MANOPs Lesson 2
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Created by:
MJVisscher on October 9, 2012
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78 terms
Terms | Definitions |
|---|---|
| Apply separation between aircraft through consistent reference to and use of the following three elements that are fundamental to safe, orderly and expeditious control: A. Planning - determine the appropriate separation required B. Executing - implement the selected standard C. Monitoring - ensure that the planned and executed separation is achieved and maintained |  301.2 |
| Hold taxiing and ground traffic at one of the following locations until an aircraft taking off or landing has passed the holding traffic: A. At a published holding position B. At least 200 feet from the runway edge, or C. At a distance from the runway edge, designated by the airport operator, that ensures no hazard is created to arriving or departing aircraft. | 354.2 |
| Airport and Ground controllers shall visually scan the manoeuvring area thoroughly before issuing clearances or instructions to airport traffic, and, to the extent possible, at other frequent intervals | 308.1 |
| Except when operating a dedicated radar position, the airport controller's primary responsibility is to visually scan for airport traffic | 308.1 |
| The following scanning techniques should assist in developing methods for scanning the manoeuvring area: A. Scanning should be systematic B. Scanning at least two times may minimize 'object hypnosis' C. Eyes should move from one point to another(not just one continiuos sweep); D. The eye can focus only on an area that would be covered by your fist when your arm is extended in front of you | 308.1 |
| Ensure that the runway and the runway protected area are free, or will be free, of all known obstacles including taxiing aircraft and ground traffic before a departing aircraft commences its takeoff roll or a landing aircraft crosses the runway threshold | 308.2 |
| Assign the operationally suitable runway most nearly aligned into the wind if the wind speed is 5 knots or more | 302.1 |
| You may assign a runway with a tailwind or tailwind component provided: A. The runway is dry; B. The tailwind or tailwind component, including gusts, does not exceed 5 kt; and C. You indicate the wind direction and speed to the aircraft NOTE: Use judgement in balancing the need for efficient airport operations with the safety of in-to-wind operations | 302.3 |
| A 'calm wind runway' is one that offers an operational advantage because of: A. Length B. Better approach C. Shorter taxiing distance D. Noise abatement procedures E. Necessity to avoid flight over populated areas, or F. Other reasons | 302.2 |
| You may assign the 'calm wind runway' provided: A. The wind is less than 5 knots; and B. You clearly indicate the wind direction and speed to the aircraft | 302.2 |
| You may suggest, or approve a request for, another runway provided: A. You or the aircraft will gain an operational advantage, and B. You clearly indicate the wind direction and speed to the aircraft | 302.4 |
| At airports where runway configurations are appropriate, you may segregate light VFR aircraft from heavy VFR and IFR aircraft by using different runways, provided A. The surface wind components permit the use of more than one runway; and B. The pilot accepts the suggested runway. | 302.5 |
| Do not issue a clearance or approve a request from an aircraft that would result in a deviation from an established noise abatement procedure except for reasons of safety. | 136.1 |
| Even where procedures are not established, you should not clear or direct aircraft that generate significant noise over a populated area, particularly at night. | 136.2 |
| Insert the aircraft identification at the beginning of every transmission and, as required, the unit identification as the second item of each transmission. | 215.2 |
| Identify Canadian and Foreign civil aircraft by using one of the following methods: A. Canadian Air Carriers with radiotelephony designator; 1. the operator's radiotelephony designator; 2. the flight number or last four characters of the registration; 3. the word 'HEAVY' if applicable; and 4. the priority term 'MEDEVAC' if applicable. B. Foreign Air Carriers with radiotelephony designators; 1. the operator's radiotelephony designator; 2. the flight number of full aircraft resignation; 3. the word 'HEAVY' if applicable; and 4. the priority term 'MEDEVAC' if applicable C. Canadian Private Aircraft and Canadian or Foreign Air Carriers without radiotelephony designators: 1. the manufacturer's name or type of aircraft; 2. the last four characters of the aircraft registration; 3. the word 'HEAVY' if applicable; and 4. the priority term 'MEDEVAC' if applicable D. Foreign Private Aircraft: 1. the manufacturer's name or type of aircraft; 2. the full aircraft registration; 3. the word 'HEAVY' if applicable; and 4. the priority term 'MEDEVAC' if applicable | 216.1 |
| Once communication has been established, you may omit the word 'heavy' and abbreviate civil aircraft radiotelephony call signs using one of the following methods: A. Air carriers with radiotelephony designators 1. no abbreviation if the radiotelephony designator and the flight number are used; and 2. if the aircraft registration is used following the radiotelephony designator, you may abbreviate to the radiotelephony designator followed by at least the last two characters of the aircraft registration. B. Private aircraft and air carriers without radiotelephony designator the radiotelephony call sign may be abbreviated to the last three characters of the aircraft's registration. | 216.2 |
| Use phonetics if the call sign consists of the aircraft's registration | 216.3 |
| Do not omit the priority term 'MEDEVAC' for medical evacuation flights | 216.4 |
| If communicating with two of more aircraft that are using the same flight number or similar sounding identifications advise each of the aircraft concerned of the other's presence. In order to further minimize the chance for call sign confusion you may: A. Restate the radiotelephony designator of the aircraft involved after the flight number for emphasis; B. Add the type of aircraft using the same flight number or similar sounding identification to use: 1. its aircraft registration or 2. its radiotelephony designator followed by at least the last two characters of the aircraft registration | 216.9 |
| You may omit the name and the function of the unit from a radio transmission provided: A. The unit has been previously identified B. Only one function is being provided; and C. There is no likelihood of misunderstanding. | 215.3 |
| State the function if you are preforming more than one function on two of more frequencies | 215.4 |
| Issue a taxi authorization in the following form: A. Aircraft Identification B. Unit Identification if required C. RUNWAY (number) D. WIND (direction and speed) E. ALTIMETER (setting) F. TAXI VIA (route) or CONTINUE TAXI, VIA (route), if applicable), CROSS RUNWAY (number) or HOLD SHORT OF (runway number, or taxiway) or HOLD (position or direction relative to a position runway, taxiway, other) G. (Other information such as traffic, airport conditions or RVR) H. CONTACT TOWER (frequency) NOW/AT (location/time) HOLDING SHORT or MONITOR TOWER (frequency) NOW/AT (location/time) | 334.3 |
| Issue altimeter setting information as follows: A. State the word 'altimeter' followed by the 4 separate digits of the setting. B. Identify the setting by the name of the station to which it applies except if: 1. the setting applies to the station at which the ATC unit is located; and 2. there is no possibility of misunderstanding. C. State the setting twice if it is either 31.00 and higher, or 28.99 and lower. D. Include the time of the report if the setting is obtained from a weather report that is 1 hour or more old. E. Identify the setting as 'QNH' if an aircraft asks which type of setting is being provided | 135.1 |
| An altimeter on QNH setting will display the height above sea level, In Canada, the height above aerodrome elevation or relevant runway threshold (QFE) is not available | 135.1 |
| Issue a revised altimeter setting if the setting changes by 0.02 inches or more | 135.2 |
| If the altimeter setting is higher than 31.00: A. Issue the actual altimeter setting to the aircraft; and B. Confirm that the aircraft has set its altimeter to 31.00 | 135.3 |
| This applies only for en route operations below 18,000 feet ASL within affected areas. At the beginning of the final approach segment, the current altimeter setting will be set, if possible. If not possible, 31.00 will remain set throughout the approach. Aircraft that will remain on 31.00 will be higher than indicated by the altimeter. | 135.3 |
| Use the direct reading altimeter installed in the unit for obtaining the local altimeter setting | 135.4 |
| At locations where the direct reading altimeter is independent of the primary source digital barometer, verify the accuracy of direct reading altimeter against the reference altimeter setting: A. When opening the unit, and B. At least once per shift. | 135.5 |
| The reference altimeter setting may be obtained from the METAR or calculated using a primary source digital barometer | 135.5 |
| Report the direct reading altimeter as unserviceable if its reading varies from the reference altimeter setting by more the (plus/minus) .02 inches | 135.6 |
| Except during rapidly changing conditions, you need not issue information included in the current ATIS broadcast, provided the aircraft acknowledges receipt of the broadcast | 334.7 |
| Do not use the word 'TO' in the route if an aircraft's destination is a runway | 334.3 |
| Do not use the word 'cleared' in conjunction with authorizations or instructions for aircraft to taxi or for equipment, vehicle or personnel operations | 303.2 |
| Do not use conditional clearances or instructions for the movement of airport traffic | 303.3 |
| Misinterpretation could be caused by a conditional clearance or instruction such as: A. Line up behind the landing aircraft; or B. Proceed across runway one two after departing DC9 | 303.3 |
| Include the specific route if alternate taxi paths are available | 303.4 |
| If workload permits, provide information concerning known traffic and obstructions to aircraft taxiing outside of the manoeuvring area | 303.6 |
| If you consider it necessary, inform a taxiing aircraft that a portion of the manoeuvring area is not visible from the tower: Phraseology: (area) NOT VISIBLE TAXI AT YOUR DISCRETION, This is intended to cover situations where your view of the manoeuvring area is obstructed by a physical condition other than weather phenomena | 303.7 |
| Instruct an aircraft or vehicle to either 'cross' of 'hold short' of any runway it will cross while on the manoeuvring area | 303.5 |
| Initial movement instructions given to an aircraft or vehicle should only include that portion of the intended route to the first 'hold' area or intermediate point | 334.3 |
| The optional use of the term 'holding short' may be considered as a location for the purposes of communication transfer. The use of the term is not considered a restriction and does not require a readback. Airport signs may instruct pilots to either change to or monitor the tower frequency at a given point | 334.3 |
| When a change of frequency is required, instruct the aircraft to contact or monitor: A. A specified unit/function/agency; B. On a specified frequency; and C. 1. now; 2. at a specified time; 3. at a specified location on the airport, or 4. over a specified fix. | 363.1 |
| The term 'holding short' can be used as a location for the purposes of communication transfer and does not require a readback | 363.1 |
| Transfer responsibility for control fo an aircraft between the ground controller and the airport controller in accordance with locally developed procedures | 362.1 |
| Deny taxi authorization or take-off clearance when directed by a NAV CANADA manager or an appropriate authority. Note: An appropriate authority may include properly identified public employees acting within the scope of their authority, such as: A. Federal, provincial or municipal police officers but does not include private airport police, members of the Corps of Commissionaires or other private security officials. B. An on-site Security Inspector or Safety Inspector from Transport Canada; off-site inspectors must make arrangements through the NOC; C. An Officer of the Canada Border Services Agency (CBSA). Requests by American customs must be forwarded by CCRA officers D. An officer fo the Canadian Forces E. Any person authorized by the State, such as a medical quarantine officer; or F. An officer of the court. | 315.1 |
| Do not authorize airport traffic to use an airport or any part of an airport that is closed by the Airport Operator. Note: The Airport Operator is responsible for closing an airport or any part of an airport's infrastructure or manoeuvring area. Although the lack of airport ARFF services will affect certain aircraft operations, it does not constitute grounds for denial of clearance by controllers. | 315.3 |
| Issue a take-off clearance in the following form: A.(aircraft identification) B.(Unit identification, if required) C.(special information, such as hazard or obstruction) D.(control instruction, such as a turn or heading after take-off) E.(Wind information, if required) F. CLEARED FOR TAKE-OFF RUNWAY (number), or FROM (name of taxiway, runway intersection or threshold), CLEARED FOR TAKE-OFF RUNWAY (number) Note: A take-off clearance is normaly issued on a tower frequency published in the Canada Air Pilot for that unit. | 336.14 |
| Use caution when issuing turn out instructions to an aircraft that has not already lined up for an intersection departure as the aircraftcould mistake the turn instruction for the line up direction. In such cases, the phrase 'AFTER DEPARTURE' may be inserted between the turn instruction and the intersection name in order to prevent confusion. | 336.14 |
| If the wind speed is 15 knots or greater issue the direction and speed in the take-off clearance. | 336.13 |
| State the position from which the take-off roll will commence if an aircraft will take-off from: A. The intersection of a taxiway or runway; or B. The threshold when another entry point for the same runway is in use. | 336.8 |
| If more than one runway is in use, state the runway number with the instruction to line up or backtrack | 336.9 |
| Precede a refusal or delay to a request, with the word 'NEGATIVE' followed by further instructions and if necessary, the reason. | 334.6 |
| Issue alternate instructions with a clearance for an immediate takeoff unless you have previously determined that the aircraft can comply | 336.1 |
| Consider known aircraft operating characteristics and the effect that precipitation and surface conditions may have on the aircraft's ability to comply with an immediate take-off clearance | 336.12 |
| If circumstances require, cancel a previously issued take-off clearance and, when appropriate, inform the aircraft of the reason. | 337.1 |
| If a clearanceto take of is cancelled: 1. before the aircraft has started to roll - take-off clearance cancelled; 2. after the aircraft has started to roll - abort takeoff | 337.1 |
| An aborted takeoff is an emergency procedure employed in situations where to continue would present a grave hazard to the aircraft. A controller initiated abort of takeoff should be viewed as an extreme measure to be used only where there is no clear alternate course of action. | 337.1 |
| Issue take-off or landing clearance to a fixed wing aircraft provided the operation takes place on: a. A runway; or b. Another area that is approved and designated for that purpose. | 301.4 |
| Transport Canada, Civil Aviation is responsible for designating areas, including water surfaces that may be used for the purpose of taking off and landing | 301.4 |
| Provide information concerning known traffic and obstructions to fixed wing aircraft landing on or taking off from a surface other than a runway or another area that is approved for that purpose | 301.5 |
| Except in an emergency situation, fixed wing aircraft are not permitted to depart from or land on a taxiway | 301.5 |
| Separate a departing aircraft from a preceding aircraft using the same runway by ensuring that it does not begin take-off roll until one of the following conditions exists: The preceding aircraft had departed; and 1. has turned to clear the departure path, or 2. has reached a point on the departure path where it will not conflict with the succeeding aircraft. | 352.3 |
| Give the 'time off' if the aircraft requests it | 336.2 |
| During an emergency, the aircraft may be required to contact the ARFF on the DEF or change to the ECC frequency as outlined in an Agreement. | 363.1 |
| Combine take-off clearance with instructions to change from tower frequency if: A. Direct communication with the next control sector/unit is needed immediately after take-off; and B. The aircraft is a UHF-equipped, military fighter that you know is operated by only one pilot | 336.17 |
| Use of this phraseology ensures that 243.0 Mhz will be available as a backup communication frequency if an unusual situation occurs after the aircraft has been changed from tower frequency | 336.17 |
| Normally, do not release a VFR aircraft from the tower frequency while operating in the control zone | 363.2 |
| You may release a VFR aircraft from tower frequency without specifying another frequency provided the aircraft is leaving the control zone. | 363.3 |
| BREAK BREAK: 'I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment' | 213.1 |
| State the entry point if an aircraft is authorized to enter the runway at: A. A taxiway or runway intersection; or B. The threshold when another entry point for the same runway is in use | 336.2 |
| If you instuct an aircraft to line up and 'WAIT', inform the aircraft of the reason for delay if the reason is not apparent. | 336.2 |
| Unless takeoff clearance can be issued within three minutes of the time the aircraft arrives at the point from which the takeoff run will begin, do not instruct a departing aircraft to line up on an arrival runway; A. At night; B. During IFR meterorological conditions; or C. If it will not be visible from the tower | 336.3 |
| Operational characteristics of some aircraft may require an extended period of time on the runway. The requirement to issue a clearance within three minutes may be waived in these situations | 336.3 |
| Except as specified on 336.18, inform an aircraft that is holding short of the runway of the reason for the delay if; A. It appears that a take-off clearance may be delayed for more than 3 minutes; and B. The reason is not apparent. | 336.4 |
| For example, you would not be expected to inform an aircraft if the reason for delay is another aircraft ahead waiting for takeoff or an aircraft in plain view on final approach | 336.4 |
| If a requested clearance has been withheld or delayed, issue a clearance as soon as conditions permit without waiting for a further request from the aircraft | 336.19 |
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