MATS 104 - SOURCE Flashcards
Two Types of Control Service (List and describe)
Procedural Control
Based on time, speed, distance, and the capabilities of aircraft navigation systems
ATS Surveillance Control
Based on distance only.
The use of ATS surveillance will enable you to make more efficient use of your airspace. In ATS surveillance environments, we can see the present positions of airplanes on our situation display; this is not true in procedural environments.
MATS rule regarding surveillance control vs procedural control
Use an ATS surveillance control procedure in preference to a procedural control procedure unless you or the pilot gain an operational advantage.
MATS GLOSSARY
ATS SURVEILLANCE SERVICE
A term used to indicate a service provided directly by means of an ATS surveillance system
MATS GLOSSARY
ATS SURVEILLANCE SYSTEM
A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft
A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and
performance equal to or better than monopulse SSR.
MATS 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.
Our Mandate, As per MATS
is to provide an area, terminal or oceanic control service, as well as other services, to aircraft operating in our airspace. ATS surveillance is the main tool in the control of aircraft in our airspace.
ATS Surveillance can be used to provide other services:
LIST
ATS SURVEILLANCE CONTROL SERVICE
ATS SURVEILLANCE SEPARATION
ATS SURVEILLANCE ADVISORY
ATS SURVEILLANCE MONITORING
ATS SURVEILLANCE CONTROL SERVICE
An air traffic control service provided with information derived from ATS surveillance equipment sources
Example: turning an aircraft 20 degrees to gain separation between it and another aircraft
ATS SURVEILLANCE SEPARATION
Spacing of aircraft in accordance with established minima, based on information derived from ATS surveillance
Example: Maintaining 1000 feet vertical separation between co-located PPSs, until 5 miles between the centres of the PPSs is achieved
ATS SURVEILLANCE ADVISORY
Advice and information based on ATS surveillance observations
Example: giving advice to an aircraft about weather observed on the situation display (if so equipped)
ATS SURVEILLANCE MONITORING
The use of ATS surveillance for providing aircraft with information and advice relative to significant deviations from their normal flight path
Example: You notice an aircraft off course, you query the aircraft, and assist it back on course
MATS
Navigation Assistance
Unless specifically prohibited, use ATS surveillance to provide navigation assistance if a pilot requests it
navigation assistance may be in the form of position information, vectors, or track and ground speed checks
Example: Informing an aircraft of the distance from their destination airport so they can plan an appropriate descent profile
MATS ACC > Service Fundamentals > ATS Surveillance Service
You may apply ATS surveillance control procedures, prodvided:
- 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
o The aircraft has been cleared for an approach
o You have transferred communication to the tower (The arrival controller is responsible for ensuring separation until control is transferred to the tower) - You are satisfied that the displayed ATS surveillance information is adequate
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
DCPC
(DIRECT CONTROLLER-PILOT COMMUNICATIONS)
Communication between a controller and a pilot without resort to a relay through another unit
MATS ACC > ATS Surveillance > ATS Surveillance Equipment >
ATS Surveillance Failure or Degradation
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
List the 10 Competencies necessary for the provision of air traffic services
Situational Awareness
Traffic and capacity management
Separation and conflict resolution
Communication
Coordination
Management of non-routine situations
Problem solving and decision making
Self-management and continuous development
Workload management
Teamwork
10 Competencies of the provision of air traffic services
Situational Awareness
Comprehend the current
operational situation and
anticipate future events
Monitors air traffic in their area of
responsibility, as well as nearby
airspace, to anticipate the impact
on their sector.
10 Competencies of the provision of air traffic services
Traffic and Capacity Management
Ensure a safe, orderly and
efficient traffic flow and provide
essential information on
environment and potentially
hazardous situations
Uses appropriate procedures to
sequence arriving, departing and
en-route aircraft to ensure an
efficient flow of traffic, taking into
account aircraft performance.
10 Competencies of the provision of air traffic services
Separation and Conflict Resolution
Manage potential conflicts and
maintain separation
Identifies potential conflicts,
selects the appropriate separation
method, applies the separation
standard, and issues clearance
and instructions that resolve
traffic conflicts.
10 Competencies of the provision of air traffic services
Communication
Communicate effectively in all
operational situations
Speaks clearly and concisely to
explain the immediate situation,
as well as the risks and benefits of
different actions.
10 Competencies of the provision of air traffic services
Coordination
Coordinate with other operational
positions to find a solution to
situations outside the ordinary
Effectively negotiates solutions to
unusual situations
10 Competencies of the provision of air traffic services
Management of non-routine situations
Detect and respond to emergency
and unusual situations related to
aircraft operations and manage
degraded modes of ATS operation
Notes unusual behavior (red
flags), determines the most
appropriate action, and reacts
immediately.
10 Competencies of the provision of air traffic services
Problem Solving and Decision Making
Find and implement solutions for
identified hazards and associated
risks
Identifies issues, prioritize
problems and select the best
possible solution, while
considering existing rules and
procedures.
10 Competencies of the provision of air traffic services
Self Management and Continuous Development
Demonstrate personal attributes
that improve performance and
maintain an active involvement in
self-learning and selfdevelopment
Receptive to feedback, seeks out
learning opportunities and
modifies behavior according to
feedback.
10 Competencies of the provision of air traffic services
Workload Management
Use available resources to
prioritize and perform tasks in an
efficient and timely manner
Assess current and anticipated
workload to prioritize tasks,
mitigate distractions, and
delegate if necessary.
10 Competencies of the provision of air traffic services
Teamwork
Operates as a team member
Behaves respectfully towards
others, reduces tension, and
seeks to resolve conflicts.
MATS ACC > Service Fundamentals > Control Service
Issue clearances and instructions as necessary to…
Issue clearances and instructions as necessary to maintain a safe, orderly, and
expeditious flow of traffic under the control of your unit.
MATS ACC > Service Fundamentals > Control Service
Provide area, terminal, or oceanic control service to:
- IFR aircraft in controlled airspace
- VFR aircraft in Class A and Class B airspace.
(Note: If authorized by the minister of transport, CARs permits VFR operations in class A airspace)
Give priority to providing control service. Provide other services to the fullest possible extent
MATS ACC > Glossary
Separation
The spacing between aircraft, altitudes, or tracks
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 > 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
MATS ACC > Separation > Separation Basics
To ensure an expeditious flow of traffic, operate…..
To ensure an expeditious flow of traffic, operate as closely to the prescribed minimum as circumstances permit. If exceptional circumstances call for extra
caution, apply greater separation than the specified minimum.
MATS ACC > Glossary
Controlled Airspace
An airspace of defined dimensions within which ATC
service is provided.
MATS ACC > Glossary
RSE
Radar Site Equipment
A radar owned and operated by NAV CANADA
MATS ACC > Glossary
LINKAGE
An automated or manual function that matches ATS surveillance data with flight plan data.
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes
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.
“RESET TRANSPONDER, SQUAWK XXXX” - 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.
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes
Instruct pilots of transponder-equipped aircraft to reply to SSR interrogation by…..
Instruct pilots of transponder-equipped aircraft to reply to SSR interrogation by assigning the appropriate code. If required, you may assign special condition codes.
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes > Code Assignment
Assign an aircraft a discrete code….
Assign an aircraft a discrete code in preference to a non-discrete code.[5]
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes > Code Assignment
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
Due to system limitations regarding the number of codes, minimize discrete code assignment changes.
If a discrete code is not assigned by ATC:
MATS ACC > Glossary
ADS-B
(AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST)- A means by which aircraft, aerodrome vehicles, and other objects can automatically transmit and/or receive data such as identification, position, and additional data, as appropriate, in a broadcast mode via a data link.
MATS GLOSSARY
RADAR
A radio detection device that provides information on range, azimuth, or elevation of objects, of two types:
- Primary surveillance radar
- Secondary surveillance radar
MATS GLOSSARY
PSR
(PRIMARY SURVEILLANCE RADAR) - A radar system that detects objects by means of reflected radio signals. Also called: primary radar
Max range 80nm
MATS GLOSSARY
SSR
(SECONDARY SURVEILLANCE RADAR) – A radar system that requires complementary aircraft equipment (transponder). The transponder generates a coded reply signal in response to transmissions from the ground station (interrogator). Since this system relies on transponder-generated signals rather than signals reflected from the aircraft, as in primary surveillance radar, it offers significant operational advantages such as increased range and positive identification. Also called: secondary radar
Max range 250 nm
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
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.
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.
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
Number grouping
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
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.
* Express direction as a three-digit number indicating degrees.
* 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.
After initial contact using the full call sign, some aircraft call signs may subsequently be abbreviated.
Canadian Aircraft Call signs
After initial contact using the full call sign, some aircraft call signs may subsequently be abbreviated.
Foreign Aircraft Call Signs
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 flight number or similar-sounding call signs, advise each of the aircraft concerned of the other’s presence.
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.
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
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.
CARs 602.31 Compliance with Air Traffic Control Instructions and Clearances
(1) Subject to subsection (3), the pilot-in command of an aircraft shall
(a) comply with and acknowledge, to the appropriate air traffic control unit, all of the air traffic control instructions directed to and received by the pilot-in-command; and (b) comply with all of the air traffic control clearances received and accepted by the pilot-in-command and
***know this^^^^^ below not so much
(i) subject to subsection (2), in the case of an IFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, and
(ii) in the case of a VFR flight, read back to the appropriate air traffic control unit the text of any air traffic control clearance received, when so requested by the air traffic control unit.
(2) Except if requested to do so by an air traffic control unit, the pilot-in-command of an IFR aircraft is not required to read back the text of an air traffic control clearance pursuant to paragraph (1)(b)(i) where
(a) the air traffic control clearance is received on the ground by the pilot-in-command before departing from a controlled aerodrome in respect of which a standard instrument departure procedure is specified in the Canada Air Pilot; or (b) the receipt of the air traffic control clearance is acknowledged by the pilot-in-command by electronic means.
FL
Flight Level
An altitude expressed in hundreds of feet indicated on an altimeter set to 29.92 inches of mercury or 1013.2 hectopascals
There are two ways a controller can determine the current altitude of an aircraft:
i. Ask the pilot for their current altitude.
ii. Look at the aircraft’s data tag on the situation display.
To ensure that altitude information is correct, controllers use a combination of both these methods. Normally a controller looks at the flight data tag on the display and observes the altitude. When the aircraft reports the altitude, the controller compares the two pieces of information for accuracy.
If required and not provided on initial contact…
ask the pilot to verify altitude.
If required, instruct a pilot to report:
- leaving an altitude “REPORT LEAVING”
- Passing an altitude “REPORT PASSING”
- Reaching an altitude “REPORT REACHING”
If an altitude report is necessary during a step-down procedure, you should specify an altitude that is 2000 feet or more from the altitude to which the aircraft has been cleared.
Consider an aircraft to be maintaining an altitude when
Its altitude readout is within 200 feet of its assigned altitude for four consecutive readouts
Note: This is a key rule. It tells you that when an aircraft reports its altitude, you must correlate it immediately with the data block altitude readout and ensure that it is within the 200-foot parameter.
Consider an aircraft to have reached an altitude when
Consider an aircraft to have vacated an altitude when
Understand the “starting point” in the note below
Consider an aircraft to have passed an altitude when
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.
When an aircraft has deviated from assigned airspace, if necessary, assist it in returning to the assigned airspace.
Mode C altitude is considered valid if the readout value…..
The Mode C altitude is considered valid if the readout value does not differ from the aircraft reported altitude by more than 200 ft. The readout is considered invalid if the difference is 300 ft or more. Therefore, it is expected that pilot altitude reports, especially during climbs and descents, will be made to the nearest 100-ft increment.
Alpha tags, or Full Data Blocks (FDB)
Vs
Limited tags also called Bravo Tags or Limited Data Blocks (LDB)
Alpha tags, or Full Data Blocks (FDB), are the aircraft that are under our control or jurisdiction. Targets will be displayed this way when they have been tagged with a flight plan and the flight plan’s CJS matches the display CJS.
Limited tags also called Bravo Tags or Limited Data Blocks (LDB) which usually means they are under another controller’s jurisdiction. The position of the information display is the same as Alpha tags and will be looked at briefly later in this lesson.
Data block:
MEDEVAC Symbol
If the flight plan remarks contain MEDEVAC, MED or HOSP, then the MEDEVAC symbol “+” appears in front of the ACID.
Data Block:
WT (Wake Turbulence Category)
This character appears to the right of the ACID field and may be one of the following:
- Light
/ Medium
Treated as a heavy for wake turbulence if it is the leading aircraft (Note: only on mediums that fit this description, all other mediums have no symbol)
+ Heavy Super heavy
A box around a “Heavy” aircraft as indicated in the screen shot above, indicates a Super Heavy for wake turbulence purposes.
Data block:
SFI
SFI (SPECIAL FLIGHT INFORMATION)
The SFI is a single character (letter) that is added by the controller to supplement the data tag information. The explicit meaning for each letter is unit-specific and is established by arrangement. In Generic IFR training, the SFI is used to indicate the language of the pilot in bilingual environments.
The SFI field is displayed to the right of the WT field.
Data Block:
VMI
Vertical Movement Indicator (VMI). The VMI, when activated, presents an up or down arrow next to the altitude and indicates whether the aircraft is climbing or descending.
Data Block:
VMR
Controllers also have the option of selecting Vertical Movement Rate (VMR). This tells us the rate at which the aircraft is climbing or descending, in hundreds of feet per minute.
History Trail Dots
Each dot represents
5 seconds of flight time for the aircraft (the radar turns 12 times per minute). ADS updates every 3 seconds. Therefore, the faster the ground speed of the aircraft the further apart the dots will be. Conversely, a slow-moving aircraft will have its history trail dots closer together. Controllers can select how many history trail dots they wish to see on their display. NARDS gives the option of selecting between 0 and 200.
Standard phraseology vs plain language
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.
CPDLC
A text-based communication system, known as Controller-Pilot Data Link Communications (CPDLC), is installed in some ACC specialties. It allows controllers and pilots to communicate via text messaging, thereby reducing the need for voice communication.
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.
Providing Readbacks to Other Controllers
When received from a Canadian controller or when requested by other agencies, read back verbatim any IFR clearance, IFR instruction, or any amendments to IFR clearances or IFR instructions.
Similarly, Canadian flight service specialists are also required to read back a clearance or instruction.
Foreign Controller Readbacks
With the exception of foreign NAT oceanic controllers, foreign agencies may not be required to give readbacks.
TC AIM RAC 8.3 Altitude Reports
Note: There is a disconnect between our requirements and pilots’ requirements. You must ensure that you have received confirmation of any aircraft’s altitude on initial contact.
Although the CARs do not specifically direct pilots to report altitude information to ATC, pilots, if not operating in radar airspace (i.e. radar- identified by ATC), should report reaching the altitude to which the
flight has been initially cleared. When climbing or descending en route, pilots should report when leaving a previously-assigned altitude and when reaching the assigned altitude.
On initial contact with ATC, or when changing from one ATC frequency to another, when operating in radar or non-radar airspace, pilots of IFR and CVFR flights should state the assigned cruising altitude and, when applicable, the altitude through which the aircraft is climbing or
descending.
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.
“YOUR ALTITUDE READOUT IS (altitude), ALTIMETER IS (setting). VERIFY YOUR ALTITUDE”
MATS ACC > ATS Surveillance > Altitude Readouts > Invalid Altitude Readouts
Take action as indicated in “Invalid Altitude Readouts” when either of the following applies:
- An altitude readout is invalid.
- You observe a previously validated altitude readout to be invalid for four or more successive readout updates.
Invalid Altitude Readouts
Altitude Readout is Invalid
- Ensure that the pilot has the correct altimeter setting
- Request another altitude verification
“(altimeter name) ALTIMETER ( setting ). CHECK ALTIMETER SETTING AND CONFIRM ( altitude )”
Invalid Altitude Readouts
Aircraft’s 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
“STOP SQUAWK MODE CHARLIE. ALTITUDE READOUT DIFFERS BY (number) FEET)”
“STOP A-D-S-B ALTITUDE TRANSMISSION. ALTITUDE READOUT DIFFERS BY (number) FEET”
Invalid Altitude Readouts
The aircraft’s Mode C cannot be turned off without turning off the transponder
- Do not use the altitude readout as an indication of the aircraft’s present altitude
Invalid Altitude Readouts
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 report 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 of ADS-B or their transponder and then apply an appropriate non-surveillance separation standard
- Follow the procedures in “ADS-B unserviceable or Malfunctioning”
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.
Assigning Altitude Priority
Give priority to an aircraft carrying a sick or seriously injured person, whose condition requires priority.
When one or more pilots request the same altitude, give priority to the aircraft already at the altitude.
When two or more aircraft are at the same altitude, give priority to the leading aircraft.
You may adjust the altitude assignment for either of the following reasons:
* To accommodate the maximum number of aircraft at their requested altitudes
* To comply with ATFM* requirements
(Air traffic flow management)
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.
Also called: * Air traffic clearance * ATC clearance * Clearance
AIR TRAFFIC CONTROL INSTRUCTION
A directive issued by an air traffic control unit for air traffic control purposes.
An ATC clearance or instruction constitutes authority…
An ATC clearance or instruction constitutes authority for an aircraft to proceed only as far as known air traffic is concerned and is based solely on the need to safely separate and expedite air traffic.[1]
Pilots are required to comply with ATC clearances that they accept, and with ATC instructions that they acknowledge, subject to a pilot’s final responsibility for safety of the aircraft.
Sometimes the flight data tag will not indicate the altitude the aircraft reports and you will have to try to rectify the situation. You do this by following these steps:
i. Make sure the aircraft has the correct altimeter setting;
ii. Re-issue the altimeter setting; and
iii. Ask the pilot to verify their altitude.
This will ensure the pilot has the proper altimeter setting.
If the altitude readout remains incorrect, there are additional steps to take.
Differentiate instructions, clearances, and suggested action or advice by using the appropriate prefix as indicated in the following table.
- ATC Clearance
Issue a clearance “(Aircraft id) CLEARED…”
Relay a clearance “A-T-C CLEARS (Aircraft id)…” - ATC Instruction
Issue an instruction “(aircraft id) (imperative verb)…”
When considered necessary for emphasis in unusual circumstances: “A-T-C INSTRUCTS (aircraft ID)…” - Other ATC messages
Issue information included:
- An expect approach clearance time
- Undetermined delay
- Traffic
“ATC ADVISES (aircraft id)”Issue advice to aircraft operating outside controlled airspace or make a suggestion to any aircraft
“ATC SUGGESTS (aircraft id)…”Request information from a pilot
“ATC REQUESTS (aircraft id)…”
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
PaCS RAS DST
Clearances and Instructions > Amending Clearances or Instructions
You may issue a clearance amending a….
You may issue a clearance amending a previous clearance. You may amend the route, the altitude, or both the route and altitude.
*The last clearance issued takes precedence over and cancels any related item of a previous clearance
Clearances and Instructions > Amending Clearances or Instructions > Amending a Route
You may amend the route provided in a previous clearance by doing one of the following:
- State the route amendment and, if applicable, that the rest of the clearance is unchanged.
- Issue the entire route.
Clearances and Instructions > Amending Clearances or Instructions > Amending an Altitude
You may amend the altitude provided in a previous clearance by …
You may amend the altitude provided in a previous clearance by stating the amendment and, if included, restating the applicable altitude restrictions or stating that the applicable altitude restrictions are still in effect.
Clearances and Instructions > Departure Clearance > Routings in an IFR Departure Clearance > Previously Filed Route has Not Changed
If the aircraft’s previously filed route has not changed, you may use one of the following phrases in a departure clearance.
Clearances and Instructions > Departure Clearance > Routings in an IFR Departure Clearance > Previously Filed Route has Changed
If the aircraft’s previously filed route has changed….
If the aircraft’s previously filed route has changed issue a full route clearance.[11] You may use the following phrase in a departure clearance
*this has been on an exam before
Operations > Altitude > Altitude Instructions
As required, in an altitude instruction, include one or more items from Altitude Instructions:
- The approved altitude ASL or flight level
(CLIMB / DESCEND) (altitude)
MAINTAIN (altitude) - V-F-R (for CVFR aircraft)
(MAINTAIN / CLIMB / DESCEND) (altitude) V-F-R - The altitude at which a climbing or descend aircraft is to cross a fix
CROSS (fix) AT (altitude)
CROSS (fix) AT OR (ABOVE/BELOW) (altitude)
NOT (ABOVE/BELOW) (altitude) UNTIL (time/fix) - The place or time to start a climb or descent
(CLIMB/DESCEND) (altitude) IMMEDIATELY [AFTER PASSING (fix) ]
(CLIMB/DESCEND) (altitude) AT (time)
STOP (CLIMB/DESCENT) AT (altitude)
CONTINUE (CLIMB/DESCENT) (altitude)
WHEN READY (CLIMB/DESCENT) (altitude) - The place or time an altitude is to be reached
REACH (altitude) BY (time or fix)
EXPEDITE (CLIMB/DESCENT) [UNTIL (PASSING/REACHING) (altitude) ] - while in controlled airspace (for aircraft entering or leaving controlled airspace)
MAINTAIN (altitude) WHILE IN CONTROLLED AIRSPACE
-Detailed instructions for departure or approach
CLIMB (altitude) (heading) BEFORE PROCEEDING ON COURSE
- If not practical to immediately assign an operationally suitable altitude or flight level, the time or location to expect a higher altitude
(CLIMB/DESCEND) (altitude), EXPECT (HIGHER/LOWER/altitude) AT (time/fix)
Operationally Suitable Altitude
In low level airspace, an operationally suitable altitude or flight level is a flight planned altitude or an altitude as near as possible to the flight planned altitude taking into consideration the aircraft’s route in high level airspace, an operationally suitable altitude or flight level is an altitude NO MORE THAN 4000 FEET BELOW THE FLIGHT PLANNED ALITTUDE
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
