Separation Standards -- exam revision Flashcards
MATS 10.1.1.1
Explain the process of assuring separation
Assess traffic, identify conflicts, plan to ensure separation, execute the plan, monitor the situation to ensure standard is not infringed
If situational factors show that we might lose our current form of separation, when must we establish another type of separation or minima?
Prior to the
time when the current separation minimum would be infringed
MATS 10.1.3.1
True or False
Safety is secondary to the absolute requirement for expedition
False
“Expedition is secondary to the absolute requirement for safety” is the correct wording
MATS 10.5.18.2
True or False
MARSA is a procedure whereby ATC initiates military flights to self-separate
False
MATS 10.5.18.2 – Do not initiate MARSA
MATS 10.1.3.4
Where it is possible that differing aircraft speed may compromise a separation standard, what shall controllers do?
Where differing aircraft speed may compromise a separation standard, obtain speed confirmation from the aircraft concered.
(plus MATS 10.1.3.4.1 – If required, apply speed control to ensure separation is maintained)
MATS 10.10.4.3
What are the four types of formation flights?
- Close
- Standard
- In-trail
- Block
MATS 10.10.4.3
Define, and how is separation based around, close formation aircraft?
Aircraft within formation are considered to be one aircraft.
Separation based on the lead aircraft.
MATS 10.10.4.3
Define, and how is separation based around, standard formation aircraft?
Aircraft may move up to 1NM either side of, co-altitude with, and up to 1NM behind the lead aircraft.
Separation based on the outer limits of the formation
MATS 10.10.4.3
Define, and how is separation based around, in-trail formation aircraft?
Elements within the trail maintain a nominated spacing from the element ahead.
Separation based on first and last elements in trail
MATS 10.10.4.3
Define, and how is separation based around, block formation aircraft?
Non-standard formation type, operating within a pre-arranged airspace block.
Separation based on outer edges of airspace block
MATS 10.1.6.1
What are the provisions and conditions utilised in applying emerency vertical separation?
If during an emergency situation, such as radar failure, it is not possible to ensure the appropriate procedural separation minima will be maintained, you may temporarily use half the applicable vertical separation minima
Note – issue traffic information to the affected aircraft
MATS 10.1.6.1
Up to and including FL290, or in RVSM airspace, what is the emergency vertical separation standard?
500ft
MATS 10.1.6.1
At or above FL290, or in non-RVSM airspace, what is the emergency vertical separation standard?
1000ft
MATS 10.5.2.4
What are the conditions in the application of V2?
Apply V2 to:
a) all aircraft up to and including FL290
b) aircraft with RVSM approval, except military formation aircraft, from FL290 to FL410 inclusive
MATS 10.5.2.4
How is the step climb procedure applied?
a) advising pilots when they are subject to a step climb;
b) progressively assigning the lower aircraft levels which provide vertical separation with the level vacated by the higher climbing aircraft; and
c) advising pilots when the step climb is no longer required
MATS 10.5.3.1
What are the conditions of V1 – 500ft?
Apply between IFR and VFR aircraft (including SVFR), or between SVFR aircraft where SVFR clearance is due to visibility:
a) both aircraft are 7000kg MTOW or less
b) both aircraft are at or below 10,000ft
c) traffic information is provided to the IFR aircraft, unless it is impracticable
True or False
A pilot operating on one primary altimeter only when within the RVSM band does not constitue an equipment failure for the application of RVSM separation
True
MATS 1.1.1.22
Define ‘standard rate’
Specification for a rate of climb or descent of not less than 500ft/min, provided that the last 1000ft of level change to an assigned level must be made at 500ft per minute
MATS 10.5.3.3
What are the conditions for V3 – 2000ft
Apply in:
a) known standing wave conditions or severe turbulence at all levels
b) from FL290 to FL410 inclusive:
i) when at least one aircraft not RVSM approved
ii) following pilots report of inability to comply with RVSM due to equipment failure
iii) following an encounter with turbulence that affects capability to maintain level flight
iv) to military formation aircraft, regardless of individual RVSM approval of each state aircraft in formation
c) above FL410 to all aircraft
What vertical separation standard is required when an aircraft is operating in severe turbulence?
V3 – 2000ft.
Remember: pilot reported severe turbulence only, not forecast
MATS 10.3.13.2
You have identified JST565 and VOZ318 at FL340 on the same track, 10 minutes apart. What are the conditions applicable to this standard?
Frequent determination of position and speed is possible by:
a) use of navaids
b) use of approved SCNS (INS/IRS minimum groundspeed of 300kts) within CTA
c)use of RNAV10/RNP10 within RNP airspace
d) visual reference to the ground by day (or by night for VFR aircraft)
For separation purposes, what is the definition of reciprocal and same tracks?
Those which intersect at less than 45 degrees or greater than 135 degrees
For separation purposes, what is the definition of crossing tracks?
Those which intersect at or between 45 and 135 degrees
MATS 10.1.3.3
True or False
You may use separation based on radio navaids for VFR operations
What is the exception to this rule?
True. The exception to this rule is “do not apply time standards to VFR flights which require use of radio navaids to determine position.”
MATS 10.3.19.1
What are the conditions for the application of T8a?
a) each aircraft has either an approved SCNS or MNPS
b) groundspeeds are a minimum of 300kts
c) separation exists where there is at least 15 minutes between estimates at the intersection of the tracks
MATS 10.3.13.3
To ensure 10 minutes will exist at the exit gate, what time interval is required at the entry gate when the flight leg is 1150NM long, and there is M0.03 closing?
Use the MNT table
16 minutes
From the following distance reports, has definite passing been established? Why/why not?
15 DME v 21 GNSS
No. Cannot mix DME and GNSS for definite pass distance standards.
From the following distance reports, has definite passing been established? Why/why not?
18 DME v 24 DME
Yes. D8b 5 DME definite pass can be established if one aircraft is within 20NM of the DME beacon. (Can use GNSS in lieu, and disregard this caveat)
From the following distance reports, has definite passing been established? Why/why not?
74 GNSS v 89 DME
No. Cannot mix DME and GNSS for definite pass distance standards.
From the following distance reports, has definite passing been established? Why/why not?
171 DME v 182 DME
No. D8a standard of 10NM must be increased to 12NM if an aircraft is further than 180NM from the DME beacon. The difference in this case is 11NM, thus definite passing has not been established.
MATS 10.3.14.6
What are the conditions of D2 – 20 DME/GNSS?
Distance information provided by:
a) DME; or
b) GNSS in CTA only, by RNP2 or RNP3 approved aircraft
MATS 10.3.4.1
True or False
CPDLC is considered a method to satisfy the requirement for ATC to monitor all distance reports made by pilots.
True.
The requirement for Direct Controller Pilot Communication (DCPC) is met by the use of CPDLC
MATS 10.3.4.3
A DME beacon is considered co-sited with a waypoint or azimuth navigation aid providing tracking guidance when it is within how many metres of the waypoint or azimuth aid?
600
MATS 10.3.4.4
When applying same direction distance separation, you can use an off-track waypoint under what conditions?
Provided that the distance reports from both aircraft are together increasing or decreasing
R1 to R3 can be applied between aircraft in CTA with what approvals and/or equipment?
Approved SNCS, or an aircraft with approved SCNS and an aircraft with DME
MATS 10.3.4.9
Closing speeds may exist between aircraft provided that:
a) separation is in excess of the minimum distance required
b) distance checks are made at intervals no exceeding 15 minutes
c) when aircraft are cruising at levels not vertically separated, the closing speed is not greter than 35kts IAS or Mach 0.06
MATS 10.3.5.2
For standards D1 to D4, what are the conditions for the use of GNSS?
In CTA only, GNSS distance information may be provided by RNP2 or RNP4 approved aircraft for the application of standards D1 to D4, subject to:
a) where a mix of GNSS and DME distance is used, do not use distance reports if one aircraft is within 20NM of the reference point;
b) when GNSS used by both aircraft, you must apply the standard with reference to published waypoints
MATS 10.3.14.5
What are the conditions of D1 – 20NM climb to cruise?
a) Distance information provided by:
i) DME; or
ii) GNSS in CTA only by RNP2 or RNP4 approved aircraft
b) where the following aircraft is climbing to the lower cruising level or both aircraft are climbing to levels which are not vertically separated, both aircraft report reaching their cruising levels
c) if the following aircraft reports at cruising level first, apply another form of separation immediately
MATS 10.3.16.1
What are the conditions of D4a?
a) Distance information provided by:
i) DME; or
ii) GNSS in CTA only by RNP2 or RNP4 approved aircraft
b) one aircraft maintains level while vertical separation does not exist
c) above FL290, when DME distance is provided, both aircraft must be on the same side of the beacon
True or False
You must apply DME slant range error to the DME derived value whenever you use a mix of DME and GNSS distance reports
False
MATS 10.3.14.7
What are the conditions of D3 – 20NM aircraft descending?
Distance information provided by:
a) DME; or
b) GNSS in CTA only, by RNP2 or RNP4 approved aircraft
MATS 10.3.14.8
D4d – 15NM needs to be increased to 20NM in what circumstances?
Above FL290, when a DME distance is provided and aircraft are on opposite sides of the same on-track DME used by both aircraft, increase the standard to 20NM
Does the issue of a SIGMET forecasting severe turbulence in RVSM airspace preclude the use of 1000ft separation? Why/why not?
No. Only pilot-reported severe turbulence can do so.
MATS 10.4.2.1
What are the approved means for the application of lateral separation?
a) establishing an aircraft’s position outside of lateral conflict
b) applying an appropriate ATS surveillance system separation minimum
c) by day only, applying a 1NM buffer to the track or position of an aircraft which is determined relative to a prominent geographic feature, provided the aircraft is:
i) tracking visually; and
ii) not more than 10,000ft above the geographic feature
MATS 10.4.5.7
True or False
Where the navigation tolerance is determined with reference to ground-based navaids, you may use GNSS distance in lieu of a co-sited DME when a correction for DME error and slant range (as applicable) are applied
True
MATS 10.5.2.3
You have two aircraft currently in a step climb. ABC is on climb to FL280 and has just reported leaving FL180. You have not specified a rate of climb to either aircraft.
What flight level can you assign the lower aircraft, DEF, who is also on climb?
FL160, or FL170 as a short-term non-standard level.
You cannot assign FL180, the vacated level, as the aircraft have not been instructed to change level at a specified rate which will ensure vertical separation is not infringed.
MATS 10.3.13.14
List the conditions for the application of T5 – 9 to 5 minutes (Mach Number Technique)
Apply MNT between aircraft where opening exists provided that:
a) the required time interval will exist at the common point, observed by:
i) ATS surveillance system; or ii) passage over the same on-track PRF
b) the leading aircraft is maintaining a greater Mach number than the following aircraft, in accordance with the table (MATS 10.3.13.14)
MATS 10.4.5.7
After applying any slant range and equipment errors, when would you incorporate another 1NM when calculating a DME based lateral separation entry or exit point?
Where the lateral separation point is less than 60NM from and between the area of conflict and the reference DME site
MATS 10.4.5.1
What are the methods used to establish entry and exit points?
a) apply time buffers to the estimate for a BLSP
b) apply area navigation tolerances
c) apply slant range and DME equipment error corrections to a BLSP
d) passage over a visual fix located on opposite side of a BLSP from the area of conflict
e) passage over a PRF located on opposite side of a BLSP from the area of conflict
MATS 10.4.7.4
YPBO has DME, VOR, and NDB.
RIO, RNP2, equipment SDFG, is departing YPBO via PBO 041 radial on climb to FL230.
FMQ, RNAV10, equipment SDFI, is departing YPBO via PBO radial 055 requesting climb to FL230.
What DME distance report is required from RIO to prove ist laterally clear of FMQ?
Use the VOR table
19 DME
MATS 10.4.7.4
YPBO has DME, VOR, and NDB.
RIO, RNP2, equipment SDFG, is departing YPBO via PBO 041 radial on climb to FL230.
FMQ, RNAV10, equipment SDFI, is departing YPBO via PBO radial 055 requesting climb to FL230.
If the DME has failed, what distance report from RIO would prove it clear of FMQ?
Use the VOR table
19 GNSS
YPBO has DME, VOR, and NDB.
RIO, RNP2, equipment SDFG, is departing YPBO via PBO 041 radial on climb to FL230.
FMQ, RNAV10, equipment SDFI, is departing YPBO via PBO radial 055 requesting climb to FL230.
If the DME has failed, what distance report from FMQ would prove it clear of RIO?
Use the VOR table
33 RNAV
(Add the RNAV10 buffer of 14NM to the table-derived distance)
MATS 10.4.7.2
What is the minimum independent tracking tolerance in CTA?
1 NM
MATS 10.4.7.2
What is the maximum tracking tolerance in CTA?
30 NM
MATS 10.4.6.1
Can you use surveillance position symbols to confirm an aircraft has positively left the area of conflict, and if so, what conditions apply?
Consider lateral separation to exist when an ATS surveillance system position symbol is observed beyond an exit point displayed or calculated on the screen:
a) by the appropriate ATS surveillance system separation minimum;
b) without applying an ATS surveillance system separation minimum, provided:
i) no cross-track tolerances are applied; and ii) the tolerance for the identified aircraft is equal to or greater than the applicable ATS surveillance system separation minimum
MATS 10.3.5.5
When are you able to implement GNSS based separation standards after a pilot has notified “GNSS UNAVAILABLE”?
Reassess the implementation of GNSS-based separation standards following pilot use of the phrase “GNSS AVAILABLE”
MATS 1.1.1.16
DME entry/exit points for navaid-navaid table are based on independent tolerances.
What does the phrase ‘independent tolerance’ mean?
A navigation tolerance applied to an individual aircraft
MATS 10.4.4.2
Can ATC apply an independent tolerance between an aircraft and an airspace boundary?
Yes, adding 1NM for lateral separation
MATS 5.1.8.2
Can ATC initiate MARSA procedures between military aircraft?
No
MATS 1.1.1.14
Define lateral separation
Separation between navigational tolerances of aircraft in the horizontal plane expressed in terms of distance or angular displacement between tracks
MATS 10.5.3.2
JST823, RVSM approved, is tracking eastbound at FL310. Opposite direction tracking westbound is PSTL, a standard formation of 2 x F18s at FL320. Each of these F18s has RVSM approval.
Does separation exist?
No. Regardless of RVSM approval, military formation aircraft cannot use 1000ft separation in the RVSM band (must use 2000ft)
MATS 10.4.7.5.1
Conditions for the use of GNSS-navaid table
Apply the table:
a) in CTA;
b) when GNSS information is from an approved SCNS;
c) when turns in track at the common waypoint or navaid are not greater than 5 degrees
d) when the GNSS aircraft is confirmed established on track
i) between two published or flight planned waypoints and/or navaids; and ii) to or from the common waypoint or navaid from which separation will be applied
e) using DME, when the DME is co-sited with the azimuth navaid
f) where DME is not available, using the DME lateral separation point as the distance of the BLSP from the azimuth navaid; and
g) using VOR columns for TACAN
Note 1 – aircraft may not be established on track outbound from a fly-over waypoint
Note 2 – distances are corrected for DME slant range and equipment error
MATS 10.1.1.1
Provide separation using…
approved X, Y, and Z ensuring A is never less than B
…approved separation standards, associated conditions and procedures ensuring spacing between aircraft is never less than a prescribed separation minimum.
MATS 10.1.1.2.1
If you judge the action of an observed ATS surveillance system position symbol to pose a hazard to a controlled flight, what actions can you take to ensure the safety of your airspace?
Provide:
a) traffic information;
b) controller initiated traffic avoidance advice; or
c) a Safety Alert.
MATS 5.1.8.4
True or False
You must provide separation between aircraft engaged in MARSA and all non-participating aircraft
True (standard separation)
MATS 10.5.2.3
Three provisions for immediately assigning a level vacated by one aircraft to another
a) the required vertical separation has not been increased due to the possibility of turbulence;
b) the first aircraft has been assigned a level requiring a level change of at least the minimum being applied; and
c) both aircraft have been instructed to change level at a specified rate which ensures that the applicable vertical separation is not infringed.
A
CEP, equipment approval, and PBN
a) 7 CEP
b) GNSS and SCNS
c) RNP2 + RNP4/RNP10
2
CEP, equipment approval, and PBN
a) 7
b) GNSS and SCNS
c) RNP2
4
CEP, equipment approval, PBN
a) 14
b) GNSS and SCNS
c) RNP4
5
CEP, equipment approval, PBN
a) 14
b) SCNS
c) RNAV5
T
CEP, equipment approval, PBN
a) 14
b) SCNS
c) RNP10/RNAV10
Z
Cross track tolerance, equipment, approval, PBN
a) 30
b) N/A
c) N/A
MATS 10.3.2.4
When aircraft are at, or expected to reduce to, the minimum separation standard, what should you do?
Apply speed control techniques to ensure that the separation minimum exists throughout the period of application of the standard.
MATS 10.3.3.2
Provisions for application of Mach number technique
a) only apply between jet aircraft with approved SCNS;
b) do not assign a block level clearance;
c) use a common point, defined as:
i) a geographical point on the aircraft’s track over which both aircraft will fly; or
ii) a point along the individual track of each aircraft which is equidistant from the geographical point described in ‘i)’; and
d) base application on the requirement that the last assigned Mach number will be maintained at all times, including during any climbs or descents
MATS 10.2.2.3
What is the exception to the S2 – 5NM ATS system surveillance separation standard?
Where the required wake turbulence distance
separation minimum is greater than 5 NM.
10.3.19.2
Conditions for T8b
a) Each aircraft has either an approved SCNS
or MNPS;
b) Ground speeds are a minimum of 300 kt; and
c) Vertical separation must exist:
i) from 15 min prior to the estimate for B at the intersection; and
ii) until 15 min after A has passed the intersection.
MATS 10.3.17.1
Conditions for T6a
10/15 minutes before time of passing
During a change of level, vertical separation must
exist by the estimated time of passing minus:
a) the time standard (10 or 15 min), as applicable to the route; or
b) 10 min between aircraft equipped with approved SCNS.
MATS 10.3.17.2
Conditions for T6b
10/15 minutes after time of passing
During a change of level, vertical separation must exist until the estimated time of passing plus:
a) the time standard (10 or 15 min), as applicable to the route; or
b) 10 min between aircraft equipped with approved SCNS.
MATS 10.4.7.1.2
Conditions for the use of entry/exit point tables where navaids are specified?
Conditions for the use of entry/exit point tables where navaids are specified are:
a) Where DME is specified:
i) the DME is to be co-sited with the azimuth tracking navaid;
ii) distances are corrected for DME slant range and equipment error;
iii) where DME is not used, a DME entry/exit point may be used as the distance of the BLSP from the azimuth navaid; and
iv) GNSS distances may be used in lieu of co-sited DME distances as an entry or exit point;
b) Where ground based azimuth navaids are specified, aircraft must havereported receiving or be within the published range of the navaid; and
c) Use VOR columns for TACAN
MATS 10.4.5.4
Method for calculating the times for entering or leaving lateral conflict
1) Calculate the estimate for the BLSP;
2) Calculate a time buffer equal to half the longitudinal time standard applicable to the aircraft;
3) Subtract the time buffer from the first BLSP estimate to calculate the entry point; and
4) Add the time buffer to the last BLSP estimate to calculate the exit point.
MATS 10.3.18.10
Conditions for T7a
PRF
Both aircraft report passing the same positive radio fix.
Issue wake turbulence caution if applicable
MATS 10.3.18.11
Conditions for T7b
Visual fix
a) Both aircraft report passing the same visual fix, by day, or by night if both aircraft are VFR at night; and
b) The visual fix must be a prominent geographic feature within 10 000 FT of the levels of each aircraft.
Issue wake turbulence caution if applicable
MATS 10.3.18.8
Conditions for T7c
S+P
a) Both aircraft report sighting and passing the other by day (and in OCA by night);
b) Both aircraft are above 10 000 FT; and
c) You ensure there is no possibility of incorrect identification by either aircraft.
Issue wake turbulence caution if applicable
MATS 10.3.18.9
Conditions for T7d
Surveillance
a) Aircraft are on reciprocal tracks;
b) Aircraft are observed by an ATS surveillance system to have definitely passed and position symbols are not touching; and
c) Not applicable to low-quality ADS-B symbols.
Issue wake turbulence caution if applicable
MATS 10.3.13.5
Conditions for T1a – 5 mins
Opening
a) The leading aircraft has maintained and will continue to maintain an indicated airspeed at least 30kt greater than the following aircraft;
b) 5 min separation has been established by passage of both aircraft over:
i) the same positive radio fix; or
ii) the same ATS surveillance system position;
c) One aircraft maintains level while vertical separation does not exist; and
d) Vertical separation at the commencement of the level change does not exceed 4000 FT.
MATS 10.3.15.1
Conditions for T1b – 5 mins
a) Apply to a:
i) preceding aircraft descending through a following aircraft’s level; or
ii) following aircraft climbing through a preceding aircraft’s level;
b) One aircraft maintains level while vertical separation does not exist;
c) The vertical separation at the commencement of the change does not exceed 4000 FT;
d) No closing speed (IAS or Mach number) exists;
e) Separation has been established by the passage of both aircraft over the same:
i) positive radio fix; or
ii) ATS surveillance system position; and
f) The level change is commenced within10 min of the time the second aircraft passed over the:
i) positive radio fix; or
ii) ATS surveillance system position.
Procedure of calculating separation using DME
S/E/60
Calculate a DME based lateral separation entry or exit point as follows:
1) Determine the distance from the DME site to the BLSP;
2) If the area of conflict (or part of it) is between the BLSP and the DME site, add the slant range correction to the BLSP distance;
3) Apply the correction for DME equipment error to the distance derived from steps 1 and 2, away from the area of conflict; and
4) Where the lateral separation point is less than 60 NM from and between the area of conflict and the reference DME site, subtract 1 NM from the distance
derived at step 3.
Define ‘area of conflict’
The area in which the navigation tolerances of selected tracks overlap.
Define ‘BLSP’
The point at which the navigation tolerances of both aircraft are no closer than 1 NM.
MATS 10.3.4.8.1
When to switch from surveillance to voice reported distances?
When the ATS surveillance system-derived distance between aircraft is less than the sum of the distance required by the procedural separation minimum and the applicable ATS surveillance system separation minimum, conduct a voice distance check with the aircraft before the first aircraft leaves ATS surveillance system coverage.
MATS 10.4.7.3
Tolerance for manual plotting of VOR
+/- 5.5 degrees
MATS 10.4.7.3
Tolerance for manual plotting of NDB
+/- 7 degrees
MATS 10.4.7.2
Tolerance for manual plotting of dead reckoning
- +/- 12 degrees; or
- +/- 9 degrees where provided with initial track guidance by NDB, VOR, TACAN and there is no subsequent change in track
MATS 10.1.5.2
When pilots are assigned responsibility for separation in controlled airspace, the responsibility…
(two items)
a) takes effect when pilots acknowledge the clearance or instruction; and
b) continues to apply, with respect to all advised traffic, until an alternative ATC separation standard exists.
T5 MNT table. How much opening (Mach) must exist for the standard to apply at 9 through 5 minutes?
9 mins, MX faster; 8 minutes MY faster…
9 min – Mach 0.02 faster
8 min – Mach 0.03 faster
7 min – Mach 0.04 faster
6 min – Mach 0.05 faster
5 min – Mach 0.06 faster
Rule of 11
MATS 10.3.18.5
Conditions – D8a
a) Distance information is provided by:
i) DME; or
ii) GNSS, in CTA only, by RNP2 or RNP4 approved aircraft with reference to a published waypoint;
b) Do not mix GNSS and DME distances;
c) Use on reciprocal tracks and tracks differing by more than 90 degrees;
d) Reports indicate that the aircraft have passed and the distance is opening; and
e) Increase the standard to 12 NM if DME distances are greater than 180 NM.
