Observed Deviations
Inform the pilot if your observe any of the following:
- It appears that the aircraft will deviate or has deviated from its assigned route or holding area
- The altitude readout indicates the aircraft has deviated by 300 feet or more from it’s assigned altitude
- The altitude readout indicates that the aircraft has deviated by 200 feet from its assigned altitude and the VMI indicates that the aircraft is continuing its climb or descent away from the assigned altitude.
When an aircraft has deviated from assigned airspace, if necessary, assist it in returning to the assigned airspace.
69
Glossary > TRAFFIC INFORMATION
Information issued by ATS to pilots regarding other known or observed traffic that may be in such proximity to their position or intended route as to warrant their attention.
70
Traffic Management > Traffic Information
If the target of on identified IFR or CVFR aircraft appears likely to come in proximity to another observed target to warrant the pilot’s attention, provide ATS surveillance traffic information, unless one of the following applies:
- The aircraft are known to be separated by more than the appropriate vertical separation minimum.
- The aircraft are established in a holding pattern.
71
Enroute Operations > Holding
Unless they are separated by more than the minimum vertical separation, inform holding aircraft of other aircraft holding at the same fix.
72
Traffic Information
Provide traffic information to pilots of aircraft in Class C and Class D airspace.
Provide traffic information to pilots of aircraft in Class E airspace, unless workload, equipment limitations, or higher priority duties prevent you from doing so.
In this context, workload means traffic volume, traffic complexity, radio frequency congestion, coordination, or other control-related duties. It does not include system limitations created by on-the-job training, staffing or employee periods of relief, or other workplace constraints.
73
Traffic Information
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
74
Control Service
Give priority to providing control service. Provide other services to the fullest possible extent.
75
ATS Surveillance Separation > ATS Surveillance Separation From a Prominent Obstruction
When an aircraft is at an established minimum vectoring altitude that does not provide adequate clearance above a prominent obstruction, vector the aircraft by one of the following minima:
- 5 miles, if the position of the obstruction is indicated on CSiT or NARDS
- 3 miles, if the following apply:
- You provide terminal control service
- The ATS surveillance sources include MLAT/WAM, DND-NG, or RSE but do not include DND-NWS
- CSiT or NARDS displays a maximum range of 120 miles from left to right
- The obstruction is enclosed within a circular buffer that is indicated on CSiT or NARDS
76
Effect of Wind on Track
Plane’s heading turns into the wind to stay on track, degree of which depends on the strength of the wind.
77
NON-ATS SURVEILLANCE ROUTE
A route on which an aircraft can determine its position, track, and, consequently, the minimum IFR altitude without benefit of ATS surveillance information
78
What to consider before choosing to vector?
Controller Workload
Pilot Workload
Proximity of Aircraft to the Sector Boundary
79
VECTOR
A heading given by a controller to a pilot to provide navigational guidance.
80
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
81
Vectoring
Vector an aircraft if any of the following apply:
- It is necessary for separation
- If it required for noise abatement procedures
- You or the aircraft will gain an operational advantage
- The pilot requests it
82
Vectoring Initiation
If you initiate vectoring, inform the pilot of the following:
- The purpose of vectors and/or the point to which the aircraft is being vectored
Vectors due traffic / vectors for (sequencing/spacing/other) / Vectors for (position in circuit)
- The aircraft’s SID or STAR is cancelled, if applicable:
SID cancelled / STAR cancelled
If the aircraft is flying an open STAR, the pilot will be aware of the purpose of the vectors, as the chart and the TC AIM provide this information. Providing distance to fly or expectations for descent will help pilots manage their profile appropriately.
83
Glossary > Traffic Information
Information issued by ATS to pilots regarding other known or observed traffic that may be in such proximity to their position or intended route as to warrant their attention.
84
Traffic Management > Traffic Information
If the target of an identified IFR or CVFR aircraft appears likely to come in proximity to another observed target to warrant the pilot’s attention, provide ATS surveillance traffic information, unless one of the following applies:
- The aircraft are known to be separated by more than the appropriate vertical separation minimum
- The aircraft are established in a holding pattern
85
Traffic Management > Traffic information
Provide Traffic information to pilots or aircraft in Class C and Class D airspace.
Provide traffic information to pilots of aircraft in Class E airspace, unless workload, equipment limitations, or higher priority duties prevent you from doing so.
In this context, workload means traffic volume, traffic complexity, radio frequency congestion, coordination, or other control-related duties. It does not include system limitations created by on-the-job training, staffing, employee periods of relief, or other workplace constraints.
86
Traffic Management > Traffic Information
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
87
Scanning
The importance of developing a scanning technique that works is supported by 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
88
Tips for Scanning
1. Scan the display in a circular fashion
2. Scan from the centre of your airspace to the perimeter, implementing a plan and establishing priorities as required
