MATS 104-B Flashcards
Advantages of SSR
- 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
- 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
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”
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 GLOSSARY
PPS
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.
MATS Glossary
CJS
CJS (CONTROLLER JURISDICTION SYMBOL) - Symbol that identifies a sector.
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display
Display and Monitor:
- Unlinked targets[1]
- CJSs
- Coast list in a full format showing all pertinent information (to enable prompt detection of newly de-linked aircraft)
- Altitude readouts (mode C)[2]
- Current weather data and history, as necessary, for the provision of severe weather information[3]
- VMI
- Appropriate geographic map
- Other features of the system may be used at your discretion.
1 Unlinked targets are displayed to ensure that you will have a target if de-linkage occurs or to display aircraft for which no flight plan has been entered into Fusion.
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display
When using a CSiT situation 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 tag: any aircraft that is on your CJS
bravo tag: any PPS that is on a different CJS
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display
When using inset windows, ensure they are:
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.
PTL
Projected Track Line
It is measured by time
RBL
Range Bearing Line
Link RBL
RBL without any information
MATS ACC > Appendix: Communication > Communication Fundamentals
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
MATS ACC > Appendix: Communication > Voice Communications > Voice Transmissions
Fully understand…..
Fully understand each message before beginning a transmission.[1]
1 This helps to eliminate delays in communication.
MATS ACC > Appendix: Communication > Voice Communications > Voice Transmissions
Incorporate the highest possible intelligibility in each transmission by using these transmitting techniques.
CLARITY - enunciate each word, especially numbers, as distinctly as possible
SPEED - maintain an even rate. If the recipient will be copying the transmission, speak slowly to allow enough time for verbatim copy and avoid request for repeats
VOLUME AND TONE - conduct transmissions at a constant volume and in a normal conversational tone
MICROPHONE - be familiar with microphone operating techniques. If it is necessary to turn away from the microphone, suspend speech temporarily
When must you use niner?
Altitudes and Altimeters
Number grouping
Express whole thousands by pronouncing each…
Express whole thousands by pronouncing each digit in the number of thousands followed by the word THOUSAND.
5000 - FIVE THOUSAND
11000 - ONE-ONE THOUSAND
You may use group form to express all of the numbers identified in “Numbers in Group Form”, provided…
…there is no likelihood of misunderstanding.
When must we use DECIMAL in transmissions?
We must also say the word decimal in all transmissions, except when issuing the altimeter setting or assigning frequencies.
Transmitting heading
Express headings in degrees as three-digit numbers. Use degrees magnetic except if deemed appropriate to use degrees true. For due north, use HEADING 360.
HEADING THREE SIX ZERO
HEADING THREEE SIX ZERO TRUE
TRANSMITTING SPEED
Express speed using separate digits either in knots or with the mach number
250 knots “SPEED TWO FIVE ZERO KNOTS”
MACH 0.82 “MACH DECIMAL EIGHT TWO”
TRANSMITTING ALTIMETER
Express altimeter settings as four-digit numbers, indicating the inches of mercury to the nearest hundredth of an inch. Do not indicate the decimal point. Pronounce the digits 5 and 9 as indicated in Phonetic Number Pronunciation.
29.85 “altimeter two niner eight fife”
Transmitting Wind Direction and Speed
When providing wind direction and speed:
* Use the values indicated in Wind Direction and Speed Values (table below)
* Express direction as a three-digit number indicating degrees.
* only wind speed can be grouped
* In the NDA, include the word TRUE after the wind direction data.
Note:
- in NDA, wind direction is true, in SDA, wind direction is magnetic
- in METARS and TAFs, wind direction is true
Transmitting Time
Express time in hours and minutes. Use a 24-hour day beginning at midnight, and use the time group 0000Z to indicate midnight. Use UTC, except if deemed appropriate to identify another time zone.
Transmit time checks in hours and minutes to the nearest half minute. (add “AND A HALF”)
Transmitting Distance
Express distance using separate digits in nautical miles.
Transmitting Visibility
Express visibility in statute miles using separate digits
15 SM “Visibility ONE FIVE MILES”
Establishing Contact
Insert the aircraft call sign or the identification of the receiving unit at the beginning of every transmission and, as required, your unit identification as the second item. If the source of the transmission may be misunderstood, use the words THIS IS before identifying your unit.
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.
Canadian Aircraft Call signs
After initial contact using the full call sign, some
aircraft call signs may subsequently be abbreviated.
List!
Air carriers with telephony designator when callsign is designator + last four characters of registration, can be abbreviated to designator + last TWO characters of the registration
Private or without telephony designators when callsign is [manufacturers name or aircraft type] + last four characters of registration can be abbreviated to last THREE characters of the registration
Foreign Aircraft Call Signs
After initial contact using the full call sign, some aircraft call signs may subsequently be abbreviated.
List!
Air carriers with telephony designator when callsign is designator + complete registration, can be abbreviated to designator + last TWO characters of the registration
Private or without telephony designators when callsign is [manufacturers name or aircraft type] + complete registration can be abbreviated to last THREE characters of the registration
Wake Category Suffixes
Include the wake category suffixes HEAVY or SUPER as appropriate in the initial contact. After communication is established, you may omit these terms.
Priority Suffixes
For medical evacuation flights, include the priority suffix MEDEVAC in all communications.
Similar Call Signs
*on exams for sure
If communicating with two or more aircraft that are using the same…
If communicating with two or more aircraft that are using the same flight number or similar-sounding call signs, advise each of the aircraft concerned of the other’s presence.
“WJA123 be advised JZA123 also on this frequency”
If further clarification is required, do one of the following:
- For emphasis restate the telephony designator of the aircraft after the flight number (JAZZ813JAZZ)
- Add the type of aircraft to the callsign (Navajo bravo Zulu alpha)
- Instruct one of the pilots to use the telephony designator followed by at least the last two characters of the aircrafts registration (jazz November delta)
Coordination with an adjacent unit or sector may be necessary when both aircraft are transferred to the same frequency
Normally, transmit ATC messages via one of the following communication systems:
- ATC Interphone: for IFR and CVFR movement and control messages[1] (This may be accomplished electronically)
- Air-Ground: for messages to aircraft concerning control and safety of flight
If primary communication systems are congested or not available, use an alternate communication system:
- Transmit IFR and CVFR movement and control messages using the quickest method[2], which may include placing or accepting long distance telephone calls.
- SATVOICE is approved for routine communications; however, preference should be given to primary VHF, HF, and CPDLC communication methods.
- You may transmit VFR and DVFR movement messages that require immediate action via ATC interphone.
- You may arrange to have ATC messages accommodated on meteorological circuits provided you coordinate with the local meteorological office.
GLOSSARY
READBACK
A procedure whereby the receiving station repeats a received message or an appropriate part thereof to the transmitting station so as to obtain confirmation that the message was received correctly.
When a request from a pilot is denied…..
When a request from a pilot is denied, provide a reason. The pilot’s situational awareness is improved when you provide a reason.
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.
Express altitude above sea level and RVR data in….
Express altitude above sea level and RVR data in thousands plus hundreds of
feet.
2700 - TWO THOUSAND SEVEN HUNDRED
13200 - ONE THREE THOUSAND TWO HUNDRED
Canadian Aircraft Full Callsigns
With telephony designators
- Telephony Designator + Flight Number
No Abbreviation - Telephony Designator + last four characters of the registration
Abbreviated: Telephony Designator + last TWO characters of the registration
Canadian Aircraft Full Callsigns
Private or without telephony designators
[Manufacturer’s name or aircraft type] + last four characters of the registration
Abbreviated: Last three characters of the registration
Aircraft type includes such descriptions as JET, HELICOPTER, GLIDER, or
ULTRALIGHT.
Canadian Aircraft Full Callsigns
Military
- CANFORCE + last four digits of the registration
If military aircraft registration has only three digits, use CANFORCE + three digits of registration. - CANFORCE + flight number
- Tactical Call Sign (Gonzo Zero Eight)
A tactical call sign has no relationship to the operating agency, registration, or
flight number.
No Abbreviations!
Canadian Aircraft Full Callsigns
Coast Guard
CANADIAN COAST GUARD + flight number
No Abbreviations!
Canadian Aircraft Full Callsigns
Ice Patrol
CANICE + flight number
No Abbreviations
Canadian Aircraft Full Callsigns
Civil Air Search and Rescue Association
- RESUCE + flight number
- CASARA + complete registration
No Abbreviations!
Foreign Aircraft Full Callsigns
Air carriers with telephony designators
- Telephony designator + flight number
No Abbreviation - Telephony designator + complete registration
Abbreviation: Telephony designator + last two characters of the registration
Foreign Aircraft Full Callsigns
Air carriers without telephony designators or private
[Manufacturer’s name or aircraft type] + complete registration
Abbreviated: last THREE characters of the registration
Aircraft type includes such descriptions as JET, HELICOPTER, GLIDER, or
ULTRALIGHT.
Foreign Aircraft Full Callsigns
Military
-Telephony Designator + flight number
-Telephony Designator + last digits of the registration to a maximum callsign of seven characters
-Tactical Call Sign
No Abbreviations!
Automated equipment limits aircraft call signs to a total of seven characters.
A tactical call sign has no relationship to the operating agency, registration, or
flight number.
Foreign Aircraft Full Callsigns
Open Skies Treaty
OPEN SKIES + country code and mission type
No Abbreviation!
The two-digit country code is available in Location Indicators and in
NAV CANADA-DND Open Skies Arrangement, Annex B. Open Skies Treaty
flight call signs start with the letters “OSY.” The following suffixes signify the
mission types: “F” for observation flight, “D” for demonstration flight, and “T”
for transit flight.
Foreign Aircraft Full Callsigns
Coast Guard
Telephony Designator + flight number
No Abbreviations
