Block 4 Flashcards
(116 cards)
1
Q
TC AIM RAC 2.7.2 > Control Area Extensions
A
Control area extensions are designated around aerodromes where the
controlled airspace provided is insufficient to permit the required separation between IFR arrivals and departures and to contain IFR aircraft within controlled airspace. A control area extension provides:
(a) additional controlled airspace around busy aerodromes for IFR control. The
controlled airspace contained within the associated control zone and airway(s)
width is not always sufficient to permit the manœuvring required to separate
IFR arrivals and departures; or
(b) connecting controlled airspace, e.g. a control area extension is used to
connect a control zone with the enroute structure. Control area extensions are based at 2 200 ft AGL unless otherwise
specified and extend up to, but not including 18 000 ft ASL. […]
2
Q
Controlled Airport
A
An airport at which an airport control service is provided.
3
Q
Control Zone
A
A controlled airspace of defined dimensions extending upwards from the surface of the earth up to and including 3000 ft AAE unless otherwise specified.
4
Q
TC AIM RAC 4.5.4 > Mandatory Frequency (MF)
A
Transport Canada has designated a Mandatory Frequency (MF) for use
at selected uncontrolled aerodromes, or aerodromes that are uncontrolled between certain hours. Aircraft operating within the area in which the MF is applicable (MF area), on the ground or in the air, shall be equipped with a functioning radio capable of maintaining two-way communication.
5
Q
MATS ACC > Traffic Management > Communication and
Coordination > Communication Transfer > Mandatory Frequency Area
When an aircraft is approaching an MF area, instruct the pilot to change to the MF before reaching the area.
A
If the pilot needs to leave your frequency to make required Mandatory Frequency
Area Reports, advise the pilot to report leaving and returning to ATC frequency.
6
Q
CARs 602.97 > VFR and IFR Aircraft Operations at Uncontrolled
Aerodromes within an MF Area
A
(1)Subject to subsection (3), no pilot-in-command shall operate a VFR or IFR aircraft within an MF area unless the aircraft is equipped with radio communication equipment pursuant to Subpart 5.
(2)The pilot-in-command of a VFR or IFR aircraft operating within an MF area shall maintain a listening watch on the mandatory frequency specified for use in the MF area.
(3)The pilot-in-command of a VFR aircraft that is not equipped with the radio communication equipment referred to in subsection (1) may operate the aircraft to or from an uncontrolled aerodrome that lies within an MF area if
(a) a ground station is in operation at the aerodrome;
(b) prior notice of the pilot-in-command’s intention to operate the
aircraft at the aerodrome has been given to the ground station;
(c) when conducting a take-off, the pilot-in-command ascertains by
visual observation that there is no likelihood of collision with
another aircraft or a vehicle during take-off; and
(d) when approaching for a landing, the aircraft enters the
aerodrome traffic circuit from a position that will require it to
complete two sides of a rectangular circuit before turning onto
the final approach path.
7
Q
TC AIM RAC 4.5.5 > Aerodrome Traffic Frequency (ATF)
A
An Aerodrome Traffic Frequency (ATF) is normally designated for active
uncontrolled aerodromes that do not meet the criteria listed in RAC 4.5.4 for an MF. The ATF is established to ensure that all radio-equipped aircraft operating on the ground or within the area are
listening on a common frequency and following common reporting procedures. The ATF will normally be the frequency of the UNICOM where one exists or 123.2 MHz where a UNICOM does not exist. (…)
8
Q
SID (standard instrument departure)
A
An IFR ATC departure procedure published in the CAP for pilot and controller use in graphic and textual form. SIDs provide a transition from the terminal to the appropriate enroute structure
9
Q
TC AIM RAC 7.6 > Standard Instrument Departure
A
At certain airports, an instrument flight rules (IFR) departure clearance may include departure instructions known as a standard instrument departure (SID). A SID is a planned IFR air traffic control (ATC) departure procedure, published in the Canada Air Pilot (CAP), for pilot and controller use in graphic and textual form. SIDs provide a transition from the terminal to the appropriate en route structure, and may be either
(a) pilot navigation SIDs—established where the pilot is required to use the chart as reference for navigation to the en route phase; or
(b) vector SIDs—established where ATC will provide navigational guidance to a filed/assigned route or to a fix depicted on the chart. Pilots are expected to use the SID chart as reference for navigation until vectoring has commenced.
10
Q
RSC/CRFI NOTAM
A
A NOTAM disseminated to alert pilots to natural winter surface contaminants such as snow, slush, and ice conditions that could affect aircraft braking and other
operational performance.
Such NOTAMs are considered special series NOTAMs that, because of their short life and significant volume during the winter season, require non-standard handling.
COMMENT: Note 1: This term is derived from the words “Runway
Surface Condition/Canadian Runway Friction Index NOTAM.” Note 2:
This NOTAM may also be issued by a military ATC unit as an RSC/JBI NOTAM.
11
Q
runway surface condition report (RSC report)
A
Section of the Aircraft Movement Surface Condition Report (AMSCR)
which provides runway surface information using a verbal description of the runway condition.
12
Q
AMSCR (Aircraft Movement Surface Condition Report)
A
The report that details the surface conditions for all aircraft movement areas including runways, taxiways, and aprons.
13
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > RSC by Full Runway Length
Provide an RSC by full runway length using the following phraseology.
A
(LOCATION) RUNWAY SURFACE CONDITION (RUNWAY ID) (CONDITION) (ON(DATE)) AT (TIME)
EX. FORT MCMURRAY RUNWAY SURFACE CONDITION, RUNWAY ZERO-EIGHT-TWO-SIX, ONE-ZERO-ZERO-ZERO PERCENT WET, AT ONE-FOUR-ONE-FIVE.
14
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > RSC by Thirds
Provide an RSC by thirds using the following phraseology
A
(LOCATION) RUNWAY SURFACE CONDITION (RUNWAY ID) CONDITION CODE (CONDITION CODE) (TOUCHDOWN CONDITION) (MIDPOINT CONDITION) (ROLLOUT CONDITION) (ON(DATE)) AT (TIME)
EX. KELOWNA RUNWAY SURFACE CONIDITON RUNWAY ONE-SEX, CONDITION CODE THREE-THREE-FOUR,NINE-ZERO PERCENT ONE-HALF INCH DRY SNOW, FIVE-ZERO PERCENT ONE-HALF-INCH DRY SNOW AND THREE-ZERO PERCENT COMPACTED SNOW, ON MARCH EIGHT AT TWO-THREE-ONE-ZERO.
15
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > RSC Condensed Phraseology
When RSC is reported by thirds and all thirds have the same description, use the following phraseology:
A
(LOCATION) RUNWAU SURFACE CONDITION (RUNWAY ID) CONDITION CODE (CONDITION CODE) ALL THIRDS REPORTED AS (CONDITION (ON(DATE)) AT (TIME)
The condition code does not have to be the same for each third as it may be upgraded or downgraded by the airport authority.
EX. LANGLEY REGIONAL RUNWAY SURFACE CONDITION, RUNWAY TWO-FIVE, CONDITION CODE THREE-FIVE-FIVE, ALL THIRDS REPORTED AS FIVE-FIVE PERCENT FROST, TOUCHDOWN CONDITION CODE DOWNGRADED AT TWO-TWO-ONE-FIVE.
16
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI
Issue the current RSC and CRFI report for the intended runway using a four-digit time expression format
A
It is not required to relay RSC information to the pilot when the runway is cleared to the full width and it is 100% dry.
It is not required to relay CRFI information to the pilot when:
* CRFI by full runway length is reported as NR.
* All thirds of CRFI by thirds are reported as NR.
17
Q
CRFI (Canadian Runway Friction Index)
A
The average of the runway friction as measured by a mechanical or electronic decelerometer and reported through the Aircraft Movement Surface Condition
Report (AMSCR).
18
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > CRFI by Full Runway Length
Provide a CRFI by full runway length using the following phraseology.
A
(LOCATION) FRICTION INDEXT (RUNWAY ID) TEMPERATURE (DEGREES) WAS (RUNWAY AVERAGE) (ADDITIONAL INFORMATION) (ON(DATE)) AT (TIME).
EX. FORT MCMURRAY FRICTION INDEX RUNWAY ZERO-EIGHT-TWO-SIX,TEMPARTURE MINUS SIX, WAS DECIMAL THREE-FIVE AT ONE-FOUR-ONE-FIVE.
19
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > CRFI by Thirds
Provide a CRFI by thirds report using the following phraseology.
A
(LOCATION) FRICTION INDEXT (RUNWAY ID) TEMPERATURE (DEGREES) WAS (TOUCHDOWN FRICTION COEFFICENET)/NOT REPORTED (MIDPOINT FRICTION COEFFICIENT)/NOT REPORTED (ROLLOUT FRICTION COEFFICIENT)/NOT REPORTED (ON(DATE)) AT (TIME)
EX. FORT MCMURRAY FRICTION INDEX RUNWAY ZERO-EIGHT, TEMPERATURE MINUS SIX, WAS DECIMAL THREE FIVE, NOT REPORTED, DECIMAL THREE-SIX, AT ONE-FOUR-ONE-FIVE.
20
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > CRFI Condensed Phraseology
When CRFI is reported by thirds and all thirds have the same friction coefficient,
use the following phraseology:
A
(LOCATION) FRICTION INDEX (RUNWAY ID) TEMPERATURE (DEGREES) ALL THIRDS REPORTED AS (FRICTION COEFFICIENT) (ON (DATE)) AT (TIME)
EX. OTTAWA FRICTION INDEX RUNWAY ZERO-SEVEN,TEMPERATURE MINUS FIVE, ALL THIRDS REPORTED AS DECIMAL THREE-SIX AT TWO-THREE-ONE-FIVE.
21
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > Contaminated Runway
A runway is contaminated when a significant portion of the runway surface area (whether in isolated areas or not) within the length and width being used is covered by one or more of the following substances:
A
- Compacted snow
- Dry snow
- Frost
- Ice
- Slush
- Standing water
- Wet ice
- Wet snow
22
Q
MATS ACC > Flight Information > Aerodrome Information > RSC
and CRFI > Braking Action
A
If you are relaying a braking action report obtained from the pilot of an aircraft, indicate the type of aircraft and the time of the report.
23
Q
Name the methods used to identify an aircraft
A
- Identification by Handoff or Point-Out
- Appropriate PPS Changes
- Flight Identification in ADS-B Data Tag
- Aircraft Position and Movements on Situational Display
- Data Tag ACID in Adjacent Airspace
24
Q
If the PPS or data tag for a particular aircraft is not displayed as expected:[5]
A
- Instruct the pilot to reset the transponder, stating the currently assigned code.
- If resetting the transponder does not resolve the problem, assign a different code.
25
MATS ACC > ATS Surveillance > Identification > Identification
Doubtful or Lost (Excerpt)
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
26
When identification is doubtful or lost, do what?
When identification is lost, inform the pilot.
27
MATS ACC > ATS Surveillance > Identification > Identification
Methods (Excerpt)
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.
28
Code assignments
Assign an aircraft a discrete code in preference to a non-discrete code.
Due to system limitations regarding the number of codes, minimize discrete
code assignment changes
29
MATS ACC > ATS Surveillance > Identification > Identification
Methods (Excerpt)
* After the pilot is instructed to change to a transponder code that results in
linkage, or that subsequently displays the data tag
Inform the pilot.
30
MATS ACC > Traffic Management > Clearances and Instructions >
IFR Clearance Format
Issue clearance items, as appropriate, in the following order:
PaCS RAS DST
1. Prefix/aircraft ID[1]
2. Clearance limit[2]
3. SID[3]
4. Route[4]
5. Altitude[5]
6. Speed[6]
7. Departure, enroute, approach, or holding instructions[7]
8. Special instructions or information, may include an SSR code[8]
9. Traffic information[9
31
MATS ACC > Traffic Management > Traffic Information (Excerpt)
Provide traffic information to all concerned aircraft if any of the following apply:
* You clear an aircraft to maintain at least 1000 feet on top.[2]
* You clear an IFR aircraft to fly in accordance with VFR.[3]
* Multiple aircraft are holding at the same fix and are separated by the vertical separation minimum.
* A pilot requests it.
* A pilot acknowledges an avoidance instruction.[4]
* You consider it necessary.
32
MATS ACC > Separation > Separation Basics > Control Estimates
(Excerpt)
Use aircraft estimates to verify ATC estimates. If a discrepancy exists between an aircraft estimate and an ATC estimate for the same reporting point, and separation could be affected:
1. Check the accuracy of the ATC estimate.
2. If a discrepancy remains, request the pilot to check the aircraft estimate.
3. If a discrepancy still exists, take appropriate action to ensure that separation is not compromised.
33
MATS ACC > ATS surveillance > Identification > Identification
Doubtful or Lost (Excerpt)
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.
34
MATS ACC > Traffic Management > Traffic Information (Excerpt)
Provide traffic information to all concerned aircraft if any of the following apply:[1]
* You clear an aircraft to maintain at least 1000 feet on top.[2]
* You clear an IFR aircraft to fly in accordance with VFR.[3]
* Multiple aircraft are holding at the same fix and are separated by the vertical separation minimum.
* A pilot requests it.
* A pilot acknowledges an avoidance instruction.[4]
* You consider it necessary.
35
MATS ACC > Glossary
position report
A report over a known location as transmitted by an aircraft.
Also called: position reporting and progress report
36
MATS ACCC > Glossary
compulsory reporting point
A reporting point over which an aircraft must report to ATC. Such points are designated on aeronautical charts by solid triangles or filed in a flight plan (FP) as fixes selected to define direct routes. These points are geographical locations that
are defined by NAVAIDs or fixes.
37
TC AIM RAC 8.1 > Position Reports
Pilots of IFR and CVFR flights are required to make position reports
over compulsory reporting points specified on IFR charts, and over any other reporting points specified by ATC.
38
MATS ACC > Traffic Management > Enroute Operations > Position
Reporting > Requesting a Position Report (Excerpt)
If issuing a clearance where a position report over a non-compulsory reporting
point is required, include the request for the report in the clearance.
39
MATS ACC > Traffic Management > Enroute Operations > Position
Reporting > Requesting a Position Report (Excerpt)
Do not request an identified aircraft to make compulsory position reports unless you deem it necessary for control purposes.
40
MATS ACC > Flight Information > Weather Information >
Altimeter Setting Information > Altimeter Setting Region
If an enroute aircraft operating within the Altimeter Setting Region makes a position report via direct communication, issue the current altimeter setting for:
* The station over which the aircraft reports
* The next station along the route of flight
41
CARs 602.35 > (b) Altimeter-setting and Operating Procedures in
the Altimeter-setting Region
When an aircraft is operated in the altimeter-setting region, each flight
crew member who occupies a flight crew member position that is
equipped with an altimeter shall
(b)while in flight, set the altimeter to the altimeter setting of the
nearest station along the route of flight or, where the nearest stations along the route of flight are separated by more than 150
nautical miles, to the altimeter setting of a station near the route of flight; (…)
42
TC AIM RAC 2.10 > Altimeter-setting Region
En route –
During flight the altimeter shall be set to the current altimeter setting of the nearest station along the route of flight or, where such stations are separated by more than 150 NM, the nearest
station to the route of flight
43
MATS ACC > Traffic Management > Enroute Operations > Position
Reporting > Requesting a Position Report (Excerpt)
Before terminating ATS surveillance service, instruct a pilot to resume position reporting.
44
MATS ACC > Separation > Separation Basics > Control Estimates (Excerpt)
Base control decisions on ATC estimates and aircraft performance. Verify the
estimate and aircraft performance using position reports over fixes, or as determined by radio aids, ATS surveillance, RNAV, or visual means that accurately define the position of the aircraft
45
As specified in CAR 602.125 — Enroute IFR Position Reports, the
position report shall include the information in the sequence set out in the CFS, that is:
(a) the identification;
(b) the position;
(c) the time over the reporting point in UTC
(d) the altitude or flight level;
(e) the type of flight plan or flight itinerary filed;
(f) the name of the next designated reporting point and ETA over that
point in UTC;
(g) the name only of the next reporting point along the route of flight; and
(h) any additional information requested by ATC or deemed necessary by the pilot.
46
MATS ACC > Separation > Separation Basics > Control Estimates
(Excerpt)
Use aircraft estimates to verify ATC estimates. If a discrepancy exists between an aircraft estimate and an ATC estimate for the same reporting point, and separation could be affected
1. Check the accuracy of the ATC estimate.
2. If a discrepancy remains, request the pilot to check the aircraft estimate.
3. If a discrepancy still exists, take appropriate action to ensure that separation is not compromised.
47
MATS ACC > Separation > Separation Basics > Control Estimates
(Excerpt)
When separating aircraft, the estimated time may not be correct. If an expected report does not arrive and flight safety is likely to be jeopardized, obtain the report no more than 5 minutes after the estimated time over a reporting point. Otherwise, obtain the report as soon as feasible
48
MATS ACC > Emergencies and Urgent Operations > Fundamentals
(Excerpt)
If an aircraft is in an emergency phase as described in Emergency Phases, inform the operations duty manager and other appropriate agencies.
Uncertainty phase: Aircraft enter this phase when; No communication received from the earlier of either of the following times: within 30 minutes after communication should have been received from an aircraft.
- when an unsuccessful attempt to establish communication with such aircraft was first made.
49
reciprocal track
In the application of separation, a term used to indicate tracks that converge or diverge at an angle of 136° to 180° inclusive
50
MATS ACC > Separation > Vertical Separation > Vertical
Separation For Aircraft on Reciprocal Tracks (Excerpt)
In an ATS surveillance environment, discontinue vertical separation as detailed in ATS Surveillance Separation For Aircraft on Reciprocal Tracks. In a procedural environment, you may discontinue vertical separation based on one of the factors
indicated in Discontinuing Vertical Separation in Procedural Airspace. In a mixed environment, the distance of an identified aircraft from the common point, as
determined by an RBL or the DME estimate function, may be used in lieu of a DME or GNSS position report.
Discontinuing Vertical Separation in procedural airspace.
NAVAID Passage - Both pilots have reported passing over the same ground-based NAVAID.
- If at FL18- or above, the aircraft are 2 minutes apart.
51
Glossary - Common Point
A point on the surface of the earth common to the tracks of two or more aircraft, used as a basis for applying separation (e.g. significant point, waypoint, NAVAID, or fix)
52
MATS ACC > Separation > Vertical Separation > Vertical
Separation For Aircraft on Reciprocal Tracks (Excerpt)
In an ATS surveillance environment, discontinue vertical separation as detailed in ATS Surveillance Separation For Aircraft on Reciprocal Tracks. In a procedural environment, you may discontinue vertical separation based on one of the factors
indicated in Discontinuing Vertical Separation in Procedural Airspace. In a mixed environment, the distance of an identified aircraft from the common point, as determined by an RBL or the DME estimate function, may be used in lieu of a DME or GNSS position report.
Discontinuing Vertical Separation in Procedural Airspace:
DME and/or GNSS Passage - DME and/or GNSS reports, determined in relation to a common point, indicate that the aircraft have passed and are 5 miles apart.
- The outbound aircraft, if utilizing DME, is 15 miles or more from the DME facility.
53
Glossary
DME (Distance Measuring Equipment)
Airborne and ground equipment used to measure the slant range distance from a
DME NAVAID in nautical miles
54
Glossary - Same Track
In the application of separation, expression used by ATC to indicate identical tracks or tracks that converge or diverge at an angle of 1'-44' inclusive.
55
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Same Track Operations (Excerpt)
For aircraft on the same track, apply time-based longitudinal separation as indicated below.
15 minutes - any speed difference - none
10 minutes- any speed difference - position reports are obtained at least every 40 minutes.
56
MATS ACC > Separation > Longitudinal Separation > Time-Based
Longitudinal Separation > Same Track Operations (Excerpt)
For aircraft on the same track, apply time-based longitudinal separation as indicated below.
5 minutes - Leading aircraft is at least 20 knots faster
3 minutes- Leading aircraft is at least 40 knots faster
Same altitudes, position reports are obtained at least every 40 minutes, and one of the following applies:
- Aircraft have departed from adjacent locations and have reported over the same reporting point.
- Both are enroute aircraft that have reported over the same reporting point.
- Enroute aircraft has reported over a reporting point serving a point of departure, and is ahead of a departing aircraft.
57
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation (Excerpt)
Establish time-based longitudinal separation using one of the following methods:
* On the basis of position reports, provided that one of the following applies:
◦ Both aircraft have reported over the same reporting point.
◦ The trailing aircraft has confirmed not yet reaching the reporting point used by the leading aircraft.
58
ATS ACC > Separation > Longitudinal Separation > DistanceBased Longitudinal Separation > Same Track Operations (Excerpt)
If aircraft on the same track are using DME, GNSS, or both, apply distance‑based longitudinal separation as indicated below.
20 miles - Any speed difference - No conditions
59
MATS ACC > Separation > Longitudinal Separation > DistanceBased Longitudinal Separation > Same Track Operations (Excerpt)
If aircraft on the same track are using DME, GNSS, or both, apply distance‑based
longitudinal separation as indicated below.
10 miles - Leading aircraft is at least 20 knots faster
5 miles- Leading aircraft is at least 40 knots faster
Same altitudes, position reports are obtained at least every 40 minutes, and one of the following applies:
- Aircraft have departed from adjacent locations and have reported over the same reporting point.
- Both are enroute aircraft that have reported over the same reporting point.
- Enroute aircraft has reported over a reporting point serving a point of departure, and is ahead of a departing aircraft.
60
MATS ACC > Traffic Management > Communication and
Coordination > Flight Data Coordination > IFR Unit to IFR Unit
(Excerpt)
If the aircraft are unidentified, specify the separation minimum being applied if less than 10 minutes longitudinal separation will exist between aircraft entering a receiving unit’s area.
61
Glossary
Crossing track
In the application of separation, a term used to indicate tracks that converge or diverge at an angle of 45° to 135° inclusive
62
MATS ACC > Separation > Longitudinal Separation > Time-Based Longitudinal Separation > Crossing Track Operations
For aircraft on crossing tracks, apply time‑based longitudinal separation, calculated from the point that the tracks cross, of either:
* 15 minutes[1]
* 10 minutes, provided you obtain position reports at least every 40 minutes
(Longitudinal Separation, Crossing Tracks)
Position Reports
You can obtain position reports using:
* ADS‑C
* CPDLC
* VHF/UHF
* Observed ATS surveillance position of an identified PPS
Position reports can be made with reference to:
* NAVAID fixes
* VHF NAVAID radials
* DME arcs
* Bearings from an NDB
* Waypoints from RNAV
* Full degrees of longitude or latitude from GNSS‑equipped aircraft
63
MATS ACC > Separation > Longitudinal Separation > DistanceBased Longitudinal Separation > Crossing Track Operations
If aircraft on crossing tracks are using DME, GNSS, or both, from a common point and the tracks cross at the common point, separate the aircraft by either:
* 20 miles (Longitudinal Separation: Crossing Tracks Using DME or GNSS)
* 10 miles, if the leading aircraft is maintaining 20 knots or more faster than the following aircraft
64
MATS ACC > Separation > Longitudinal Separation > DistanceBased Longitudinal Separation > Crossing Track Operations
If aircraft on crossing tracks are using DME, GNSS, or both, from a common point and the tracks cross at the common point, separate the aircraft by either:
* 20 miles (Longitudinal Separation: Crossing Tracks Using DME or GNSS)
* 10 miles, if the leading aircraft is maintaining 20 knots or more faster than the following aircraft
65
Glossary
Lateral separation
Separation between aircraft at the same altitude expressed in terms of distance or angular displacement between tracks.
66
MATS ACC > Separation > Lateral Separation > Geographical
Separation
When applying geographical separation, determine the appropriate fix-tolerance
area for each aircraft as indicated in Fix-Tolerance Area for Geographical Separation. Consider aircraft geographically separated if the fix-tolerance area for one aircraft does not overlap either of the following:
* The fix-tolerance area for another aircraft (Geographical Separation:
No Overlap of Another Fix-Tolerance Area)
* The protected airspace for another aircraft (Geographical Separation: No Overlap of Protected Airspace)
Source of Position Information - Fix-Tolerance Area.
ATS Surveillance - ATS surveillance separation minimum - ATS Surveillance Separation
NAVAIDs - Values as depicted by Aeronautical Information Management or as directed by unit management
RNAV in RNPC airspace - RNPC Separation
RNAV in CMNPS airspace - CMNPS Separation
Visual Reference to the ground - Use caution to ensure that the aircrafts position is accurately defined. Lateral Separation.
RNAV - 25 miles for RNO 10- and RNP 4- approved aircraft.
67
MATS ACC > Separation > Lateral Separation > Airspace to Protect
Protect airspace either using dimensions determined by Aeronautical Information Management or as directed by unit management. Ensure that the following protected airspaces do not overlap:
* Holding areas
* Airways (including additional airspace for change of direction for high-level airways)
* Off-airway tracks (including additional airspace for change of direction)
* Initial, intermediate, final, missed approach, and departure areas
68
MATS ACC > Separation > Lateral Separation > Airspace to Protect
For converging aircraft, ensure that the protected airspaces do not overlap by doing the following:
* To determine the holding point or the point to effect a restriction, add a DME/GNSS distance from Restriction to be Added to the track overlap indicated in Track Overlap.
* Issue one of the following:
◦ A holding instruction (Protecting Airspaces for Converging Aircraft)
◦ A restriction to establish vertical separation (DME/GNSS Restriction for Converging Aircraft)
If alternate instructions are not issued, the restriction point must include additional distance to enable the aircraft to enter a hold without an overlap of protected airspace.
Ground to 12000 - 15 DME/miles
13000 to FL250 - 25 DME/miles
FL260 and above - 35 DME/miles
69
MATS ACC > Separation > Separation Basics (Excerpt)
Do not accept responsibility for separating aircraft in Class G airspace.
70
MATS ACC > Traffic Management > Clearances and Instructions >
Issuing and Relaying
Issue clearances and instructions with the least possible delay.
Unless the pilot requests otherwise, issue clearances and instructions that ensure
that an aircraft remains within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or
descent.
71
MATS ACC > Traffic Management > Clearances and Instructions >
Issuing and Relaying > Correcting a Clearance or Instruction
Identify and correct any errors made during delivery or readback of a clearance or instruction, even if a readback is not required. If there is any possibility of misunderstanding, cancel and restate the clearance or instruction in full.
72
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions > Leaving or Entering Controlled Airspace
You may issue clearances into or out of controlled airspace as follows:
Leave or enter controlled airspace - If required for separation purposes, specify the lateral point and altitude at which an aircraft is to leave or enter controlled airspace.
Descend out of controlled low-level airspace - Inform the pilot of the minimum IFR altitude applicable to the airspace.
Descend out of controlled airspace - VIA an instrument approach procedure.
Leaving controlled high-level airspace - The destination airport underlies controlled high-level airspace, and no minimum IFR altitude is established in the area that would prohibit such a manoeuvre.
37 If visual conditions might not be encountered at the minimum IFR altitude, the pilot is responsible for arranging for protection of an altitude in controlled airspace for up to 30 minutes. This period permits descent to the minimum
IFR altitude, and then a climb, if necessary, to the protected altitude
If controlled low-level airspace underlies controlled high-level airspace, see the other rows in this table.
73
TC AIM RAC 9.4 > Descent Out of Controlled Airspace
ATC may not clear an aircraft to operate below the MEA of an airway, nor below the minimum IFR altitude in other controlled low level airspace. The pilot, however, may operate at the MOCA, and ATC will approve flight at the MOCA at the pilot’s request. If unable to cancel IFR at the MEA, the pilot may
advise that he/she intends to descend to the MOCA. By prior arrangement with ATC, the MEA will be protected in the event that the pilot does not encounter
visual conditions at the MOCA. Under this arrangement, the MEA will be protected:
(a) until the pilot files an arrival report;
(b) for 30 min; to allow descent to the MOCA and return to the MEA when communication is restored with ATC; or
(c) if ATC does not hear from the pilot under (a) or (b), until the aircraft is estimated to have arrived at the filed alternate plus 30 min.
74
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions (Excerpt)
As required, in an altitude instruction, include one or more items from the table below.
Item to Include - While in controlled airspace (for aircraft entering or leaving controlled airspace).
75
MATS ACC > Appendix: Forms and Reports > Flight Data Recording
> Flight Data Entry Abbreviations and Symbols (Excerpt)
When entering flight data – as much as possible – use the standard abbreviations and symbols found in this section and in the following:
* ATS Glossary
* Local manuals, directives, and accords
If not standard abbreviation exists for a word, you may form an abbreviation by dropping the vowels or one of the double consonants.
76
MATS ACC > Emergencies and Urgent Operations > Fundamentals
> Providing Alerting Services (Excerpt)
Provide alerting services to:
Provide alerting service to:
* Aircraft provided with control service
* Aircraft enduring unlawful interference
* Other aircraft if a flight plan or itinerary has been filed
* Any overdue aircraft known to ATC
* Marine vessels in distress
* Known IFR and CVFR aircraft operating within the ACC’s area of responsibility and known VFR aircraft for which the ACC is responsible
77
MATS ACC > Flight Plans and Itineraries > Closing Flight Plans and Flight Itineraries > IFR Flight Plan or Flight Itinerary
When the pilot of an IFR aircraft closes the IFR flight plan
* If VFR flight is not permitted due to airspace classification or weather
conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask the pilot’s intentions.
* Acknowledge the closure and inform the pilot that alerting service is terminated.
* Inform the appropriate ACC or the agency responsible for alerting service at the destination.
1 A pilot’s decision to close an IFR flight plan or itinerary is not subject to ATC approval.
2 When a pilot cancels or closes an IFR flight plan, the aircraft automatically becomes a VFR flight
78
MATS ACC > Traffic Management > Clearances and Instructions >
Cancelling IFR
If the pilot of an IFR or CVFR aircraft cancels IFR:
* If VFR flight is not permitted due to airspace classification or weather
conditions:
◦ Inform the pilot.
◦ If appropriate, pass the most recent weather sequence.
◦ Ask intentions.
* Acknowledge the cancellation.
A pilot’s decision to cancel an IFR flight plan or itinerary, or change to a VFR flight plan or itinerary, is not subject to ATC approval
* Ask whether the pilot is closing the IFR flight plan or itinerary, and respond as indicated below
Pilot Closing the FP/FI - Yes - Acknowledge the closure- Inform the pilot that the IFR flight plan is closed and alerting service terminated.
No - If the pilot intends to land at an aerodrome with an operating ATS unit, coordinate appropriately.
No - If the pilot intends to land at an aerodrome without an operating ATS unit, advise that an arrival report is required after landing.
79
MATS ACC > Emergencies and Urgent Operations > Fundamentals
> Notifying JRCC
All information about an aircraft in an emergency is routed centrally to the ACC, which then disseminates the pertinent data to the appropriate JRCC.
Inform the JRCC if an IFR or CVFR aircraft is in one of the emergency phases as described in the Emergency Phases for JRCC Notification.
Phase - Aircraft enters phase when...
Uncertainty Phase - An IFR flight plan or itinerary has been filed and no arrival report has been recieved by ACC at either of the following:
- If SAR time requested or specified for flight plan: SAR time requested by originator for flight itinerary: SAR time specified in flight itinerary.
- If not SAR time requested or specified: For Flight plan: within 60 minutes after latest ETA or arrival time estimated by the controlled, which is later. For Flight itinerary: within 24 hours after latest ETA.
An IFR flight plan or itinerary is filed and no arrival report can be expected because either:
- The aerodrome has no communication system
- The system serving the aerodrome is inoperative.
*In this case, the ACC is expected to advise the JRCC immediately that ATC has no means of confirming the arrival and the problem is being referred for their further action. ATC cannot assume that the aircraft has arrived safetly.
Alert Phase - Communication search fails to to reveal any information concerning the aircraft.
An aircraft cleared to land fails to do so within 5 minutes of the ETA and communication cannot be re-established with the aircraft.
SAR time: period of time lapsed before search and rescue operations begin.
80
MATS ACC > Emergencies and Urgent Operations >
Communication Search > Communication Search Steps
To conduct a communication search:
1. Contact all communication stations located within or adjacent to the search area that have interphone, facsimile, or radio facilities
2. As appropriate, contact agencies within or adjacent to the search area that have interphone, facsimile, or radio facilities:
◦ Air carriers
◦ Non-scheduled operators
◦ Amateur radio operators
◦ Federal and provincial agencies such as TC, DND, RCMP, Forestry
Services, or provincial police
3. As appropriate, contact the following agencies of each major city or town within the search area:
◦ Police
◦ Municipal office
◦ Territorial or Chief telephone operators
In carrying out communication searches, use long-distance telephone and facsimile facilities as required.
81
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions (Excerpt)
WHILE IN CONTROLLED AIRSPACE does not ensure that the aircraft will be at the specified altitude at the point at which it enters controlled airspace. If required for separation, you may add a restriction to enter controlled airspace at a specific point or altitude.
82
MATS ACC > Traffic Management > Enroute Operations > Altitude
> Altitude Instructions > Leaving or Entering Controlled Airspace
(Excerpt)
You may issue clearances into or out of controlled airspace as follows:
Leave or enter controlled airspace - If required for separation purposes, specify the lateral point and altitude at which an aircraft is to leave or enter controlled airspace.
83
MATS ACC > Emergencies and Urgent Operations >
Communication Search
The ACC initiates a communication search and informs JRCC if any of the following occurs:[1]
* No communication has been received from a pilot within 30 minutes of the time a communication should have been received, or from the time an
unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.
* An IFR flight plan has been submitted to depart from a location with no operating control tower or FSS/MFAU, and a departure message or other
communication is not received within 60 minutes of the proposed or revised departure time indicated in the flight plan.
* An IFR or CVFR aircraft enters the uncertainty phase.
84
Holding Area
The airspace to be protected for holding aircraft in accordance with ATC holding criteria.
85
MATS ACC > Traffic Management > Enroute Operations > Holding
> Holding Patterns (Excerpt)
If you are holding an aircraft at a fix that has no established holding area and is not depicted on enroute or IFR terminal charts, as appropriate, you should:[1]
* Assign a standard holding pattern, unless a non-standard holding pattern is required.
* Hold aircraft on the side of the fix that will be used for the instrument
approach procedure.
* Hold military jet aircraft, other than a transport aircraft, on the side of the fix opposite to that used for the penetration procedure.
Some holding patterns are depicted on enroute and terminal charts. A pilot who reaches a clearance limit for which a holding pattern is depicted is expected to hold as depicted until further clearance is received
86
MATS ACC > Traffic Management > Clearances and Instructions >
Issuing and Relaying
Unless the pilot requests otherwise, issue clearances and instructions that ensure that an aircraft remains within controlled airspace. This may require detailed instructions, such as the heading or radial to fly, especially during climb or descent.
87
MATS ACC > Traffic Management > Clearances and Instructions >
IFR Clearance Format
Issue clearance items, as appropriate, in the following order:
1. Prefix/aircraft ID[1]
2. Clearance limit[2]
3. SID[3]
4. Route[4]
5. Altitude[5]
6. Speed[6]
7. Departure, enroute, approach, or holding instructions[7]
8. Special instructions or information, may include an SSR code[8]
9. Traffic information[
88
Clearance Limit
The point to which an aircraft is granted an ATC clearance.
89
MATS ACC > Traffic Management > Enroute Operations > Holding
> Holding Clearances
When issuing a holding clearance, issue an expect-approach-clearance time, an expect-further-clearance time, or the time to depart the fix, and revise it as
necessary.
90
EAC (expected approach clearance time)
The time at which it is expected that an aircraft will be cleared to commence approach for a landing
91
EFC (Expect Further Clearance Time)
The time at which it is expected that further clearance will be issued to an aircraft.
92
MATS ACC > Traffic Management > Clearances and Instructions >
IFR Clearance Format > Clearance Limit
5 minutes or more before an aircraft reaches its clearance limit, issue one of the following:
* Further clearance
* Approach clearance
* Holding clearance
13 If a clearance is not received, the aircraft is expected to hold in a published holding pattern or if none exists, a standard pattern on the inbound track to the clearance limit and to request further clearance or an approach clearance. If communication cannot be established with ATC, the aircraft is then to proceed in accordance with communication failure rules and procedures
described in the Canada Air Pilot and Section F8 in the Canada Flight
Supplement.
An arriving aircraft that has filed a STAR is expected to fly this route, as cleared, to the terminal area entry fix (bedpost) or fix associated with the STAR. If no further clearance has been received on reaching that point, the
pilot is expected to fly the lateral route of the STAR for the instrument approach serving the runway in use, as specified on the ATIS, maintaining the last assigned altitude. If communication fails in IMC, the pilot is expected to squawk 7600, fly the STAR as published, including the vertical and speed requirements as provided in the procedure, intercept the final approach, fly
inbound, and land as soon as the circumstances permit.
93
MATS ACC > Traffic Management > Arrivals > Approach Clearance
> Unfamiliar Approach
If requested by a pilot, or if a pilot indicates that they are unfamiliar with the approach procedure, specify the information in Approach Information, as
applicable.
Initial approach altitue - ... INITIAL APPROACH AT (altitude)...
Outbound track - ...OUTBOUND (specified) (RADIAL/COURSE/TRACK)...
Procedure turn,direction and altitude - ... (PROCEDURE TURN (direction) AT (altitude)
Distance within which procedure turn is to be completed - ... WITHIN (distance) OF (NAVAID / F-A-F)...
Final approach course - ... FINAL APPROACH (specified) (RADIAL/COURSE/TRACK)...
Authorized minimum altitude (either DH or MDA, as applicable - ... AUTHORIZED MINIMUM (altitude)...
Missed approach procedure, including turns and headings, as necessary - ... IF APPROACH MISSED, (control instructions)
Authorized minimum altitude may be a decision height (DH) or a minimum descent altitude (MDA), as applicable.
94
MATS ACC > Traffic Management > Arrivals > Approach Clearance
> Approach Clearance Format
If adherence to a particular approach procedure is required, and except as indicated in Non-Specific Approach, specify the approach clearance as indicated
in the following table.
VIA (routing) CLEARED - If adherence to a particular procedure is required, include the route to be flown. The routing may include the published name of an arrival procedure. If a route is not issued, the pilot may proceed via either of the following: - The previously cleared route and transition to a fix.
- Any position along the route of flight directly to a fix, which will permit the aircraft to start an IAP.
(TO THE) (name) AIRPORT - In an ATS surveillane environment, you may omit the name of the airport from an approach clearance, provided: - The aircraft is identified and monitored until established on final approach
- There is no likelihood of misunderstanding.
(procedure id) APPROACH - State the procedure identification found at the top left of the CAP, RCAP or GHP 200 approach chart. Use the prefix "RNAV" in radio communications about RNAV (GNSS) or RNAV (RNP) approaches.
(other information) - Possible options: - approach with circling
- unfamiliar approach
- approach restrictions
If the pilot is required to adhere to a specific transition or any previously issued procedure, that transition or procedure must be restated in the approach clearance unless it is already specified in the published procedure.
Misunderstanding could occur if another aircraft, on your frequency and anticipating approach clearance to a different airport, accepts the approach clearance by mistake.
95
Circling Procedure
A manoeuvre initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or not desirable.
96
MDS (Minimum descent altitude)
The altitude above sea level specified in the Canada Air Pilot or the route and approach inventory for a non-precision approach, below which descent must not be made until the required visual reference to continue to the approach to land has been established.
97
MATS ACC > Glossary
precision approach procedure
An instrument approach procedure using azimuth and glide path information provided by an instrument landing system, a microwave landing system, or a
precision approach radar, one of three types:
* Precision approach CAT I
* Precision approach CAT II
* Precision approach CAT III
98
DH (Decision height)
A specified height in the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to
continue the approach to land has not been established
See also: decision altitude
Decision height (DH) is referenced to the threshold elevation and decision altitude (DA) is referenced to mean sea level (MSL).
99
What do the following acronyms stand for?
IAWP
IWP
FAWP
MAWP
MAHWP
IAWP – initial approach waypoint
IWP – intermediate approach waypoint
FAWP - final approach waypoint
MAWP - missed approach waypoint
MAHWP - missed approach holding waypoint
100
Fly-over waypoint
A waypoint that precludes any turn until waypoint is overflown and is followed by an intercept manoeuvre of the next flight segment.
101
Fly-by waypoint
A waypoint that requires the use of turn anticipation to avoid an overshoot of the next flight segment.
102
What do the following acronyms stand for?
IAWP
IWP
FAWP
MAWP
MAHWP
IAWP – initial approach waypoint
IWP – intermediate approach waypoint
FAWP - final approach waypoint
MAWP - missed approach waypoint
MAHWP - missed approach holding waypoint
103
According to MATS, what are the 3 ways to issue release times?
Issued through a control tower
Not issued through a control tower
Issued via DCPC.
104
MATS ACC > Traffic Management > Clearances and Instructions >
Departure Clearance > Release Time
When the release time is influenced by a specific time or event:
* If an aircraft must depart before a specified time or event, do either of the following:
◦ Issue a clearance-cancelled time.
◦ State that the clearance will be cancelled by a specified event.
* If an aircraft must depart after a specified time or event, use the phraseology provided in Phraseology for an Aircraft to Depart Subject to a Specified Time
or Event
105
If the clearance is issued through a control tower...
Specify a clearance-valid time, or if a clearance-valid time is deemed inappropriate, specify that a clearance validation is required.
Specify the event that must occur.
The term CLEARANCE VALIDATION REQUIRED is not part of the clearance. This internal ATC phraseology permits the airport controller to deliver the clearance before obtaining release approval from the ACC controller.
An enabling event may be an aircraft arrival, departure, or other traffic situation that may be observed by or reported to the airport controller.
106
If the clearance is not issued through a control tower...
In the clearance, state that the aircraft is not to depart until a specified time, and, if required, the reason.
In the clearance, state that the aircraft is not to depart until after a specified event, and, if required, the reason.
If the time or even cannot be specified, do not issue a clearance until the clearance is valid.
The pilot must be able to positively determine that the enabling event has occurred. Consider the following possibilities:
– The proposed departure may not be on the same frequency as the
conflicting aircraft.
– The proposed departure may not be able to positively distinguish the
conflicting aircraft from other similar aircraft.
– A third party may not be aware of the need to relay information to a
proposed departure, unless that need is stated by the controller.
107
MATS ACC > Traffic Management > Clearances and Instructions >
Issuing and Relaying > Delivery Limitations
The communication agency, such as the FSS, FIC, CARS, dispatcher (in
emergencies), or others to which a clearance is issued is responsible for transmitting the clearance to the aircraft immediately upon receipt, unless an attempt-delivery time has been specified.
If a communication agency informs you that a clearance has not been delivered, instruct the agency to do one of the following depending on your situation:
* Continue attempting to deliver, and report if undelivered by a specified time.
* Attempt to deliver at a specified time.
* Cancel the clearance.
You will be notified if the clearance is not delivered within 3 minutes after receipt, or the specified attempt‑delivery time
108
MATS ACC > Appendix: Forms and Reports > Flight Data Recording
> Flight Data Entry Abbreviations and Symbols
For flight data entry, you may use the abbreviations and symbols indicated
below.
[1][2]
A approach (unspecified)
1 Abbreviations found in the Glossary may also be used in strip marking.
2 Some units have developed local symbols and abbreviations
109
MATS ACC > Appendix: Forms and Reports > Flight Data Recording
> Flight Data Entry Abbreviations and Symbols > Identifying an
Instrument Approach Procedure
For instrument approach procedure identification, you may use the abbreviations below.
CI converging ILS
D DME
I ILS
I2 ILS CAT II
K contact
LDA localizer type directional aid
LOC localizer
N NDB
O VOR
P PAR
R RNAV(GNSS)
S straight in
T TACAN
V visual
Combine Abbreviations
Combine abbreviations as necessary.
110
CARs 602.114 > Minimum Visual Meteorological Conditions for
VFR Flight in Controlled Airspace
No person shall operate an aircraft in VFR flight within controlled
airspace unless
(a) the aircraft is operated with visual reference to the surface;
(b) flight visibility is not less than three miles;
(c) the distance of the aircraft from cloud is not less than 500 feet
vertically and one mile horizontally; and
(d) where the aircraft is operated within a control zone,
(i) when reported, ground visibility is not less than three miles, and
(ii) except when taking off or landing, the distance of the aircraft
from the surface is not less than 500 feet
111
SVFR (special VFR flight)
A visual flight authorized by an ATC unit to operate within a control zone under meteorological conditions that are below visual meteorological conditions.
112
MATS ACC > Marginal Visibility > Visibility Minima
The minimum visibility for VFR and SVFR aircraft in a control zone is indicated in VFR and SVFR Minima for Flight in a Control Zone
Aircraft type - VFR minima - SVFR minima
Fixed wing - 3 miles - 1 mile
Helicopter - 3 miles - 1/2 mile.
113
MATS TWR > Marginal Visibility > Below VFR Minima >
Authorizing a Pilot’s Request for SVFR
Authorize SVFR within the control zone, provided:
* The pilot requests SVFR.
* The ground visibility is at or above the minimum for SVFR. You may use the tower observation of prevailing visibility where ground visibility is either not reported or the visibility reported by the AWOS is non-representative of the prevailing visibility at the airport.
* You obtain approval from the appropriate ACC.
* You make an adequate arrangement for recall.
* You keep SVFR aircraft clear of the flight paths of IFR aircraft.
* You authorize only the number of aircraft that you can control safely and efficiently. If all aircraft remain in sight of the tower at all times, you may authorize more than one SVFR aircraft in a circuit.
* If the pilot intends to depart or transit the zone at night, the SVFR aircraft is a helicopter.
114
MATS ACC > Marginal Visibility > Below VFR Minima > Approving
SVFR with an Airport Controller
Approve or refuse an airport controller’s request for SVFR on the basis of current or anticipated IFR traffic only. Specify the period during which SVFR flight is
approved.
115
MATS ACC > Marginal Visibility > Below VFR Minima > Authorizing
SVFR without an Airport Controller
Authorize a pilot’s request for SVFR provided all of the following conditions are met:
* The reported ground visibility[1] meets or exceeds SVFR minima.
* Current or anticipated IFR traffic permits the operation.
* At night, unless the aircraft is a helicopter, the pilot intends to land in the control zone.
In a control zone with no airport controller on duty, do one of the following:
* Authorize one or more pilots for SVFR.
* Authorize SVFR for a specified period.
* Refuse authorization and inform the FIC, FSS, MFAU, or the pilot of the reason.
116
MATS TWR > ATS surveillance > Vectoring > Vectoring VFR
Aircraft (Excerpt)
Do not vector or assign an altitude to a SVFR aircraft
