Separation Standards -- exam revision

Question 1

MATS 10.1.1.1

Explain the process of assuring separation

Answer 1

Assess traffic, identify conflicts, plan to ensure separation, execute the plan, monitor the situation to ensure standard is not infringed

Question 2

If situational factors show that we might lose our current form of separation, when must we establish another type of separation or minima?

Answer 2

Prior to the
time when the current separation minimum would be infringed

Question 3

MATS 10.1.3.1

True or False
Safety is secondary to the absolute requirement for expedition

Answer 3

False

“Expedition is secondary to the absolute requirement for safety” is the correct wording

Question 4

MATS 10.5.18.2

True or False
MARSA is a procedure whereby ATC initiates military flights to self-separate

Answer 4

False

MATS 10.5.18.2 – Do not initiate MARSA

Question 5

MATS 10.1.3.4

Where it is possible that differing aircraft speed may compromise a separation standard, what shall controllers do?

Answer 5

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)

Question 6

MATS 10.10.4.3

What are the four types of formation flights?

Answer 6

1. Close
2. Standard
3. In-trail
4. Block

Question 7

MATS 10.10.4.3

Define, and how is separation based around, close formation aircraft?

Answer 7

Aircraft within formation are considered to be one aircraft.

Separation based on the lead aircraft.

Question 8

MATS 10.10.4.3

Define, and how is separation based around, standard formation aircraft?

Answer 8

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

Question 9

MATS 10.10.4.3

Define, and how is separation based around, in-trail formation aircraft?

Answer 9

Elements within the trail maintain a nominated spacing from the element ahead.

Separation based on first and last elements in trail

Question 10

MATS 10.10.4.3

Define, and how is separation based around, block formation aircraft?

Answer 10

Non-standard formation type, operating within a pre-arranged airspace block.

Separation based on outer edges of airspace block

Question 11

MATS 10.1.6.1

What are the provisions and conditions utilised in applying emerency vertical separation?

Answer 11

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

Question 12

MATS 10.1.6.1

Up to and including FL290, or in RVSM airspace, what is the emergency vertical separation standard?

Answer 12

500ft

Question 13

MATS 10.1.6.1

At or above FL290, or in non-RVSM airspace, what is the emergency vertical separation standard?

Answer 13

1000ft

Question 14

MATS 10.5.2.4

What are the conditions in the application of V2?

Answer 14

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

Question 15

MATS 10.5.2.4

How is the step climb procedure applied?

Answer 15

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

Question 16

MATS 10.5.3.1

What are the conditions of V1 – 500ft?

Answer 16

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

Question 17

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

Answer 17

True

Question 18

MATS 1.1.1.22

Define ‘standard rate’

Answer 18

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

Question 19

MATS 10.5.3.3

What are the conditions for V3 – 2000ft

Answer 19

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

Question 20

What vertical separation standard is required when an aircraft is operating in severe turbulence?

Answer 20

V3 – 2000ft.

Remember: pilot reported severe turbulence only, not forecast

Question 21

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?

Answer 21

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)

Question 22

For separation purposes, what is the definition of reciprocal and same tracks?

Answer 22

Those which intersect at less than 45 degrees or greater than 135 degrees

Question 23

For separation purposes, what is the definition of crossing tracks?

Answer 23

Those which intersect at or between 45 and 135 degrees

Question 24

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?

Answer 24

True. The exception to this rule is “do not apply time standards to VFR flights which require use of radio navaids to determine position.”

Question 25

# MATS 10.3.19.1 What are the conditions for the application of T8a?

Answer 25

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

Question 26

# 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

Answer 26

16 minutes

Question 27

From the following distance reports, has definite passing been established? Why/why not? **15 DME v 21 GNSS**

Answer 27

No. Cannot mix DME and GNSS for definite pass distance standards.

Question 28

From the following distance reports, has definite passing been established? Why/why not? **18 DME v 24 DME**

Answer 28

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)

Question 29

From the following distance reports, has definite passing been established? Why/why not? **74 GNSS v 89 DME**

Answer 29

No. Cannot mix DME and GNSS for definite pass distance standards.

Question 30

From the following distance reports, has definite passing been established? Why/why not? **171 DME v 182 DME**

Answer 30

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.

Question 31

# MATS 10.3.14.6 What are the conditions of D2 -- 20 DME/GNSS?

Answer 31

Distance information provided by: a) DME; or b) GNSS in CTA only, by RNP2 or RNP3 approved aircraft

Question 32

# 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.

Answer 32

True. The requirement for Direct Controller Pilot Communication (DCPC) is met by the use of CPDLC

Question 33

# 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?

Answer 33

600

Question 34

# MATS 10.3.4.4 When applying same direction distance separation, you can use an off-track waypoint under what conditions?

Answer 34

Provided that the distance reports from both aircraft are together increasing or decreasing

Question 35

R1 to R3 can be applied between aircraft in CTA with what approvals and/or equipment?

Answer 35

Approved SNCS, or an aircraft with approved SCNS and an aircraft with DME

Question 36

# MATS 10.3.4.9 Closing speeds may exist between aircraft provided that:

Answer 36

**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

Question 37

# MATS 10.3.5.2 For standards D1 to D4, what are the conditions for the use of GNSS?

Answer 37

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

Question 38

# MATS 10.3.14.5 What are the conditions of D1 -- 20NM climb to cruise?

Answer 38

**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

Question 39

# MATS 10.3.16.1 What are the conditions of D4a?

Answer 39

**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

Question 40

**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

Answer 40

False

Question 41

# MATS 10.3.14.7 What are the conditions of D3 -- 20NM aircraft descending?

Answer 41

Distance information provided by: a) DME; or b) GNSS in CTA only, by RNP2 or RNP4 approved aircraft

Question 42

# MATS 10.3.14.8 D4d -- 15NM needs to be increased to 20NM in what circumstances?

Answer 42

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

Question 43

Does the issue of a SIGMET forecasting severe turbulence in RVSM airspace preclude the use of 1000ft separation? Why/why not?

Answer 43

No. Only *pilot-reported* severe turbulence can do so.

Question 44

# MATS 10.4.2.1 What are the approved means for the application of lateral separation?

Answer 44

**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*

Question 45

# 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

Answer 45

True

Question 46

# 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?

Answer 46

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.

Question 47

# MATS 10.3.13.14 List the conditions for the application of T5 -- 9 to 5 minutes (Mach Number Technique)

Answer 47

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)

Question 48

# 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?

Answer 48

Where the lateral separation point is less than 60NM from and between the area of conflict and the reference DME site

Question 49

# MATS 10.4.5.1 What are the methods used to establish entry and exit points?

Answer 49

**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

Question 50

# 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?** ## Footnote Use the VOR table

Answer 50

19 DME

Question 51

# 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?** ## Footnote Use the VOR table

Answer 51

19 GNSS

Question 52

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?** ## Footnote Use the VOR table

Answer 52

33 RNAV (Add the RNAV10 buffer of 14NM to the table-derived distance)

Question 53

# MATS 10.4.7.2 What is the minimum independent tracking tolerance in CTA?

Answer 53

1 NM

Question 54

# MATS 10.4.7.2 What is the maximum tracking tolerance in CTA?

Answer 54

30 NM

Question 55

# 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?

Answer 55

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*

Question 56

# MATS 10.3.5.5 When are you able to implement GNSS based separation standards after a pilot has notified "GNSS UNAVAILABLE"?

Answer 56

Reassess the implementation of GNSS-based separation standards following pilot use of the phrase "GNSS AVAILABLE"

Question 57

# 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?

Answer 57

A navigation tolerance applied to an individual aircraft

Question 58

# MATS 10.4.4.2 Can ATC apply an independent tolerance between an aircraft and an airspace boundary?

Answer 58

Yes, adding 1NM for lateral separation

Question 59

# MATS 5.1.8.2 Can ATC initiate MARSA procedures between military aircraft?

Answer 59

No

Question 60

# MATS 1.1.1.14 Define lateral separation

Answer 60

Separation between navigational tolerances of aircraft in the horizontal plane expressed in terms of distance or angular displacement between tracks

Question 61

# 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?**

Answer 61

No. Regardless of RVSM approval, military formation aircraft cannot use 1000ft separation in the RVSM band (must use 2000ft)

Question 62

# MATS 10.4.7.5.1 Conditions for the use of GNSS-navaid table

Answer 62

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

Question 63

# MATS 10.1.1.1 Provide separation using... ## Footnote approved X, Y, and Z ensuring A is never less than B

Answer 63

...approved separation standards, associated conditions and procedures ensuring spacing between aircraft is never less than a prescribed separation minimum.

Question 64

# 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?

Answer 64

Provide: a) traffic information; b) controller initiated traffic avoidance advice; or c) a Safety Alert.

Question 65

# MATS 5.1.8.4 **True or False** You must provide separation between aircraft engaged in MARSA and all non-participating aircraft

Answer 65

True (*standard separation*)

Question 66

# MATS 10.5.2.3 Three provisions for immediately assigning a level vacated by one aircraft to another

Answer 66

**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.

Question 67

**A** CEP, equipment approval, and PBN

Answer 67

a) 7 CEP b) GNSS and SCNS c) RNP2 + RNP4/RNP10

Question 68

**2** CEP, equipment approval, and PBN

Answer 68

a) 7 b) GNSS and SCNS c) RNP2

Question 69

**4** CEP, equipment approval, PBN

Answer 69

a) 14 b) GNSS and SCNS c) RNP4

Question 70

**5** CEP, equipment approval, PBN

Answer 70

a) 14 b) SCNS c) RNAV5

Question 71

**T** CEP, equipment approval, PBN

Answer 71

a) 14 b) SCNS c) RNP10/RNAV10

Question 72

**Z** Cross track tolerance, equipment, approval, PBN

Answer 72

a) 30 b) N/A c) N/A

Question 73

# MATS 10.3.2.4 When aircraft are at, or expected to reduce to, the minimum separation standard, what should you do?

Answer 73

Apply speed control techniques to ensure that the separation minimum exists throughout the period of application of the standard.

Question 74

# MATS 10.3.3.2 Provisions for application of Mach number technique

Answer 74

**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

Question 75

# MATS 10.2.2.3 What is the exception to the S2 -- 5NM ATS system surveillance separation standard?

Answer 75

Where the required wake turbulence distance separation minimum is greater than 5 NM.

Question 76

# 10.3.19.2 Conditions for T8b

Answer 76

**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.

Question 77

# MATS 10.3.17.1 Conditions for T6a ## Footnote 10/15 minutes before time of passing

Answer 77

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.

Question 78

# MATS 10.3.17.2 Conditions for T6b ## Footnote 10/15 minutes after time of passing

Answer 78

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.

Question 79

# MATS 10.4.7.1.2 Conditions for the use of entry/exit point tables where navaids are specified?

Answer 79

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

Question 80

# MATS 10.4.5.4 Method for calculating the times for entering or leaving lateral conflict

Answer 80

**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.

Question 81

# MATS 10.3.18.10 Conditions for T7a ## Footnote PRF

Answer 81

Both aircraft report passing the same positive radio fix. | Issue wake turbulence caution if applicable

Question 82

# MATS 10.3.18.11 Conditions for T7b ## Footnote Visual fix

Answer 82

**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

Question 83

# MATS 10.3.18.8 Conditions for T7c ## Footnote S+P

Answer 83

**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

Question 84

# MATS 10.3.18.9 Conditions for T7d ## Footnote Surveillance

Answer 84

**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

Question 85

# MATS 10.3.13.5 Conditions for T1a -- 5 mins ## Footnote Opening

Answer 85

**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.

Question 86

# MATS 10.3.15.1 Conditions for T1b -- 5 mins

Answer 86

**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.

Question 87

Procedure of calculating separation using DME | S/E/60

Answer 87

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.

Question 88

Define 'area of conflict'

Answer 88

The area in which the navigation tolerances of selected tracks overlap.

Question 89

Define 'BLSP'

Answer 89

The point at which the navigation tolerances of both aircraft are no closer than 1 NM.

Question 90

# MATS 10.3.4.8.1 When to switch from surveillance to voice reported distances?

Answer 90

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.

Question 91

# MATS 10.4.7.3 Tolerance for manual plotting of VOR

Answer 91

+/- 5.5 degrees

Question 92

# MATS 10.4.7.3 Tolerance for manual plotting of NDB

Answer 92

+/- 7 degrees

Question 93

# MATS 10.4.7.2 Tolerance for manual plotting of dead reckoning

Answer 93

* +/- 12 degrees; or * +/- 9 degrees where provided with initial track guidance by NDB, VOR, TACAN and there is no subsequent change in track

Question 94

# MATS 10.1.5.2 When pilots are assigned responsibility for separation in controlled airspace, the responsibility... | *(two items)*

Answer 94

**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.

Question 95

T5 MNT table. How much opening (Mach) must exist for the standard to apply at 9 through 5 minutes? ## Footnote *9 mins, MX faster; 8 minutes MY faster...*

Answer 95

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 ## Footnote Rule of 11

Question 96

# MATS 10.3.18.5 Conditions -- D8a

Answer 96

**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.