HOT DECK COMING THROUGH Flashcards
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.
Advantages of SSR
- Facilitates identification of aircraft; eliminates the necessity for identification turns or other cumbersome methods of identification
- Facilitates detection of lost aircraft, or aircraft experiencing an emergency, communication failure or hijack
- Targets can easily be tracked through areas of weather
- Elimination of clutter from weather or permanent echoes
- Enables the capability of displaying information (data tag) for a given target on the situation display
- Reduces communication workload (identification and altitude features)
- Automatic transmission of current altitude information for Mode C equipped aircraft
- Greatly improved and expanded radar coverage for transponder equipped aircraft
Disadvantages of SSR
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- Cannot detect targets without a transponder (aircraft, flocks of birds, hot air balloons, etc.)
- Cannot detect weather/precipitation (although we have weather input from other sources that can be shown on the situation display)
- SSR interrogations or returns can be blocked by terrain, buildings or other aircraft; also referred to as “line of sight issues”
MATS ACC > ATS Surveillance > 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.
You may assign a non‑discrete code to either of the following:
- An aircraft that has canceled or closed its IFR flight plan and is not requesting further ATS surveillance service
- A VFR aircraft for which ATS surveillance service is being terminated
Advantages of ADS-B
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- ADS–B sites can be located in areas where radar installation wasn’t possible due to geography or cost.
- ATS surveillance standards in formerly procedural airspace provide significant fuel savings to aircraft operators.
- Reception of ADS-B signals is not affected by atmospheric conditions.
- Allows for “free flight,” i.e. aircraft routings are not restricted because of procedural separation concerns so they can fly more or less the routes they desire for better winds, weather, etc.
- More reliable than radar in that there are no moving parts to break down.
- Allows for bi-directional exchange of information, i.e. air to ground and ground to air, or air to air.
- More accurate than radar as ADS-B positions are broadcast twice per second versus the typical 5 seconds between radar sweeps.
- There is usually no need to request pilot action to identify the aircraft. If the identification broadcast in the ADS-B message matches our database, the flight will be displayed as a linked ADS–B target and is considered identified.
Disadvantages of ADS-B
- Not all aircraft are equipped with the appropriate Mode S transponder.
- Maintenance can be difficult for ADS-B ground-based sites located in remote areas. Outages can last for long periods of time. For space-based ADS-B, a satellite outage will result in a relatively small coverage gap that moves very rapidly.
- Range is only 180 NM for a ground-based ADS-B receiver; space based ADS-B provides global coverage.
Advantages of MLAT
- Can be installed at a very low cost at airports and surrounding areas where radar is not available
- Requires no extra equipment by the aircraft
- Updates position of aircraft every second, making it more accurate than radar, and targets move smoothly across the situation display
- Enables ground controllers (or flight service specialists) to have real-time situational awareness of aircraft and vehicle positions on the aerodrome
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display
Display and monitor:
- Altitude readouts (mode C)
- Appropriate geographic map
- CJSs
- Coast list in a full format showing all pertinent information (to enable prompt detection of newly de-linked aircraft)
- Current weather data and history, as necessary, for the provision of severe weather information
- VMI
- Unlinked targets
Other features of the system may be used at your discretion.
MATS ACC > Appendix: Communication > Voice Communications > Unit Identification
Once communication is established with a pilot, you may adjust the unit identification:
- If your position has only one function and there is no likelihood of misunderstanding, you may omit the unit name and function.
- If your position has more than one function, you may omit the unit name, but must state the function in each transmission.
For sectors with multiple frequencies or combined sectors with multiple frequencies, you do not need to restate unit name when a pilot is changed to
another frequency under your jurisdiction.
MATS ACC > Traffic Management > Clearances and Instructions > Issuing and Relaying > Obtaining Readbacks
When issuing or relaying an IFR clearance or IFR instruction or amendment, obtain an accurate readback unless one of the following applies:
- Information is relayed electronically.
- An arrangement specifies otherwise.
TO BE MAINTAINING AN ALTITUDE
ITS ALTITUDE READOUT IS WITHIN 200 FEET OF ASSIGNED ALTITUDE FOR 3 CONSECUTIVE SWEEPS
TO HAVE REACHED AN ALTITUDE
ITS ALTITUDE READOUT HAS BEEN WITHIN 200 FEET OF ASSIGNED ALTITUDES FOR 4 CONSECUTIVE SWEEPS
TO HAVE VACATED AN ALTITUDE
THE ALTITUDE READOUT HAS CHANGED BY 300 FEET OR MORE, IN THE APPROPRIATE DIRECTION, FROM THE VALUE THAT PREVAILED WHILE THE AIRCRAFT WAS IN LEVEL FLIGHT
TO HAVE PASSED AN ALTITUDE
THE ALTITUDE HAS CHANGED BY 300 FEET OR MORE IN THE APPROPRIATE DIRECTION
