Block 2 References Flashcards
Altitude Filters (3)
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display > Altitude Filters
Select altitude filters that include, as a minimum, the following limits:
* The altitudes normally within the jurisdiction of your sector
* The first usable altitude in any vertically adjoining airspace under the jurisdiction of another controller, plus 200 feet beyond that altitude
* If the boundary between vertically adjoined sectors is in RVSM airspace, 2,000 feet plus 200 feet
Publications (9)
MATS ACC > Service Fundamentals > Unit Fundamentals > Publications
Comply with:
* Unit procedures (They may supplement, but not contradict, procedures in this manual.)
* Directives
* Information Bulletins
* Director Approval Letters (DAL)
* Information Circulars (AIC)
* Memorandums
* Agreements
* Arrangements
* Other items, as required
In the case of advisory areas, the letter A, F, H, M, P, S or T in parentheses mean what?
In the case of advisory areas, the letter A, F, H, M, P, S or T in parentheses after the three-digit number that indicates the type of activity within the area, as follows:
(i) A – acrobatic
(ii) F – aircraft test
(iii) H – hang gliding
(iv) M – military operations
(v) P – parachuting
(vi) S – soaring
(vii) T – training
“Do not apply separation between an aircraft and Class F airspace or a Canadian Military Operations Area (MOA) if one of the following applies:” (4)
MATS ACC > Separation > Separation from Special-Use Airspace > Canadian Class F Airspace
Do not apply separation between an aircraft and Class F airspace or a Canadian Military Operations Area (MOA) if one of the following applies:
* The aircraft is operating in an ALTRV.
* The pilot states having obtained permission from the user agency to enter the airspace.
* The user agency releases the airspace to the controlling agency.
* The pilot has been cleared for a contact or visual approach.
Issuing RVR
MATS ACC > Flight Information > Aerodrome Information > RVR
If the RVR for a runway is less than 6000 feet or if the pilot requests it, issue the reported RVR to the following:
* Arriving aircraft when landing information is issued
* Aircraft on final approach
When an IFR aircraft is inbound to the final approach fix and the RVR for the planned runway is less than 1200 feet, issue the reported RVR and ground visibility.
When issuing RVR information, use one of the formats presented in RVR Format:
* If the aircraft is established on final approach and no confusion is likely, you may omit the runway identification.
* RVR values are reported in feet, and can be expressed using number groups.
* When the RVR is fluctuating, indicate ground visibility.
RVR Runway Light Settings
MATS ACC > Flight Information > Aerodrome Information > RVR > RVR Runway Light Settings
If the RVR reading is based on a runway light setting of 4 or 5, or is unknown, inform the pilot.
“Forward the following to an IFR unit or sector:” (2)
MATS ACC > Traffic Management > Communication and Coordination > Flight Data Coordination > IFR Unit to IFR Unit
Forward the following to an IFR unit or sector:
* Revisions to previously passed data
* Control estimate time revisions of 3 minutes or more
“Where a functioning CAATS data link provides control estimates, coordinate the following data verbally:” (11)
MATS ACC > Traffic Management > Communication and Coordination > Flight Data Coordination > IFR Unit to IFR Unit > Verbal Coordination
Where a functioning CAATS data link provides control estimates, coordinate the following data verbally:
* Loss of RVSM certification due to an equipment failure in flight
* Status of a non–RVSM aircraft authorized to operate in RVSM airspace
* Identification of an altitude as wrong way
* Identification of block altitudes
* Identification of altitude readouts that are invalid or not validated
* Identification of cruise climb altitudes
* Automatic altitude reporting turned off
* Aircraft transponder unserviceable, malfunctioning, set to standby, or turned off
* The separation minima being applied in procedural airspace if less than 10 minutes longitudinal
* Aircraft operating within an altitude reservation or engaged in an aerial survey mapping flight, or test flight
* Aircraft engaged in a formation flight
“When issuing or relaying an IFR clearance or IFR instruction or amendment, obtain an accurate readback unless one of the following applies:” (2)
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.
Transferred or Coordinated Identification (Identification Methods)
MATS ACC > ATS Surveillance > Identification > Identification Methods
Transferred or Coordinated Identification
In addition to the methods listed above, you may consider the aircraft identified when identification is transferred by handoff or coordinated by point out.
Appropriate PPS Changes (Identification Methods) (3)
MATS ACC > ATS Surveillance > Identification > Identification Methods
Appropriate PPS Changes
In addition to the methods listed above, you may consider the aircraft identified when you observe an appropriate change in the PPS in any of the following situations:
* After the pilot is instructed to operate the aircraft’s transponder Ident feature
* After the pilot is instructed to change to a transponder code that results in linkage, or that subsequently displays the data tag
* After the pilot is instructed to change the transponder to “standby”
In this situation, the PPS disappears or changes to a PSR symbol. When the pilot is requested to return the transponder to normal operation, the PPS reappears or changes to an SSR symbol. Take enough time to determine that the change is a result of the pilot’s action.
Aircraft ID in ADS‑B Data Tag (Identification Methods)
MATS ACC > ATS Surveillance > Identification > Identification Methods
Aircraft ID in ADS‑B Data Tag
In addition to the methods listed above, you may consider the aircraft identified when the aircraft identification element in an ADS‑B data tag is recognized and is consistent with the aircraft’s expected position.
Aircraft Position and Movements on Situational Display (Identification Methods) (4)
MATS ACC > ATS Surveillance > Identification > Identification Methods
Aircraft Position and Movements on Situational Display
In addition to the methods listed above, you may consider the aircraft identified when you observe the aircraft on the situational display and one of the following conditions applies:
* The aircraft’s position is:
◦ Within one mile of the departure end of the take‑off runway
◦ Consistent with the time of takeoff and the route of flight or assigned heading of the aircraft
* The aircraft’s position over a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot, and the following apply:
◦ The aircraft’s track is consistent with the route of flight or reported heading of the aircraft.
◦ The position of the fix or the OMNI and DME NAVAID is accurately indicated on the situation display.
* The aircraft’s position relative to a fix or an OMNI and DME NAVAID is consistent with a position report received directly from the pilot in the form of a DME or GPS report, and the following apply:
◦ The aircraft’s track is consistent with the route of flight or reported heading of the aircraft.
◦ The position of the fix or the OMNI and DME NAVAID is accurately indicated on the situation display.
* The aircraft carries out a specified identifying turn of at least 30°, and the following apply:
◦ Except in the case of a lost aircraft, a position report received directly from the aircraft indicates that the aircraft is within ATS surveillance coverage of the area being displayed.
◦ Only one aircraft is observed to have carried out the specified turn.
◦ The track is observed to be consistent with the heading or track of the aircraft both before and after completion of the turn.
When to, and to not inform pilot of identification
MATS ACC > ATS Surveillance > Identification
After aircraft identification is established using an identification method, inform the pilot.
On receiving a handoff, it is not necessary to re‑inform the pilot that the aircraft is identified when establishing communication with them.
“If identification becomes doubtful or is lost, immediately do either of the following:”
MATS ACC > ATS Surveillance > Identification > Identification Doubtful or Lost
If identification becomes doubtful or is lost, immediately do either of the following:
* Identify or re-identify the aircraft using the same technique more than once or use more than one of the techniques provided in Identification Methods.
* Terminate ATS surveillance service and apply procedural separation.
When identification is lost, inform the pilot.
“Consider identification to be lost if a linked PPS ceases to be displayed after “CST” is displayed in its data tag, unless either of the following applies:”
MATS ACC > ATS Surveillance > Identification > Identification Doubtful or Lost
Consider identification to be lost if a linked PPS ceases to be displayed after “CST” is displayed in its data tag, unless either of the following applies:
* You are able to maintain identification of an unlinked PPS being displayed for the aircraft.
* The PPS re-links within a sufficiently short period such that, considering the progress of the aircraft, you have no doubt about its identity.
“If an aircraft will enter another sector or unit’s airspace, initiate a handoff if any of the following apply:” (3)
MATS ACC > ATS Surveillance > Identification > Handoffs >
Transferring Controller
If an aircraft will enter another sector or unit’s airspace, initiate a handoff if any of the following apply:
* You are applying ATS surveillance separation between the concerned aircraft and another aircraft that was, is, or will be transferred.
* ATS Surveillance separation is normally applied in the receiving controller’s airspace.
* Handoffs are specified as a standard procedure in an agreement, arrangement, or unit directive.
“Complete a handoff before the aircraft passes any of the following:” (3)
MATS ACC > ATS Surveillance > Identification > Handoffs >
Transferring Controller
Complete a handoff before the aircraft passes any of the following:
* The sector or unit boundary
* A designated control transfer point
* Any handoff point defined in an arrangement or agreement
“Do an automated handoff, unless either of the following applies: “
MATS ACC > ATS Surveillance > Identification > Handoffs >
Transferring Controller
Do an automated handoff, unless either of the following applies:
* You are handing off an unlinked PPS.
* A system malfunction or deficiency makes it unfeasible.
“If unable to do an automated handoff, transfer identification using one of the following methods:” (3)
MATS ACC > ATS Surveillance > Identification > Handoffs >
Transferring Controller > Verbal Handoff
If unable to do an automated handoff, transfer identification using one of the following methods:
* Inform the receiving sector or unit of:
◦ The position of the PPS relative to a point common to both situation displays or to a previously transferred aircraft that is identified
◦ The aircraft identification or ADS-B Flight ID or, if unlinked, the SSR code
◦ Other control information, if required
* Provide a secure sequence of arriving aircraft as specified in an arrangement.
◦ When transferring to an FSS, the predetermined sequence is in relation to a fix as specified in the arrangement.
◦ When transferring to a tower, the predetermined sequence is in relation to a control transfer point within the control zone.
* Physically point to the PPS on the situation display of the receiving controller.
“During a handoff, coordinate with the transferring controller as indicated in the following table:” (7)
MATS ACC > ATS Surveillance > Identification > Handoffs >
Receiving Controller
During a handoff, coordinate with the transferring controller as indicated in the following table:
-“CST” displayed in the data tag
-Aircraft’s identity in doubt
-Aircraft’s altitude in doubt
-Transferring controller has indicated a wrong-way altitude
-Transferring controller has indicated “negative RVSM”
-Flight plan data in a tabular list flashes
-Verbal handoff
“During a handoff, coordinate with the receiving controller as indicated in the following table:” (7)
MATS ACC > Surveillance > Identification > Handoffs > Transferring Controller
During a handoff, coordinate with the receiving controller as indicated in the following table:
-“CST” displayed in the data tag
-Invalidated altitude readout
-Aircraft’s last assigned altitude is a wrong-way altitude
-Non-RVSM aircraft is in RVSM airspace
-Aircraft has been assigned a cruise climb
-Altitude differs from that specified in a unit directive, an agreement, or an arrangement
-Other pertinent information is available
“If a cruising altitude inappropriate to the direction of flight is assigned:” (4)
MATS ACC > Traffic Management > Enroute Operations > Altitude > Altitude Instructions > Wrong-Way Altitude Assignment
If a cruising altitude inappropriate to the direction of flight is assigned:
* Instruct the pilot to make position reports.
* Identify the altitude as WRONG WAY for any of these coordination tasks:
◦ Passing and receiving a control estimate
◦ Giving and receiving a handoff
◦ Coordinating with an adjacent sector/unit
* Post warning indicators by using the wrong-way altitude alerting function, if possible
* Before transferring control, inform the receiving controller of the reason for the assignment
For strip-marking purposes, the following abbreviations may be used:
* For separation — “WW (altitude) SEP”
* At a pilot’s request due to:
- Icing — “WW (altitude) ICNG”
- Turbulence — “WW (altitude) TURB”
- Fuel considerations — “WW (altitude) FC”
- Flight check of a NAVAID — “WW (altitude) FLTCK”
- Test flight — “WW (altitude) FLTST”
“You may omit verbal handoffs between sectors or units, provided:” (4)
MATS ACC > ATS Surveillance > Identification > Handoffs >
Transferring Controller > Transfer of Identification without a Handoff
You may omit verbal handoffs between sectors or units, provided:
* The procedures are defined in an arrangement.
* The overlap area and FDBs are displayed at all times.
* Prior to communication transfer, you inform the receiving controller if the aircraft:
◦ Is unidentified
◦ Has been assigned a cruise climb
◦ Is operating at a wrong-way altitude
◦ Does not have a valid altitude readout
◦ Is operating at an altitude different from that specified in an arrangement
◦ Is a non-RVSM aircraft operating in RVSM airspace
* Prior to communication transfer, you inform the receiving controller of other pertinent information.
“You may use the data tag ACID in adjacent airspace where ATS surveillance service is normally provided to identify an aircraft if any of the following apply:” (3)
MATS ACC > ATS Surveillance > Identification > Using Data Tag ACID in Adjacent Airspace
You may use the data tag ACID in adjacent airspace where ATS surveillance service is normally provided to identify an aircraft if any of the following apply:
* The aircraft is observed approaching a fix or an airport, and the time, position, and aircraft track are consistent with a control estimate.
* You have been informed of the secure arrival or departure sequence.
* You previously identified the aircraft and it has since been handed off to another sector or unit.
ATS Surveillance Separation From an ATS Surveillance Boundary
MATS ACC > Separation > ATS Surveillance Separation > ATS Surveillance Separation From an ATS Surveillance Boundary
Unless you coordinate separation with the controller concerned, separate an ATS surveillance-controlled aircraft from the boundary of adjoining ATS surveillance airspace. If an adjacent sector applies a larger ATS surveillance minimum than your sector, apply additional separation from the sector boundary to ensure that aircraft are separated by at least the ATS surveillance separation minimum applied in that sector.
If both adjoining sectors apply the 3‑mile separation standard, maintain a 1.5‑mile separation minimum from the common sector boundary.
If either adjoining sector applies a 5‑mile separation standard, maintain a 2.5‑mile separation minimum from the common sector boundary.
If either adjoining sector applies a 10-mile separation standard, maintain a 5-mile separation minimum from the common sector boundary.
