1
Q
MATS ACC > Service Fundamentals >
ATS Surveillance Service
Use an ATS surveillance control procedure….
A
… in preference to a procedural control procedure unless you or the pilot gain an operational advantage.
2
Q
Terminav
NAVIGATIONAL ASSISTANCE
A
The provision of position information, vectors, or track and ground speed checks
3
Q
MATS > ATS Surveillance > Position Information > Navigation Assistance
Unless specifically prohibited, use ATS surveillance to provide navigation
assistance…
A
… if a pilot requests it
4
Q
MATS ACC > Service Fundamentals > ATS Surveillance Service
You may apply ATS surveillance control procedures, provided:
A
- The aircraft is identified
- The aircraft is in controlled airspace, except as described in Vectoring into
Class G Airspace. - You are in direct communication with the pilot, unless
◦ The aircraft has been cleared for an approach.
◦ You have transferred communication to the tower. - You are satisfied that the displayed ATS surveillance information is adequate.
5
Q
MATS ACC > ATS Surveillance > Vectoring > Vectoring into Class G Airspace
You may vector an aircraft into Class G airspace if …
A
…you inform the pilot and obtain the pilot’s approval.
6
Q
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > ATS Surveillance Failure or Degradation
If you are not satisfied that the displayed ATS surveillance information is adequate:
A
- Inform the supervisor or delegated authority.
- Base subsequent control actions on direction provided in ATS directives supplemented by direction from your supervisor or delegated authority. If such direction is not available, base your actions on your assessment of the equipment.
7
Q
MATS ACC > Service Fundamentals > Control Service
Provide area, terminal, or oceanic control service to:
A
- IFR aircraft in controlled airspace
- VFR aircraft in Class A and Class B airspace
Give priority to providing control service. Provide other services to the fullest possible extent.
8
Q
MATS ACC > Separation > Separation Basics
Separate aircraft consistently according to these fundamentals of safe, orderly, and expeditious control:
A
- Planning: determine the appropriate separation minimum required
- Executing: implement the selected standard
- Monitoring: ensure that the planned and executed separation is maintained
9
Q
MATS ACC > Separation > Separation Basics
To ensure an expeditious flow of traffic…
A
… operate as closely to the prescribed
minimum as circumstances permit. If exceptional circumstances call for extra caution, apply greater separation than the specified minimum.
10
Q
Radar Ranges
A
PSR - 80NM
SSR - 250NM
11
Q
Advantages of SSR
A
- Facilitates identification of aircraft; eliminates the necessity for identification turns or other cumbersome methods of identification
- Facilitates detection of lost aircraft, or aircraft experiencing an emergency, communication failure or hijack
- Targets can easily be tracked through areas of weather
- Elimination of clutter from weather or permanent echoes
- Enables the capability of displaying information (data tag) for a
given target on the situation display - Reduces communication workload (identification and altitude features)
- Automatic transmission of current altitude information for Mode C equipped aircraft
- Greatly improved and expanded radar coverage for transponder equipped aircraft
12
Q
Disadvantages of SSR
*******
A
- Cannot detect targets without a transponder (aircraft, flocks of birds, hot air balloons, etc.)
- Cannot detect weather/precipitation (although we have weather input from other sources that can be shown on the situation display)
- SSR interrogations or returns can be blocked by terrain, buildings or other aircraft; also referred to as “line of sight issues”
13
Q
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes > Transponders
If the PPS or data tag for a particular aircraft is not displayed as expected
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.
If an aircraft’s transponder appears to be unserviceable or malfunctioning, inform the pilot and, if appropriate, the adjacent sector or unit. If an aircraft’s transponder is set to standby or turned off, inform the adjacent sector or unit.
14
Q
MATS ACC > ATS Surveillance > SSRs and Aircraft Codes > Code
Assignment
A
Assign an aircraft a discrete code in preference to a non-discrete code.
15
Q
You may assign a non‑discrete code to either of the following:
A
- An aircraft that has canceled or closed its IFR flight plan and is not requesting further ATS surveillance service
- A VFR aircraft for which ATS surveillance service is being terminated
16
Q
Advantages of ADS-B
***
A
- ADS–B sites can be located in areas where radar installation wasn’t possible due to geography or cost.
- ATS surveillance standards in formerly procedural airspace provide significant fuel savings to aircraft operators.
- Reception of ADS-B signals is not affected by atmospheric conditions.
- Allows for “free flight,” i.e. aircraft routings are not restricted because of procedural separation concerns so they can fly more or less the routes they desire for better winds, weather, etc.
- More reliable than radar in that there are no moving parts to break down.
- Allows for bi-directional exchange of information, i.e. air to ground and ground to air, or air to air.
- More accurate than radar as ADS-B positions are broadcast twice per second versus the typical 5 seconds between radar sweeps.
- There is usually no need to request pilot action to identify the aircraft. If the identification broadcast in the ADS-B message matches our database, the flight will be displayed as a linked ADS–B target and is considered identified.
17
Q
There are also many instances where aircraft will squawk non-discrete
codes. Here are 3 examples:
A
i. An IFR aircraft that departs an uncontrolled airport should squawk 1000 (or 2000) depending on requested altitude. Once airborne, the pilot will contact ATC for their IFR clearance. The
controller will issue the clearance as well as the discrete code and the aircraft will correlate.
ii. Oceanic aircraft will be squawking 2000 prior to contacting ATC for their discrete code.
iii. VFR aircraft will squawk a 1200 or 1400 code unless otherwise instructed by ATC
18
Q
Disadvantages of ADS-B
A
- Not all aircraft are equipped with the appropriate Mode S transponder.
- Maintenance can be difficult for ADS-B ground-based sites located in remote areas. Outages can last for long periods of time. For space-based ADS-B, a satellite outage will result in a relatively small coverage gap that moves very rapidly.
- Range is only 180 NM for a ground-based ADS-B receiver; space based ADS-B provides global coverage.
19
Q
Advantages of MLAT
A
- Can be installed at a very low cost at airports and surrounding areas where radar is not available
- Requires no extra equipment by the aircraft
- Updates position of aircraft every second, making it more accurate than radar, and targets move smoothly across the situation display
- Enables ground controllers (or flight service specialists) to have real-time situational awareness of aircraft and vehicle positions on the aerodrome
20
Q
MATS ACC > ATS Surveillance > ATS Surveillance Equipment > Situation Display
Display and monitor:
A
- Altitude readouts (mode C)
- Appropriate geographic map
- CJSs
- Coast list in a full format showing all pertinent information (to enable prompt detection of newly de-linked aircraft)
- Current weather data and history, as necessary, for the provision of severe
weather information[3] - VMI
- Unlinked targets[1]
- Other features of the system may be used at your discretion.
21
Q
ALPHA TAG
A
- WAKE TURBULENCE
- ACID
- SFI
- ALTTITUDE READOUT
- VMI
- GROUND SPEED
22
Q
BRAVO TAG
A
- CJS
- ALTITUDE
- VMI
23
Q
MATS ACC > Appendix: Communication > Communication Fundamentals
Restrict communications to air traffic services messages. In all radio, interphone, SATVOICE, and telephone communications, use:
A
- Proper phraseology
- Phonetic alphabet and numbers, as necessary
- Correct procedures for transmitting numbers
24
Q
MATS ACC > Appendix: Communication >
Communication Fundamentals > Numbers
A
3 TREE
4 FOW er
5 FIFE
9 NIN er
25
WIND DIRECTION AND SPEED VALUES
ANALOG
NEAREST 10 DEGREES
NEAREST 5 KNOTS
DIGITAL
AS THE READOUT VALUE
26
MATS ACC > Appendix: Communication > Voice Communications > Unit Identification
*******************************
Once communication is established with a pilot, you may adjust the unit
identification:
* If your position has only one function and there is no likelihood of misunderstanding, you may omit the unit name and function.
* If your position has more than one function, you may omit the unit name, but must state the function in each transmission.
For sectors with multiple frequencies or combined sectors with multiple frequencies, you do not need to restate unit name when a pilot is changed to
another frequency under your jurisdiction.
27
MATS ACC > Appendix: Communication > Voice Communications > Aircraft Identification > Priority Suffixes
For medical evacuation flights...
... include the priority suffix MEDEVAC in all communications.
28
MATS ACC > Appendix: Communication > Voice Communications > Aircraft Identification > Similar Call Signs
If communicating with two or more aircraft that are using the same flight number or similar-sounding call signs, advise each of the aircraft concerned of the other’s presence.
If further clarification is required, do one of the following:
* For emphasis, restate the telephony designator of the aircraft after the flight number.
* Add the type of aircraft to the call sign.
* Instruct one of the pilots to use the aircraft’s registration.
* Instruct one of the pilots to use the telephony designator followed by at least the last two characters of the aircraft registration.
29
MATS ACC > Appendix: Communication > Communication Fundamentals > Communication Systems
Normally, transmit ATC messages via one of the following communication systems:
* ATC Interphone: for IFR and CVFR movement and control messages (This may be accomplished electronically)
* Air-Ground: for messages to aircraft concerning control and safety of flight
30
MATS ACC > Appendix: Communication > Communication Fundamentals > Communication Systems
If primary communication systems are congested or not available, use an alternate communication system:
* Transmit IFR and CVFR movement and control messages using the quickest method, which may include placing or accepting long distance telephone calls.
* SATVOICE is approved for routine communications; however, preference should be given to primary VHF, HF, and CPDLC communication methods.
* You may transmit VFR and DVFR movement messages that require immediate action via ATC interphone.
* You may arrange to have ATC messages accommodated on meteorological circuits provided you coordinate with the local meteorological office.
31
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.
32
MATS ACC > Traffic Management > Communication and Coordination > Denying Pilot Requests
When a request from a pilot is denied...
... provide a reason. The pilot’s situational
awareness is improved when you provide a reason.
33
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.
34
MATS ACC > Appendix: Communication > Terms to Use
Consult the following resources, in this order, to find the proper aeronautical
terminology:
1. ATS Glossary
2. Specific manuals with terminological entries such as:
◦ NAV CANADA Surface Weather Observing Procedures (NC-SWOP)
◦ Aviation Occurrence Reporting Procedures Manual
◦ NAV CANADA Manual of Special Aviation Events
3. Glossary for Pilots and Air Traffic Services Personnel (AC 100-001)
4. Transport Canada Civil Aviation Terminology System
5. Terminav
35
There are two ways a controller can determine the current altitude of
an aircraft:
i. Ask the pilot for their current altitude.
ii. Look at the aircraft’s data tag on the situation display.
36
MATS ACC > Traffic Management > Enroute Operations > Altitude > Altitude Instructions > Altitude Reports
If required and not provided on initial contact...
...ask the pilot to verify altitude.
37
MATS ACC > ATS Surveillance > Altitude Readouts
Validate altitude readouts by comparing the readout value with the altitude
reported by the pilot, at either of the following times:
* On initial contact
* As soon as feasible, if the readout is not displayed or cannot be validated on initial contact
38
TO BE MAINTAINING AN ALTITUDE
**************************
ITS ALTITUDE READOUT IS WITHIN 200 FEET OF ASSIGNED ALTITUDE FOR 3 CONSECUTIVE SWEEPS
39
TO HAVE REACHED AN ALTITUDE
*************************
ITS ALTITUDE READOUT HAS BEEN WITHIN 200 FEET OF ASSIGNED ALTITUDES FOR 4 CONSECUTIVE SWEEPS
40
TO HAVE VACATED AN ALTITUDE
*************************
THE ALTITUDE READOUT HAS CHANGED BY 300 FEET OR MORE, IN THE APPROPRIATE DIRECTION, FROM THE VALUE THAT PREVAILED WHILE THE AIRCRAFT WAS IN LEVEL FLIGHT
41
TO HAVE PASSED AN ALTITUDE
*************************
THE ALTITUDE HAS CHANGED BY 300 FEET OR MORE IN THE APPROPRIATE DIRECTION
42
MATS ACC > ATS Surveillance > Position Information > Observed Deviations
Inform the pilot if you observe any of the following:
* It appears that the aircraft will deviate or has deviated from its assigned route or holding area.
* The altitude readout indicates that the aircraft has deviated by 300 feet or more from its assigned altitude.
* The altitude readout indicates that the aircraft has deviated by 200 feet from its assigned altitude and the VMI indicates that the aircraft is continuing its climb or descent away from the assigned altitude.
43
MATS ACC > ATS Surveillance > Altitude Readouts > Invalid Altitude Readouts
Take action as indicated in Invalid Altitude Readouts when either of the following applies:
* An altitude readout is invalid.
* You observe a previously validated altitude readout to be invalid for four or more successive readout updates.
44
MATS ACC > ATS Surveillance > Altitude Readouts > Invalidated Altitude Readouts
***********************
Do not use invalidated altitude readouts to determine an aircraft’s altitude.
You may use invalidated altitude readouts to do any of the following:
* Observe whether an aircraft is in level flight, climbing, or descending
* Observe rates of climb or descent
* Provide traffic information.
45
MATS ACC > Service Fundamentals > Control Service > Flight Priority > Assigning Altitudes
Give priority to an aircraft carrying a sick or seriously injured person, whose condition requires priority.
When one or more pilots request the same altitude, give priority to the aircraft already at the altitude.
When two or more aircraft are at the same altitude, give priority to the leading aircraft.
46
MATS ACC > Service Fundamentals > Control Service > Flight Priority > Assigning Altitudes
You may adjust the altitude assignment for either of the following reasons:
* To accommodate the maximum number of aircraft at their requested altitudes
* To comply with ATFM* requirements
47
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
2. Clearance limit
3. SID
4. Route
5. Altitude
6. Speed
7. Departure, enroute, approach, or holding instructions
8. Special instructions or information, may include an SSR code
9. Traffic information
48
MATS ACC > Traffic Management > Clearances and Instructions > Amending Clearances or Instructions > Amending a Route
You may amend the route provided in a previous clearance by doing one of the
following:
* State the route amendment and, if applicable, that the rest of the clearance is unchanged.
* Issue the entire route
49
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
50
MATS ACC > Traffic Management > Clearances and Instructions > Amending Clearances or Instructions > Amending an Altitude
You may amend the altitude provided in a previous clearance..
..by stating the amendment and, if included, restating the applicable altitude restrictions or stating that the applicable altitude restrictions are still in effect.
51
MATS ACC > Traffic Management > Clearances and Instructions > Departure Clearance > Routings in an IFR Departure Clearance > Previously Filed Route has Changed
If the aircraft’s previously filed route has changed
... issue a full route clearance.
52
MATS ACC > Appendix: Professional Standards > Functional Goal #1
****************************
In the provision of air traffic control and flight information service, all Air Traffic Services units must provide:
* Uniform application of approved standards and procedures
* Professional communications
* Full–time attentive flight monitoring and flight information services
53
RADAR SITE COMPONENTS
* Antenna
* Transmitter
* Receiver
* Synchroniser
54
GLIDERS USE NON DISCRETE CODE
1202
55
VFR USE THE FOLLOWING DISCRETE CODES
12 500 FT ASL AND BELOW= 1200
ABOVE 12 500 FT ASL = 1400
56
IFR AND CVFR AIRCRAFT USE THE FOLLOWING DISCRETE CODES
HLA: 2000
LLA: 1000
57
MATS ACC > Appendix: Communication > Voice Communications > Aircraft Identification
If a call sign includes the aircraft’s registration...
...use the phonetic alphabet for that
aircraft registration.
IFRE 2501 Block 1
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