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98 Cards in this Set

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MATS 4-10-230

ATC and pilot responsibilities – During Resolution Advisory
.
AIP ENR 1.2 para 2.2

2. VISUAL METEOROLOGICAL CONDITIONS (VMC) - TAKE‐OFF, EN ROUTE AND LANDING

2.2 Controlled Airspace - Class C
ERSA Emerg 1.5.4

Radio Failure
FIHA ENR 1.1 para 6.4

6.4 ADF - Non SID Departures at Night
FIHA ENR 1.1 para 71.3

71. ADF – Formation Flights
71.3 On first contact with Approach/Departures departing from, or the first ATC unit arriving at, an aerodrome; a formation shall advise the nature of its formation; e.g.

“WILLY APPROACH, MAPLE HOODOO, CLOSE,...”, or
“SALE APPROACH, HOWLETTE SILVER, MAINTAINING BLOCK FLIGHT LEVEL ONE SEVEN ZERO TO FLIGHT LEVEL ONE NINE ZERO, SILVER TWO AND THREE IN TWO MILE TRAIL,...”.

Note: The second example indicates that there is 2NM between each element of the formation.
IFER Checklist – Critical Initial Actions
Acknowledge
• acknowledge the emergency
• cancel any SSR or ADS alarm
• confirm aircraft’s identity and location
• record time

Assess
• nature of the problem
• pilot’s intentions
• pilot’s requirement for assistance
• time available for response

Separate
• resolve immediate separation/conflict problems
• provide safety alerts on traffic, terrain or other hazards

Coordinate
• complete immediate coordination requirements

Phase
• declare the appropriate phase notify supervisor
MATS 2-30-447

Operations at vertical limits of Prohibited Areas, Restricted Areas and Airspace Reservations
Aircraft operating at the vertical limits of Prohibited Areas, Restricted Areas and Airspace Reservations are separated from activities within those airspaces.
MATS 4-10-240

ATC and pilot responsibilities – RA, Clear of conflict
MATS 4-15-310

Uncertainty Phase (INCERFA)
MATS 4-15-320

Alert phase (ALERFA)
MATS 4-15-330

Distress phase (DETRESFA)
MATS 4-15-410

Emergency phases and time sequence
MATS 4-15-420

Emergency phases in time sequence, continued
MATS 4-15-430

Emergency phases and time sequence, continued
MATS 4-15-1720

- Reserved airspace
Treat all airspace in which dumping takes place as reserved airspace from the time dumping is expected to commence until five minutes after it has been completed.
MATS 4-15-1730

Emergency fuel dumping
If fuel is dumped in an emergency, or fuel must be dumped without adequate warning or delay:
a. make every effort to keep other aircraft clear of the vapour zone
b. note the area where the fuel was dumped
c. record the weather conditions
d. report the incident to the appropriate authority without delay.
MATS 4-15-1750

Non-emergency fuel dumping
If fuel is to be dumped in other than emergency situations:
a. specify the section of a nominated track that may be used for dumping of fuel
b. recommend the aircraft maintain a minimum height of 6000 FT AGL.
MATS 4-15-2140

VFR Flights in IMC - When providing assistance
Points to remember when providing assistance to a pilot operating in IMC, are:
a. Positive identification.
b. Check fuel reserves.
c. Check of nearest available aerodrome.
d. Instil confidence in the pilot.
e. Keep instructions simple.
f. Avoid transponder code changes as they can lead to disorientation.
MATS 4-15-2780

Deviation into Active Restricted Areas - Deviation unavoidable
When deviation into active restricted area is unavoidable:
a. upon entry, advise the pilot that they are no longer operating under a clearance and are proceeding at their own risk
b. terminate control services
c. continue to provide Flight Information and Alerting services
d. declare an Alert Phase.
MATS 4-25-130

SAR Alerting - Methods
Maintain SARWATCH via:
a. continuous visual or surveillance monitoring, or
b. a time nominated by ATS or a pilot which may include:

1. an estimate
2. a NOCOM time
3. a time to report, such as a SKED or an operations normal time.
MATS 6-30-380

Formation or in-company flights
When coordinating formation or in-company flights, include the type of formation and dimensions if appropriate. For tactical formations or in-company flights, include the disposition of group members in the coordination.
MATS 6-30-730

Readback requirements - Additional requirements
Read back QNH and the words VISUAL, AMENDED, RECLEARED or CANCEL CLEARANCE in addition to the Pilots-to-ATS readback requirements.
MATS 9-10-610

Issuing a Safety Alert
Unless the pilot has already advised action is being taken to resolve the situation or has reported the other aircraft in sight, issue a Safety Alert to the aircraft as a priority, when you become aware that the aircraft is in a situation that is considered to place it in unsafe proximity to terrain, obstructions, active restricted areas or other aircraft.
MATS 9-10-660

Terrain or obstruction
Issue Safety Alerts on becoming aware that aircraft are too close to terrain or obstructions, using the following phraseology:

ATC: “(callsign) LOW ALTITUDE ALERT, CHECK YOUR ALTITUDE IMMEDIATELY... (followed by advice on the minimum altitude appropriate to the aircraftʹs position)”
MATS 9-15-190

Clearance Validity
The clearance - and its amendments during the flight - only apply:
a. to the first point at which the aircraft leaves controlled airspace; or
b. to the first landing point if the flight is wholly within controlled airspace; or
c. to the clearance limit if issued; or
d. until the expiration of a clearance void time; or
e. until cancelled by a Controller.
MATS 9-15-220

Flight planned route
You may use the phrase FLIGHT PLANNED ROUTE to describe any route or portion of route that is identical to that filed in the flight notification after providing sufficient route details to definitely establish the aircraft on its route.
MATS 9-15-350

Description of a holding path
A description of a holding path to be flown at a clearance limit is not required when:
a. the holding fix is published in aeronautical documents
b. it has been imposed temporarily, and it is expected that the requirement to hold will have lapsed before the aircraft arrives at the designated holding fix.
MATS 9-15-360

Cancelling clearance limit
When a clearance limit is cancelled, issue an onwards clearance specifying the level and route to be flown from that point.
MATS 9-15-370

Amendment to an airways clearance
If the route and/or level issued in the initial airways clearance is not in accordance with the Flight Plan, prefix the route and/or level clearance with AMENDED.
MATS 9-15-390

Amended route clearances - Amended en route
When an airways clearance is amended en route, prefix the route and/or level information with the term RECLEARED to indicate to the pilot that a change has been made to the previous clearance and this new clearance supersedes the previous clearance or part thereof.
MATS 9-15-400

- Level assignment
Assign a level with all clearance changes regardless of whether a change has been made to the initially cleared level.
MATS 9-15-420

Pilot readback - ATC route clearance
Obtain a readback of an ATC route clearance in its entirety, as well as any amendments.
MATS 9-15-430

- Key elements
MATS 9-20-250

QNH less than 1013 HPA
MATS 9-25-205

Minimum assignable level
Assign levels no lower than the MSA or LSALT unless:
a. you are providing a surveillance service from a TCU and assigning levels specified on an RTCC or
b. the pilot has accepted responsibility for terrain clearance.
MATS 9-25-260

Considerations for level assignment
Assign levels, taking into account:
a. separation
b. terrain clearance
c. the tables of cruising levels
d. provision for radio failure
e. priority.
MATS 9-25-310

non-conforming level requests
Only consider non‐conforming level requests from pilots when
accompanied by the phrase OPERATIONAL REQUIREMENT
MATS 9-25-360

Leave CTA descending
When an aircraft is descending to leave controlled airspace, provide clearance to LEAVE CONTROL AREA DESCENDING.
MATS 9-25-365

Leave CTA descending - VMC certain
Append VISUAL to the clearance if the lowest safe altitude for the final route segment is within controlled airspace and the pilot is visual
MATS 9-25-370

Leave CTA descending - VMC uncertain
If the lowest safe altitude for the final route segment is within the control area, and it is not certain that VMC exists:
a. clear the aircraft to the lowest safe altitude; and
b. instruct the aircraft to report approach intentions at that altitude; and
c. issue further clearances as required.
MATS 9-25-510

Operations below LSALT
You may assign a pilot a level below LSALT provided that:
a. the pilot has reported VISUAL; and
b. VISUAL is appended to the level assigned; and
c. by night, you prefix the clearance with WHEN ESTABLISHED IN THE CIRCLING AREA.
MATS 9-25-545

Military and NVG Operations below LSALT at night in VMC
You may assign pilots and pilots who have notified NVG on the flight plan a level below LSALT at night in VMC provided that:
a. the assignment is issued as ‘not above’ a level at least as high as the LSALT, MVA or the pilot calculated LSALT
b. the level is expressly initiated by the pilot using the phrase REQUEST (altitude) VISUAL and
c. the word VISUAL is appended to the level.
MATS 9-25-560

- Military below LSALT in IMC
You may assign military pilots a level below LSALT in IMC provided that:
a. the level is expressly initiated by the pilot using the phrase REQUEST (altitude) MILITARY TERRAIN CLEARANCE; and
b. MILITARY TERRAIN CLEARANCE is appended to the level assigned.
MATS 9-25-580 and MATS 9-25-590

CAR 174B exemption
Operating at or climbing to LSALT
You may clear pilot in receipt of a CASA exemption to CAR 174B (VFR Flights at Night) to operate below LSALT.

Ensure the assigned level does not prevent the pilot operating at, or climbing to, LSALT, by stating:

ATC: “(clearance) NOT ABOVE (LSALT) or (higher level if
requested)”
MATS 9-25-610

Base of CTA
Assign levels to VFR aircraft to provide a buffer of at least 500 FT with the base of CTA.
MATS 9-25-620

Base of CTA - VFR level
Where the base control area is a VFR level:
a. assign levels to IFR aircraft to provide a buffer of at least 500 FT with the base of CTA; or
b. where an IFR aircraft is operating less than 500 FT below the CTA base, assign levels to aircraft that may come into conflict with that IFR aircraft to provide a buffer of at least 1000 FT with the base of CTA.
MATS 9-25-630

Base of CTA - IFR level
Where the base of CTA is an IFR level:
a. assign levels to IFR aircraft to provide a buffer of at least 1000 FT with the base of CTA; or
b. provide a buffer of at least 500 FT if no IFR traffic is operating at the base of CTA.
MATS 9-25-715

Repeat level restriction/requirement
Repeat level restriction/requirements issued by ATC in air-ground communications in conjunction with subsequent level clearances in order for them to remain in effect.
MATS 9-25-720

Further restriction/requirement
Whenever a restriction/requirement has been imposed and a further restriction/requirement is required, the subsequent instruction cancels all previous restrictions/requirements unless:
a. all restrictions/requirements are restated; or
b. you prefix the subsequent instruction with FURTHER REQUIREMENT.
MATS 9-30-210

Speed Control - Responsibilities
When applying speed control:
a. avoid alternate decreases and increases in speed
b. avoid the use of minimum speed when a higher speed is practicable
c. do not vary the final approach speed
d. advise the pilot of future intentions
e. advise the pilot to resume desired speed as soon as the application of speed control is no longer necessary
f. make speed adjustments judiciously in advance of the point at which the new speed is required, depending on the aircraft type and amount of adjustment involved.
MATS 9-30-235

Formation and fuel critical
Do not apply speed control to formation or fuel critical flights.
MATS 9-45-220

Identification - Departing aircraft reports
To establish identification and to verify ATS surveillance system derived information, ensure that departing aircraft report:
a. direction of turn
b. initial radar heading
c. altitude through which the aircraft is passing to the nearest 100 FT; and
d. last assigned level.
MATS 9-45-250

- Identification methods
Establish identification by one of the following methods:
a. correlate an alpha-numeric label with an aircraft’s ATS surveillance system position indication provided the correlation is consistent with the aircraft’s expected position
b. transfer of identification
c. observation of compliance with an instruction to:

1. operate the Special Position Identification (SPI)
2. change to a specific SSR code
3. transmit ADS-B IDENT.
MATS 9-45-260

- Identification by position report
MATS 9-45-270

- Identification by turning an aircraft
MATS 9-45-1010

Providing position information
MATS 9-45-1030

When to provide position information
MATS 9-45-1380

Terminating a vector
When terminating vectoring of an aircraft, provide the aircraft with:
a. position information including displacement from nominal track (if applicable)
b. a heading as necessary to intercept the nominal track of a pilot interpreted navigation aid appropriate to its cleared route; or
c. a clearance direct to a pilot-interpreted navigation aid (eg NDB or VOR site) for interception of its cleared route; or
d. a clearance directed to an RNAV waypoint for interception of the aircraft’s cleared route for RNAV approved aircraft, or non approved RNAV equipped aircraft under ATS surveillance system control.
MATS 9-45-1410

Vectoring - TCU control
When vectoring, assign altitudes no lower than the minimum assignable altitude specified on a civil or military RTCC.
MATS 9-45-1470

Approving pilot terrain clearance
You may permit an aircraft being vectored or given a direct routing in VMC by day to arrange its own terrain clearance, provided that the responsibility is specifically assigned to the pilot.
MATS 10-10-320

Tactical separation
Tactical separation assurance places greater emphasis on traffic planning and conflict avoidance rather than conflict resolution and requires that Controllers:
a. be proactive in applying separation to avoid rather than resolve conflicts
b. plan traffic to guarantee rather than achieve separation
c. execute the plan so as to guarantee separation; and
d. monitor the situation to ensure that plan and execution are effective.
MATS 10-10-350

Military variations to standards - Visiting aircraft
Vary procedures, after appropriate consultation, for visiting military aircraft only to the extent approved at that aircraft's home base.
MATS 10-10-360

- Exceptions to varied separation standards and procedures
Do not apply these varied separation standards and procedures to:
a. VIP aircraft
b. civil IFR aircraft
c. transiting military IFR aircraft; and
d. visiting aircraft departing via SID procedures.
MATS 10-12-320

Procedural navigation tolerance
MATS 10-12-340

Procedural navigation tolerance - Separating departing aircraft
You may apply ATS surveillance system separation between an aircraft taking off and a preceding departing aircraft, or other ATS surveillance system controlled traffic, provided:
a. there is reasonable assurance that the departing aircraft will be identified within the prescribed distance of the end of the runway; and
b. the disposition and relative performances of all aircraft concerned are such that, under normal operation, or with the provision of an initial heading to the aircraft about to depart, ATS surveillance system separation will exist and will continue to exist.
MATS 10-12-420

ATS surveillance system separation minima - 3 NM radar separation
You may reduce the horizontal radar separation minimum (as stated in Clause 10-12-410) to 3 NM, provided that the aircraft are in communication with and under the control of either a TCU or an associated Control Tower providing Class C or Class D services, and are:
a. within 100 NM of an MSSR sensor; or
b. within 30 NM of a radar sensor using:
1. military high definition (scan rate of 12 RPM or greater) Terminal Approach Radar (TAR); or
2. primary data from a civil high definition TAR (scan rate of 16.4 RPM).
MATS 10-35-220

Verify accuracy (of pressure altitude-derived level display)
Verify accuracy of pressure altitude-derived level display:
a. on initial contact with an aircraft; or
b. if not feasible, as soon as possible after initial contact and prior to use
c. where continuous monitoring has not been carried out.
MATS 10-35-230

Simultaneous comparison
Verify by simultaneous comparison with:
a. altimeter-derived level information received from the same aircraft by radiotelephony; or
b. the aerodrome elevation during the take-off roll, provided that the level information subsequently indicates a positive climb after take-off.
MATS 10-35-260

Altitude-derived level verification - Tolerance
The tolerance for pressure altitude-derived level information displayed is +/- 200 FT.
MATS 10-35-270

Altitude-derived level verification - Discrepancy
When the displayed pressure altitude-derived level information differs from the pilot reported or known altitude by more than 200 FT:
a. advise pilot
b. request check of pressure setting
c. confirm current level.
MATS 10-35-280

Altitude-derived level verification - Continuing discrepancies
Where there is a continuing discrepancy after confirmation of the correct pressure setting:
a. request the pilot to stop pressure altitude data transmission provided there is no loss of position and identification information; and
b. advise the next control position or ATC unit for the aircraft of the action taken
MATS 10-35-300

Determine level occupancy
MATS 10-35-910

Minima V1 - 500 FT
MATS 10-35-930

Minima V2 - 1000 FT
MATS 10-35-950

Minima V3 - 2000 FT
MATS 10-40-210

Grouping of aircraft types
MATS 10-40-220

- B757, H47 and H53
Due to the wake turbulence characteristics of the B757, H47 and H53, for the purpose of wake turbulence separation, classify these aircraft as Heavy aircraft if leading and as Medium aircraft if following.
MATS 10-40-235

- Wake Turbulence Envelope
Except when specified in Clause 10‐40‐285, apply wake turbulence separation minima in all controlled airspace when an aircraft is operating directly behind another aircraft at the same level or less than 1000 FT below.

Note: When applying wake turbulence separation criteria,
directly behind means an aircraft is operating within 760 m laterally of the track of the leading aircraft.
MATS 10-40-285

Wake Turbulence - When not required
MATS 10-40-335

Wake turbulence - Caution
MATS 10-40-512

Distance-based Wake Turbulence Minima
MATS 10-50-210

Visual separation by pilot
You may only assign responsibility for visual separation to a pilot when aircraft are operating at or below 10 000 FT and the pilot of one aircraft reports sighting the other aircraft and is instructed to maintain visual separation with, pass behind or follow that aircraft.
MATS 10-50-270

Alternative instruction - IFR aircraft
When an aircraft is instructed to maintain separation from or pass behind an IFR aircraft, issue traffic information to the IFR aircraft, including advice of assignment of responsibility for separation to other aircraft.
MATS 10-60-520

Formation type
The basis for separating formation aircraft from other airspace users is determined by the formation type:
a. Close formation – when aircraft are in close formation, they are considered to be one aircraft. Separation between this type of formation and other airspace users is based on the lead aircraft.
b. Standard formation – when aircraft are in standard formation, they may be manoeuvred up to 1 NM either side of, co-altitude with and up to 1 NM behind the lead aircraft. Separation between this type of formation and other airspace users is based on the outer edges of these limits.
c. Military tactical formation – when aircraft are in military tactical formation, they occupy an airspace block defined in the flight notification. Base separation between military tactical formations and other airspace users on the outer limits of the airspace block.
MATS 10-60-610

Separation between aircraft
When airborne, separation between aircraft within an in-company flight is the responsibility of the individual pilots. This also includes periods of transition, when aircraft are manoeuvring to attain separation within the in-company flight, and during join up and break away.
MATS 10-60-620

In-company flights - Runway separation
Provide runway separation between aircraft elements of in-company flights.
MATS 11-10-310

Vectoring for a pilot-interpreted approach
When vectoring an aircraft for final approach on a pilot interpreted approach:
a. provide an intercept angle with the final approach track of 45 degrees or less
b. ensure that the aircraft is established on final approach track at least 2 NM before commencement of final approach.
MATS 11-10-340

- Vector to intercept final
When providing an aircraft with the vector to intercept final for a pilot-interpreted approach:
a. advise the range from the aerodrome or position with reference to the final approach point
b. inform that the vector is to intercept the approach
c. provide a clearance for the approach, when clearance has been authorised
d. instruct the pilot to report when established on final approach track.
MATS 11-10-350

When established on final
When a pilot reports established on final approach path of a pilot-interpreted approach:
a. advise the pilot of the aircraft’s distance to touchdown; and
b. instruct the pilot to transfer to the tower frequency.
MATS 11-10-380

Vectoring through final
Advise the pilot the reason for the vector, if assigning a vector that will take the aircraft through the final approach track.
MATS 11-10-1290

Unrestricted descent - Exception
You may instruct an aircraft to track via an instrument approach procedure and a level restriction assigned if the aircraft is:
a. in VMC conducting instrument approach training; or
b. a military aircraft conducting a:
1. non-precision approach; or
2. precision approach, provided clearance for the approach is issued in sufficient time for the aircraft to maintain the descent profile for the procedure being flown.
MATS 11-10-1310

Authorising visual approach
When a flight other than that described in clause 11-10-1320 is within 30 NM of an aerodrome, a visual approach may be authorised by day or night for:
a. a VFR flight
b. an IFR flight when:
1. the pilot has established and can continue flight to the aerodrome with continuous visual reference to the ground or water; and
2. the visibility along the flight path is not less than 5000 M (or by day, the aerodrome is in sight).
MATS 11-10-1315

VAS- Unrestricted descent
Do not assign a level restriction to aircraft cleared for a visual approach.
MATS 11-10-1320

Visual approach for Heavy jet aircraft
In addition to the requirements of Clause 11-10-1310, with the exception of Australian and New Zealand operators and aircraft conducting independent visual approaches at Sydney, only assign Super or Heavy jet aircraft a visual approach when:
a. specifically requested by the pilot and the pilot has reported the landing runway is in sight; or
b. the straight-in approach aid is unserviceable.
MATS 11-15-220

Departure heading
When a departing aircraft is required to assume a heading following take-off, determine the heading and advise the Tower Controller as per Clauses 11-15-230 and 11-15-250.

MATS 11-15-230
For VFR flights by day or for IFR flights by day in VMC not departing via a SID, use phraseology:
“RUNWAY HEADING VISUAL or RIGHT/LEFT (degrees)
VISUAL”

For aircraft departing via a Radar SID a three digit numerical radar heading is to be coordinated, use phraseology:

“HEADING/RIGHT/LEFT (degrees)”
MATS 11-15-350

Visual Departure in lieu of a SID
You may issue a visual departure in lieu of a SID:
a. by day
b. in VMC
c. provided that the cloud base is such that the pilot can maintain flight in VMC below the MVA (ATS surveillance system
environment) or MSA/LSALT (procedural environment).
MATS 11-15-360

Tracking instructions
Specify tracking instructions when:
a. SIDs are not published or
b. a SID is cancelled or
c. a visual departure clearance is issued in VMC by day in lieu of a SID or
d. aircraft or ground based navigation aid(s) are not available or
e. requested by Australian military aircraft or
f. requested by foreign military aircraft approved by Defence or subject to a letter of agreement.
MATS 11-15-435

Order of instructions
Issue departure instructions in the following order:
a. call-sign
b. heading or tracking instructions, including turn requirements, except that a turn requirement may be omitted from the coordination where:
1. already specified in SID instructions; or
2. the heading issued for the Radar SID is within 5 degrees of the runway bearing; or
3. the departure track for a non-SID aircraft is within 5 degrees of the runway bearing
c. altitude restrictions the word UNRESTRICTED if there is no altitude restriction (not transmitted to the aircraft).