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
*******
- 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
***
- 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
MATS ACC > ATS Surveillance > Altitude Readouts > Invalidated Altitude Readouts
Do not use invalidated altitude readouts to determine an aircraft’s altitude.
You may use invalidated altitude readouts to do any of the following:
- Observe whether an aircraft is in level flight, climbing, or descending
- Observe rates of climb or descent
- Provide traffic information.
MATS ACC > Traffic Management > Clearances and Instructions > IFR Clearance Format
Issue clearance items, as appropriate, in the following order:
- Prefix/aircraft ID
- Clearance limit
- SID
- Route
- Altitude
- Speed
- Departure, enroute, approach, or holding instructions
- Special instructions or information, may include an SSR code
- Traffic information
MATS ACC > Traffic Management > Clearances and Instructions >
Issuing and Relaying > Correcting a Clearance or Instruction
Identify and correct any errors made during delivery or readback of a clearance or instruction, even if a readback is not required.
If there is any possibility of misunderstanding, cancel and restate the clearance or instruction in full
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
MATS ACC > Glossary
ATS SURVEILLANCE
All methods of remotely sensing aircraft using certified/commissioned electronic equipment including PSR, SSR, MLAT, ADS-B, without the benefit of visual observation.
MATS ACC > Glossary
(ALT) ALTITUDE
The vertical distance of a level, a point or an object considered as a point, measured from mean sea level. Also called: indicated altitude
MATS ACC > Glossary
TRACK
The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from true, magnetic, or grid north.
MATS ACC > Glossary
CONTROLLED AIRSPACE
An airspace of defined dimensions within which ATC service is provided.
MATS ACC > Glossary
******
AIR TRAFFIC CONTROL CLEARANCE
An authorization issued by an ATC unit for an aircraft to proceed within controlled airspace in accordance with the conditions specified by that unit.
MATS ACC > Glossary
******
AIR TRAFFIC CONTROL INSTRUCTION
A directive issued by an air traffic control unit for air traffic control purposes.
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.
USING IAS TO CALCULATE TAS
2% PER 1000FT OF ALTITUDE
GROUND SPEED
the speed of the aircraft over the surface of
the earth.
When you issue a speed adjustment to an aircraft….
…, the pilot must comply within plus or minus ten knots of the specified speed.
SPEED ASSIGNMENT GUIDELINES
*********
20 MILES OR MORE
10 000FT and + ASL 250 IAS
LESS THAN 10 000FT ASL - 210 IAS
SPEED ASSIGNMENT GUIDELINES
******
LESS THAN 20 MILES
TURBOJET
150 IAS - USE ONLY WHEN REQUIRED OF SPACING ON FINAL APPROACH
160 IAS - PREFERRED WHEN ASSIGNING A SPEED TO CROSS THE FINAL FIX
PROPELLER
120 IAS
MATS ACC > ATS Surveillance > 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 sea level and does not state that it is for minimum safe speed, inform the
operations duty manager.
TC AIM RAC 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.
MATS ACC > ATS Surveillance > Speed Assignments > Speed Assignment Phraseology
********
When assigning speeds,
… Avoid ambiguous phraseology
MATS ACC > ATS Surveillance > Vectoring > 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
- That the aircraft’s SID or STAR is cancelled, if applicable
MATS ACC > Separation > 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. (Vectoring an Aircraft Past an Obstruction)
MATS ACC > Traffic Management > Traffic Information > 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
MATS ACC > ATS Surveillance > Position Information > Observed Deviations
Inform the pilot if you 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 that the aircraft has deviated by 300 feet or more from its 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.
