ATS.TR.210 Operation of air traffic control service

HORIZONTAL SPEED CONTROL INSTRUCTIONS — GENERAL

(a)In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the air traffic services provider, be instructed to adjust speed in a specified manner.

(b)Flight crews should be given adequate notice of planned speed control.

(c)Speed control instructions should remain in effect unless explicitly cancelled or amended by the air traffic controller.

(d)Speed control should not be applied to aircraft entering or established in a holding pattern.

(e)Speed adjustments should, as far as practicable, be limited to those necessary to establish and/or maintain a desired separation minimum or spacing. Instructions involving frequent changes of speed, including alternate speed increases and decreases, should be avoided.

(f)When the flight crew inform the air traffic control unit concerned that they are unable to comply with a speed instruction, the air traffic controller should apply an alternative method to achieve the desired spacing between the aircraft concerned.

(g)Except where otherwise approved by the competent authority, at levels at or above 7 600 m (FL 250), speed adjustments should be expressed in multiples of 0.01 Mach; at levels below 7 600 m (FL 250), speed adjustments should be expressed in multiples of 20 km/h (10 kt) based on indicated airspeed (IAS).

(h)The air traffic controller should advise the flight crew when a speed control restriction is no longer required.

HORIZONTAL SPEED CONTROL INSTRUCTIONS — DESCENDING AND ARRIVING AIRCRAFT

(a)The air traffic controller should only apply speed reductions to less than 460 km/h (250 kt) IAS for turbojet aircraft during initial descent from cruising level with the concurrence of the flight crew.

(b)The air traffic controller should use only minor speed adjustments not exceeding plus/minus 40 km/h (20 kt) IAS for aircraft on intermediate and final approach.

(c)The air traffic controller should not apply speed control to aircraft after passing a point 7 km (4 NM) from the threshold on final approach.

VERTICAL SPEED CONTROL INSTRUCTIONS — GENERAL

(a)In order to facilitate a safe and orderly flow of traffic, the air traffic controller may instruct aircraft to adjust rate of climb or rate of descent. The air traffic controller may apply vertical speed control between two or more climbing aircraft or two or more descending aircraft in order to establish or maintain a specific vertical separation minimum.

(b)The air traffic controller should, as far as practicable, limit vertical speed adjustments to those necessary to establish and/or maintain a desired separation minimum, and should avoid instructions involving frequent changes of climb/descent rates.

(c)When the flight crew inform the air traffic control unit concerned that they are unable to comply with a specified rate of climb or descent, the air traffic controller should apply an alternative method to achieve an appropriate separation minimum between aircraft, without delay.

(d)The air traffic controller should advise aircraft when a rate of climb/descent restriction is no longer required.

HOLDING CLEARANCE AND INSTRUCTIONS When delay is expected, the ACC should clear aircraft to the holding fix, and:

(a)include holding instructions; and

(b)communicate in such clearances an expected approach time or onward clearance time, as applicable.

APPROACH SEQUENCE

(a)The approach sequence should be established in a manner which will facilitate the arrival of the maximum number of aircraft with the least average delay. Priority in the approach sequence should be given to:

(1)an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, below minimum fuel state, etc.);

(2)hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention;

(3)aircraft engaged in search and rescue operations; and

(4)other aircraft as may be determined by the competent authority.

(b)Succeeding aircraft should be cleared for approach when:

(1)the preceding aircraft has reported that it is able to complete its approach without encountering IMC; or

(2)the preceding aircraft is in communication with and sighted by the aerodrome control tower, and reasonable assurance exists that a normal landing can be accomplished; or

(3)timed approaches are used, the preceding aircraft has passed the defined point inbound, and reasonable assurance exists that a normal landing can be accomplished; or

(4)the use of an ATS surveillance system confirms that the required longitudinal spacing between succeeding aircraft has been established.

EXPECTED APPROACH TIME

(a)The appropriate air traffic services unit should determine an expected approach time for an arriving aircraft that will be subjected to a delay of 10 minutes or more.

(b)The expected approach time should be transmitted to the aircraft as soon as practicable and preferably not later than at the commencement of its initial descent from cruising level.

(c)A revised expected approach time should be transmitted to the aircraft without delay whenever it differs from that previously transmitted by 5 minutes or more, or such lesser period of time as has been established by the competent authority or agreed between the air traffic services units concerned.

(d)An expected approach time should be transmitted to the aircraft by the most expeditious means whenever it is anticipated that the aircraft will be required to hold for 30 minutes or more.

(e)The holding fix to which an expected approach time relates should be identified together with the expected approach time whenever circumstances are such that this would not otherwise be evident to the pilot.

ONWARD CLEARANCE TIME In the event that an aircraft is held en-route or at a location or aid other than the initial approach fix (IAF), the appropriate air traffic services unit should, as soon as practicable, give the aircraft concerned an expected onward clearance time from the holding fix. The aircraft should also be advised if further holding at a subsequent holding fix is expected.

INSTRUMENT APPROACH

(a)The approach control unit should specify the instrument approach procedure to be used by arriving aircraft. When a flight crew requests an alternative instrument approach procedure, the approach control unit should clear it accordingly, if circumstances permit.

(b)If a pilot reports or it is clearly apparent to the air traffic control unit that the pilot is not familiar with an instrument approach procedure, the initial approach level, the point (in minutes from the appropriate reporting point) at which base turn or procedure turn will be started, the level at which the procedure turn is to be carried out and the final approach track should be specified, except that only the last-mentioned need be specified if the aircraft is to be cleared for a straight-in approach. The frequency(-ies) of the navigation aid(s) to be used as well as the missed approach procedure should also be specified when deemed necessary.

VISUAL APPROACH

(a)Subject to the conditions described in point (b), clearance for an IFR flight to execute a visual approach may be requested by a flight crew or initiated by the air traffic controller. In the latter case, the concurrence of the flight crew should be required.

(b)An IFR flight should only be cleared to execute a visual approach, provided the pilot can maintain visual reference to the terrain and:

(1)the reported ceiling is at or above the level of the beginning of the initial approach segment for the aircraft so cleared; or

(2)the pilot reports at the level of the beginning of the initial approach segment or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed.

(c)Except between aircraft performing successive visual approaches as described in point (d), separation should be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.

(d)For successive visual approaches, separation should be maintained by the air traffic controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight. The aircraft should then be instructed to follow and maintain own separation from the preceding aircraft.

(e)In case of aircraft performing successive visual approaches and instructed to maintain own separation as in point (d), and the distance between such aircraft is less than the appropriate wake turbulence minimum, the air traffic controller should issue a caution of possible wake turbulence.

INFORMATION FOR ARRIVING AIRCRAFT

(a)As early as practicable after an aircraft has established communication with the unit providing approach control service, the following elements of information, in the order listed, should be transmitted to the aircraft, with the exception of such elements which are known to have been already received by the aircraft:

(1)Type of approach and runway-in-use

(2)Meteorological information, as follows:

(i)surface wind direction and speed, including significant variations therein;

(ii)visibility and, when applicable, runway visual range (RVR);

(iii)present weather;

(iv)cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;

(v)air temperature;

(vi)dew point temperature, inclusion determined on the basis of a regional air navigation agreement;

(vii)altimeter setting(s);

(viii)any available information on significant meteorological phenomena in the approach area; and

(ix)trend-type landing forecast, when available.

(3)Current runway surface conditions, in case of precipitants or other temporary hazards

(4)Changes in the operational status of visual and non-visual aids essential for approach and landing

(b)At the commencement of final approach, the following information should be transmitted to aircraft:

(1)significant changes in the mean surface wind direction and speed;

(2)the latest information, if any, on wind shear and/or turbulence in the final approach area; and

(3)the current visibility representative of the direction of approach and landing or, when provided, the current RVR value(s) and the trend.

(c)During final approach, the following information should be transmitted without delay:

(1)the sudden occurrence of hazards (e.g. unauthorised traffic on the runway);

(2)significant variations in the current surface wind, expressed in terms of minimum and maximum values;

(3)significant changes in runway surface conditions;

(4)changes in the operational status of required visual or non-visual aids; and

(5)changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.

START-UP TIME PROCEDURES

(a)Start-up time procedures should be implemented where necessary to avoid congestion and excessive delays on the manoeuvring area or when necessary to comply with applicable air traffic flow management (ATFM) regulations. Start-up time procedures should be contained in local instructions and should specify the criteria and conditions for determining when and how start-up times should be calculated and issued to departing flights.

(b)When so requested by the pilot prior to engine start, the aerodrome control tower should give an expected take-off time, unless engine start-up time procedures are employed.

(c)A start-up clearance should only be withheld under circumstances or conditions specified by the air traffic services provider.

(d)If a start-up clearance is withheld, the aerodrome control tower should advise the flight crew of the reason.

INFORMATION TO AIRCRAFT BY AERODROME CONTROL TOWERS — AERODROME AND METEOROLOGICAL INFORMATION

(a)Prior to taxiing for take-off, the aerodrome control tower should advise aircraft of the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway to be used;

(2)the surface wind direction and speed, including significant variations therein;

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;

(4)the air temperature for the runway to be used, in the case of turbine-engined aircraft;

(5)the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway to be used; and

(6)the correct time.

(b)Prior to take-off, the aerodrome control tower should advise aircraft of:

(1)any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with point (a); and

(2)significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft.

(c)Prior to entering the traffic circuit or commencing its approach to land, the relevant air traffic controller unit should provide aircraft with the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway to be used;

(2)the surface wind direction and speed, including significant variations therein;

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting; and

(4)changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.

TAXI CLEARANCE

(a)Prior to issuing a taxi clearance, the air traffic controller should determine where the aircraft concerned is parked. Taxi clearances should contain concise instructions and adequate information so as to assist the flight crew in following the correct taxi routes, in avoiding collision with other aircraft or objects and in minimising the potential for the aircraft inadvertently entering an active runway.

(b)When a taxi clearance contains a taxi limit beyond a runway, it should contain an explicit clearance to cross or an instruction to hold short of that runway at a corresponding holding point.

TAXIING ON A RUNWAY-IN-USE

(a)For the purpose of expediting air traffic, aircraft may be permitted to taxi on the runway-in-use, provided no delay or risk to other aircraft will result. Where control of taxiing aircraft is provided by a ground air traffic controller and the control of runway operations by an aerodrome air traffic controller, a clearance to taxi on the runway-in-use should be issued by the aerodrome air traffic controller once direct two-way communications between the pilot and the aerodrome air traffic controller have been established. Any subsequent instruction to change frequency should be issued by the aerodrome air traffic controller to the taxiing aircraft after it has vacated the runway.

(b)If the aerodrome air traffic controller is unable to determine, either visually or via an ATS surveillance system, that a vacating or crossing aircraft has cleared the runway, the aircraft should be requested to report when it has vacated the runway. The report should be made when the entire aircraft is beyond the relevant runway-holding position.

USE OF RUNWAY-HOLDING POSITIONS

(a)The air traffic controller should not hold aircraft closer to a runway-in-use than at a runway-holding position, except as in cases specified in point (b).

(b)Aircraft should not be permitted to line up and hold on the approach end of a runway-in-use whenever another aircraft is effecting a landing, until the landing aircraft has passed the point of intended holding.

RUNWAY INCURSION OR OBSTRUCTED RUNWAY In the event that the aerodrome air traffic controller, after a take-off clearance or a landing clearance has been issued, becomes aware of a runway incursion or the imminent occurrence thereof, or the existence of any obstruction on or in close proximity to the runway likely to impair the safety of an aircraft taking off or landing, he or she should take appropriate action as follows:

(a)cancel the take-off clearance for a departing aircraft;

(b)instruct a landing aircraft to execute a go-around or missed approach; and

(c)in all cases inform the aircraft of the runway incursion or obstruction and its location in relation to the runway.

AERODROME CONTROL — TAKE-OFF CLEARANCE

(a)The aerodrome control tower may issue a take-off clearance to an aircraft when there is reasonable assurance that the separation for departing aircraft as in AMC7 ATS.TR.210(c)(2)(i), or the separation prescribed in accordance with AMC9 ATS.TR.210(c)(2)(i) for reduced runway separation minima between aircraft using the same runway, will exist when the aircraft commences take-off.

(b)When an ATC clearance is required prior to take-off, the aerodrome control tower should not issue the take-off clearance until the ATC clearance has been transmitted to and acknowledged by the aircraft concerned. The ATC clearance should be forwarded to the aerodrome control tower with the least possible delay after receipt of a request made by the tower or prior to such request if practicable.

(c)Subject to point (b), the take-off clearance should be issued when the aircraft is ready for take-off and at or approaching the departure runway, and the traffic situation permits. To reduce the potential for misunderstanding, the take-off clearance should include the designator of the departure runway.

AERODROME CONTROL — CLEARANCE TO LAND The aerodrome control tower may clear an aircraft to land when there is reasonable assurance that the separation established in AMC8 ATS.TR.210(c)(2)(i), or the separation prescribed in accordance with AMC9 ATS.TR.210(c)(2)(i) for reduced runway separation minima between aircraft using the same runway, will exist when the aircraft crosses the runway threshold, provided that a clearance to land should not be issued until a preceding landing aircraft has crossed the runway threshold. To reduce the potential for misunderstanding, the landing clearance should include the designator of the landing runway.

AERODROME CONTROL — PRIORITY FOR LANDING In the provision of aerodrome control service, priority for landing should be given to:

(a)an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (e.g. engine failure, shortage of fuel, etc.);

(b)hospital aircraft or aircraft carrying any sick or seriously injured persons requiring urgent medical attention;

(c)aircraft engaged in search and rescue operations; and

(d)other aircraft as may be determined by the competent authority.

VISUAL DEPARTURE

(a)An IFR flight may be cleared to execute a visual departure:

(1)when requested by the pilot; or

(2)prior to take-off, when initiated by the air traffic controller and accepted by the pilot by a read-back of the ATC clearance.

(b)When implemented, visual departure should be applied under the following conditions:

(1)the meteorological conditions in the direction of take-off and the following climb-out are such that they do not impair the procedure up to the established altitude published in the AIP, e.g. minimum flight altitude (MFA) or minimum sector altitude (MSA);

(2)the procedure is to be applied during the daytime;

(3)the pilot is responsible for maintaining obstacle clearance until the specified altitude. Further clearance (route, heading, point) should be specified by the air traffic controller; and

(4)separation is provided between an aircraft cleared to execute a visual departure and other aircraft, in accordance with the airspace classification.

(c)Any additional local restrictions should be agreed upon in consultation between the air traffic services provider and operators.

MISSED APPROACHES INSTRUCTIONS When issuing instructions for a missed approach to a flight conducting an instrument approach procedure, the air traffic controller should adhere to the published missed approach procedure. The air traffic controller should issue modifications to the published missed approach procedure only in presence of safety reasons.

AERODROME CONTROL — CLEARANCES IN THE TRAFFIC CIRCUIT

(a)The clearance to enter the traffic circuit should be issued to an aircraft whenever it is desired that the aircraft approach the landing area in accordance with current traffic circuits but traffic conditions do not yet allow a landing clearance to be issued. Depending on the circumstances and traffic conditions, an aircraft may be cleared to join at any position in the traffic circuit.

(b)When so instructed by the air traffic controller, pilots should obtain approval prior to turning on to any of the aerodrome traffic circuit legs. When extending an aerodrome traffic circuit leg, pilots should report to the air traffic control unit as soon as there is a risk that visual contact with the runway cannot be maintained.

(c)An arriving aircraft executing an instrument approach should normally be cleared to land straight in unless visual manoeuvring to the landing runway is required.

AERODROME CONTROL — INSTRUCTIONS FOR LANDING AND ROLL-OUT MANOEUVRES

(a)When necessary or desirable in order to expedite traffic, the aerodrome control tower may request a landing aircraft to:

(1)hold short of an intersecting runway after landing;

(2)land beyond the touchdown zone of the runway;

(3)vacate the runway at a specified exit taxiway; and

(4)expedite vacating the runway.

(b)In requesting a landing aircraft to perform a specific landing and/or roll-out manoeuvre, the type of aircraft, runway length, location of exit taxiways, reported braking action on runway and taxiway, and prevailing meteorological conditions should be considered. A HEAVY aircraft should not be requested to land beyond the touchdown zone of a runway.

(c)When necessary or desirable, e.g. due to low-visibility conditions, a landing or a taxiing aircraft may be instructed to report when a runway has been vacated. The report should be made when the entire aircraft is beyond the relevant runway-holding position.

FORMULATION OF INSTRUCTIONS AND INFORMATION TO AIRCRAFT ON THE GROUND As the view from the flight deck of an aircraft is normally restricted, the air traffic controller should ensure that instructions and information which require the flight crew to employ visual detection, recognition and observation are phrased in a clear, concise and complete manner.

INFORMATION ON JET BLAST AND PROPELLER SLIPSTREAM

(a)In issuing clearances or instructions, air traffic controllers should take into account the hazards caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome.

(b)Jet blast and propeller slipstream can produce localised wind velocities of sufficient strength to cause damage to other aircraft, vehicles and personnel operating within the affected area.

DESIGNATED POSITIONS OF AIRCRAFT IN THE AERODROME TRAFFIC AND TAXI CIRCUIT IN RELATION TO AERODROME CONTROL TOWER CLEARANCES The following positions of aircraft in the traffic and taxi circuits, as shown in Figure 1, are the positions where aircraft normally receive aerodrome control tower clearances. Aircraft should be watched closely as they approach these positions so that proper clearances may be issued without delay. Where practicable, all clearances should be issued without waiting for aircraft to initiate the call. — Position 1. Aircraft initiates call to taxi for departing flight. Runway-in-use information and taxi clearances given. — Position 2. If there is conflicting traffic, the departing aircraft will be held at this position. Engine run-up will, when required, normally be performed here. — Position 3. Take-off clearance is issued here if not practicable at position 2. — Position 4. Clearance to land is issued here as practicable. — Position 5. Clearance to taxi to apron is issued here. — Position 6. Parking information is issued here if necessary. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 1

AERODROME CONTROL — PRIORITY FOR DEPARTURE Departures should normally be cleared in the order in which aircraft are ready for take-off, except that deviations may be made from this order of priority to facilitate the maximum number of departures with the least average delay. Factors which should be considered in relation to the departure sequence include, inter alia:

(a)types of aircraft and their relative performance;

(b)routes to be followed after take-off;

(c)any specified minimum departure interval between take-offs;

(d)need to apply wake turbulence separation minima;

(e)aircraft which should be afforded priority; and

(f)aircraft subject to ATFM requirements.

AERODROME CONTROL — PRIORITY FOR DEPARTURE AND ATFM MEASURES For aircraft subject to ATFM requirements, it is the responsibility of the pilot and the operator to ensure that the aircraft is ready to taxi in time to meet any required departure time, bearing in mind that once a departure sequence is established on the taxiway system, it can be difficult, and sometimes impossible, to change the order.

CLEARANCES TO FLY MAINTAINING OWN SEPARATION WHILE IN VISUAL METEOROLOGICAL CONDITIONS

(a)If there is a possibility that flight under visual meteorological conditions (VMC) may become impracticable, an IFR flight should be provided with alternative instructions to be complied with in the event that flight in VMC cannot be maintained for the term of the clearance.

(b)The pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in VMC will become impossible, should inform the air traffic control unit before entering instrumental meteorological conditions (IMC) and should proceed in accordance with the alternative instructions given.

CLEARANCES TO FLY MAINTAINING OWN SEPARATION WHILE IN VISUAL METEOROLOGICAL CONDITIONS

(a)The provision of vertical or horizontal separation by an air traffic unit is not applicable in respect of any specified portion of a flight cleared subject to maintaining own separation and remaining in VMC. It is for the aircraft so cleared to ensure, for the duration of the clearance, that it is not operated in such proximity to other flights as to create a collision hazard.

(b)It is axiomatic that a VFR flight must remain in VMC at all times. Accordingly, the issuance of a clearance to a VFR flight to fly subject to maintaining own separation and remaining in VMC has no other object than to signify that, for the duration of the clearance, separation from other aircraft by air traffic control unit is not provided.

(c)It should be noted that the objectives of the air traffic control service as prescribed in ATS.TR.100 do not include prevention of collision with terrain. Pilots are responsible for ensuring that any clearances issued by air traffic control units are safe in this respect. When vectoring or assigning a direct routing not included in the flight plan, which takes an IFR flight off published ATS route or instrument procedure, the procedures in point (a)(5) of ATS.TR.235 apply.

EMERGENCY SEPARATION APPLICATION

(a)If, during an emergency situation, it is not possible to ensure that the applicable horizontal separation can be maintained, emergency separation of half the applicable vertical separation minimum may be used, i.e. a nominal 150 m (500 ft) between aircraft in airspace where a vertical separation minimum of 300 m (1 000 ft) is applied, and a nominal 300 m (1 000 ft) between aircraft in airspace where a 600 m (2 000 ft) vertical separation minimum is applied.

(b)When emergency separation is applied, the flight crews concerned should be advised that emergency separation is being applied, and informed of the actual minimum used. Additionally, all flight crews concerned should be provided with essential traffic information.

PROCEDURAL SEPARATION — APPLICATION OF LARGER SEPARATION MINIMA UNDER SPECIFIC CIRCUMSTANCES Larger separations than the specified minima should be applied whenever exceptional circumstances such as unlawful interference or navigational difficulties call for extra precautions. This should be done with due regard to all relevant factors so as to avoid impeding the flow of air traffic by the application of excessive separations.

PROCEDURAL SEPARATION — SEPARATION OF AIRCRAFT HOLDING IN FLIGHT

(a)Aircraft established in adjacent holding patterns should, except when lateral separation between the holding areas exists as determined by the air traffic services provider and approved by the competent authority, be separated by the applicable vertical separation minimum.

(b)Except when lateral separation exists, the air traffic controller should apply vertical separation between aircraft holding in flight and other aircraft, whether arriving, departing or en-route, whenever the other aircraft concerned are within 5 minutes flying time of the holding area or within a distance established by the air traffic services provider and approved by the competent authority (see Figure 2). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 2 Separation between holding aircraft and en-route aircraft

VERTICAL SEPARATION APPLICATION Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels expressed in terms of flight levels or altitudes, in accordance with the provisions in ATS.TR.125, ATS.TR.130, ATS.TR.135 and ATS.TR.140.

APPLICATION OF VERTICAL SEPARATION DURING CLIMB OR DESCENT

(a)An aircraft may be cleared to a level previously occupied by another aircraft after the latter has reported vacating it, except when:

(1)severe turbulence is known to exist;

(2)the higher aircraft is effecting a cruise climb; or

(3)the difference in aircraft performance is such that less than the applicable separation minimum may result; in which case such clearance should be withheld until the aircraft vacating the level has reported at or passing another level separated by the required minimum.

(b)When the aircraft concerned are entering or established in the same holding pattern, consideration should be given to aircraft descending at markedly different rates and, if necessary, additional measures such as specifying a maximum descent rate for the higher aircraft and a minimum descent rate for the lower aircraft should be applied to ensure that the required separation is maintained.

GEOMETRIC HEIGHT INFORMATION Geometric height information is generated by airborne systems such as, for instance, GPS or radio altimeters.

HORIZONTAL SEPARATION MINIMA BASED ON ATS SURVEILLANCE SYSTEM

(a)Unless otherwise prescribed in accordance with point (b), or AMC6 ATS.TR.220, or point (d) of AMC7 ATS.TR.220, or ATS.TR.255, the horizontal separation minimum based on radar and/or ADS-B and/or MLAT systems should be 9.3 km (5.0 NM).

(b)If so established by the air traffic services provider and approved by the competent authority, the separation minimum in point (a) may be reduced but not below:

(1)5.6 km (3.0 NM) when radar and/or ADS-B and/or MLAT systems’ capabilities at a given location so permit; and

(2)4.6 km (2.5 NM) between succeeding aircraft which are established on the same final approach track within 18.5 km (10 NM) of the runway threshold. A reduced separation minimum of 4.6 km (2.5 NM) may be applied, provided:

(i)the average runway occupancy time of landing aircraft is proven, by means such as data collection and statistical analysis and methods based on a theoretical model, not to exceed 50 seconds;

(ii)braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice;

(iii)an ATS surveillance system with appropriate azimuth and range resolution and an update rate of 5 seconds or less is used in combination with suitable displays;

(iv)the aerodrome air traffic controller is able to observe, visually or by means of surface movement radar (SMR), MLAT system or a surface movement guidance and control system (SMGCS), the runway-in-use and associated exit and entry taxiways;

(v)wake turbulence separation minima in AMC6 ATS.TR.220 or in point (d) of AMC7 ATS.TR.220, or as may be prescribed by the air traffic services provider and approved by the competent authority (e.g. for specific aircraft types), do not apply;

(vi)aircraft approach speeds are closely monitored by the air traffic controller and when necessary adjusted so as to ensure that separation is not reduced below the minimum;

(vii)aircraft operators and pilots have been made fully aware of the need to exit the runway in an expeditious manner whenever the reduced separation minimum on final approach is applied; and

(viii)procedures concerning the application of the reduced minimum are published in AIPs.

SPECIFIC CONDITIONS AND LIMITATIONS FOR THE APPLICATION OF SEPARATION MINIMA BASED ON ATS SURVEILLANCE SYSTEM

(a)The separation minima based on ATS surveillance systems specified in AMC1 ATS.TR.210(c)(2), AMC6 ATS.TR.220 and point (d) of AMC7 ATS.TR.220 may be applied between an aircraft taking off and a preceding departing aircraft or other identified traffic, provided there is reasonable assurance that the departing aircraft will be identified within 2 km (1 NM) from the end of the runway, and that, at the time, the required separation will exist.

(b)The separation minima specified based on ATS surveillance systems should not be applied between aircraft holding over the same holding fix.

PROCEDURAL SEPARATION — REDUCTION IN LATERAL AND LONGITUDINAL SEPARATION MINIMA

(a)Provided that prior consultation with airspace users is undertaken and that an appropriate safety assessment has shown that an acceptable level of safety is maintained, the lateral and longitudinal separation minima established in: — AMC1 ATS.TR.210(c)(2)(i); — AMC2 ATS.TR.210(c)(2)(i); — AMC3 ATS.TR.210(c)(2)(i); — AMC4 ATS.TR.210(c)(2)(i); — AMC5 ATS.TR.210(c)(2)(i); — AMC6 ATS.TR.210(c)(2)(i); and — AMC1 ATS.TR.210(c)(2)(ii) may be reduced in the following circumstances:

(1)when special electronic or other aids enable the pilot-in-command of an aircraft to determine accurately the aircraft’s position and when adequate communication facilities exist for that position to be transmitted without delay to the appropriate air traffic control unit; or

(2)when, in association with rapid and reliable communication facilities, information of an aircraft’s position, derived from an ATS surveillance system, is available to the appropriate air traffic control unit; or

(3)when RNAV-equipped aircraft operate within the coverage of electronic aids that provide the necessary updates to maintain navigation accuracy.

(b)In addition to the circumstances mentioned in point (a), the lateral and longitudinal separation minima established in: — AMC1 ATS.TR.210(c)(2)(i); — AMC2 ATS.TR.210(c)(2)(i); — AMC3 ATS.TR.210(c)(2)(i); — AMC4 ATS.TR.210(c)(2)(i); — AMC5 ATS.TR.210(c)(2)(i); — AMC6 ATS.TR.210(c)(2)(i); and — AMC1 ATS.TR.210(c)(2)(ii) may be reduced in the vicinity of aerodromes if:

(1)adequate separation can be provided by the aerodrome air traffic controller when each aircraft is continuously visible to this air traffic controller; or

(2)each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots thereof report that they can maintain their own separation; or

(3)in the case of one aircraft following another, the flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation can be maintained.

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION APPLICATION

(a)Longitudinal separation should be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum. Longitudinal separation between aircraft following the same or diverging tracks may be maintained by application of speed control, including the Mach number technique. When applicable, use of the Mach number technique should be prescribed on the basis of a regional air navigation agreement.

(b)Longitudinal separation between supersonic aircraft during the transonic acceleration and supersonic phases of flight should normally be established by appropriate timing of the start of transonic acceleration rather than by the imposition of speed restrictions in supersonic flight.

(c)Time-based separation applied in accordance with AMC1 ATS.TR.210(c)(2)(i), AMC2 ATS.TR.210(c)(2)(i) and AMC5 ATS.TR.210(c)(2)(i) may be based on position information and estimates derived from voice reports, controller-pilot data link communications (CPDLC) or ADS-C.

(d)For the purpose of application of longitudinal separation, the terms ‘same track’, ‘reciprocal tracks’ and ‘crossing tracks’ have the following meanings:

(1)Same track (see Figure 3) Same direction tracks and intersecting tracks or portions thereof, the angular difference of which is less than 45 degrees or more than 315 degrees, and whose protected airspaces overlap [Figure or form omitted from this preview — available in the Avioverse workspace library.]Figure 3: Aircraft on same track

(2)Reciprocal tracks (see Figure 4) Opposite tracks and intersecting tracks or portions thereof, the angular difference of which is more than 135 degrees but less than 225 degrees, and whose protected airspaces overlap [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 4: Aircraft on reciprocal tracks

(3)Crossing tracks (see Figure 5) Intersecting tracks or portions thereof other than those specified in points (1) and (2) [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 5: Aircraft on crossing tracks

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA BASED ON TIME — AIRCRAFT MAINTAINING THE SAME LEVEL For aircraft flying at the same level, the longitudinal separation minima based on time should be one of the following:

(a)Aircraft flying on the same track and same level

(1)15 minutes (see Figure 6); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 6: 15-minute separation between aircraft on the same track and same level

(2)10 minutes if navigation aids permit frequent determination of position and speed (see Figure 7); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 7: 10-minute separation between aircraft on the same track and same level

(3)5 minutes in the following cases, provided that in each case the preceding aircraft is maintaining a TAS of 37 km/h (20 kt) or more faster than the succeeding aircraft (see Figure 8) [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 8: 5-minute separation between aircraft on the same track and same level

(i)between aircraft that have departed from the same aerodrome;

(ii)between en-route aircraft that have reported over the same exact significant point;

(iii)between departing and en-route aircraft after the en-route aircraft has reported over a fix that it is so located in relation to the departure point as to ensure that 5-minute separation can be established at the point the departing aircraft will join the air route; or

(4)3 minutes in the cases listed under point (a)(3), provided that in each case the preceding aircraft is maintaining a TAS of 74 km/h (40 kt) or more faster than the succeeding aircraft (see Figure 9) [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 9: 3-minute separation between aircraft on the same track and same level

(b)Aircraft flying on crossing tracks

(1)15 minutes at the point of intersection of the tracks (see Figure 10); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 10: 15-minute separation between aircraft on crossing tracks and same level

(2)10 minutes if navigation aids permit frequent determination of position and speed (see Figure 11). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 11: 10-minute separation between aircraft on crossing tracks and same level

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA BASED ON TIME — AIRCRAFT CLIMBING OR DESCENDING For aircraft climbing or descending, the longitudinal separation minima based on time should be one of the following: a) Aircraft on the same track When an aircraft will pass through the level of another aircraft on the same track, the following minimum longitudinal separation should be provided:

(1)15 minutes while vertical separation does not exist (see Figures 12 and 13); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 12: 15-minute separation between aircraft climbing and on the same track [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 13: 15-minute separation between aircraft descending and on the same track

(2)10 minutes while vertical separation does not exist, provided that such separation is authorised only where ground-based navigation aids or GNSS permit frequent determination of position and speed (see Figures 14 and 15); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 14: 10-minute separation between aircraft climbing and on the same track [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 15: 10-minute separation between aircraft descending and on the same track

(3)5 minutes while vertical separation does not exist, provided that:

(i)the level change is commenced within 10 minutes of the time the second aircraft has reported over a common point which should be derived from ground-based navigation aids or by GNSS; and

(ii)when issuing the clearance through third-party communication or CPDLC, a restriction should be added to the clearance to ensure that the 10-minute condition is satisfied (see Figures 16 and 17).

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 16: 5-minute separation between aircraft climbing and on the same track

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 17: 5-minute separation between aircraft descending and on the same track b) Aircraft on crossing tracks

(1)15 minutes while vertical separation does not exist (see Figures 18 and 19); or [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 18: 15-minute separation between aircraft climbing and on crossing tracks [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 19: 15-minute separation between aircraft descending and on crossing tracks

(2)10 minutes while vertical separation does not exist if navigation aids permit frequent determination of position and speed (see Figures 20 and 21). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 20: 10-minute separation between aircraft climbing and on crossing tracks [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 21: 10-minute separation between aircraft descending and on crossing tracks c) Aircraft on reciprocal tracks Where lateral separation is not provided, vertical separation should be provided for at least 10 minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed (see Figure 22). Provided it has been determined that the aircraft have passed each other, this minimum need not apply. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 22: 10-minute separation between aircraft on reciprocal tracks

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA BASED ON DISTANCE USING DISTANCE MEASURING EQUIPMENT (DME) AND/OR GNSS — AIRCRAFT AT THE SAME CRUISING LEVEL Longitudinal separation minima based on distance using distance measuring equipment (DME) and/or GNSS should be established between aircraft at the same cruising level, as follows:

(a)Aircraft on the same track

(1)37 km (20 NM), provided:

(i)each aircraft utilises:

(A)the same ‘on-track’ DME station when both aircraft are utilising DME; or

(B)an ‘on-track’ DME station and a collocated waypoint when one aircraft is utilising DME and the other is utilising GNSS; or

(C)the same waypoint when both aircraft are utilising GNSS; and

(ii)separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed (see Figure 23); [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 23: 37 km (20 NM) DME and/or GNSS-based separation between aircraft on the same track and same level

(2)19 km (10 NM), provided:

(i)the leading aircraft maintains a TAS of 37 km/h (20 kt) or more faster than the succeeding aircraft;

(ii)each aircraft utilises:

(A)the same ‘on-track’ DME station when both aircraft are utilising DME; or

(B)an ‘on-track’ DME station and a collocated waypoint when one aircraft is utilising DME and the other is utilising GNSS; or

(C)the same waypoint when both aircraft are utilising GNSS; and

(iii)separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft at such intervals as are necessary to ensure that the minimum is established and will not be infringed (see Figure 24). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 24: 19 km (10 NM) DME and/or GNSS-based separation between aircraft on the same track and same level

(b)Aircraft on crossing tracks The longitudinal separation prescribed in point (a) should also apply, provided each aircraft reports distance from the DME station and/or collocated waypoint or same waypoint located at the crossing point of the tracks and that the relative angle between the tracks is less than 90 degrees (see Figures 25 and 26). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 25: 37 km (20 NM) DME and/or GNSS-based separation between aircraft on crossing tracks and the same level [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 26: 19 km (10 NM) DME and/or GNSS-based separation between aircraft on crossing tracks and the same level

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA BASED ON DISTANCE USING DISTANCE MEASURING EQUIPMENT (DME) AND/OR GNSS — AIRCRAFT CLIMBING OR DESCENDING Longitudinal separation minima based on distance using distance measuring equipment (DME) AND/OR GNSS should be established between aircraft climbing or descending, as follows:

(a)Aircraft on the same track 19 km (10 NM) while vertical separation does not exist, provided:

(1)each aircraft utilises:

(i)the same ‘on-track’ DME station when both aircraft are utilising DME; or

(ii)an ‘on-track’ DME station and a collocated waypoint when one aircraft is utilising DME and the other is utilising GNSS; or

(iii)the same waypoint when both aircraft are utilising GNSS; and

(2)one aircraft maintains a level while vertical separation does not exist; and

(3)separation is established by obtaining simultaneous DME and/or GNSS readings from the aircraft (see Figures 27 and 28). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 27: 19 km (10 NM) DME and/or GNSS-based separation between aircraft climbing and on the same track [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 28: 19 km (10 NM) DME and/or GNSS-based separation between aircraft descending and on the same track

(b)Aircraft on reciprocal tracks Aircraft utilising on-track DME and/or collocated waypoint or same waypoint may be cleared to climb or descend through the levels occupied by other aircraft utilising on-track DME and/or collocated waypoint or same waypoint, provided that it has been positively established that the aircraft have passed each other and are at least 10 NM apart, or such other value determined by the air traffic services provider and approved by the competent authority.

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA WITH MACH NUMBER TECHNIQUE BASED ON TIME When the Mach number technique is applied and provided that:

(a)the aircraft concerned have reported over the same common point and follow the same track or continuously diverging tracks until some other form of separation is provided; or

(b)if the aircraft have not reported over the same common point and it is possible to ensure, by radar, ADS-B or other means, that the appropriate time interval will exist at the common point from which they either follow the same track or continuously diverging tracks, minimum longitudinal separation between turbojet aircraft on the same track, whether in level, climbing or descending flight should be:

(1)10 minutes. In this case, the preceding aircraft should maintain a true Mach number equal to or greater than that maintained by the following aircraft; or

(2)between 9 and 5 minutes inclusive, provided that the preceding aircraft is maintaining a true Mach number greater than the following aircraft in accordance with the following:

(i)9 minutes if the preceding aircraft is Mach 0.02 faster than the following aircraft;

(ii)8 minutes if the preceding aircraft is Mach 0.03 faster than the following aircraft;

(iii)7 minutes if the preceding aircraft is Mach 0.04 faster than the following aircraft;

(iv)6 minutes if the preceding aircraft is Mach 0.05 faster than the following aircraft;

(v)5 minutes if the preceding aircraft is Mach 0.06 faster than the following aircraft.

PROCEDURAL SEPARATION — LONGITUDINAL SEPARATION MINIMA WITH MACH NUMBER TECHNIQUE BASED ON DISTANCE USING RNAV

(a)The air traffic controller should not apply RNAV distance-based separation minima after having received pilot advice indicating navigation equipment deterioration or failure.

(b)A 150 km (80 NM) RNAV distance-based separation minimum with Mach number technique may be used on same-direction tracks in lieu of a 10-minute longitudinal separation minimum with Mach number technique, provided that:

(1)each aircraft reports its distance to or from the same ‘on-track’ common point;

(2)separation between aircraft at the same level is checked by obtaining simultaneous RNAV distance readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed (see Figure 29); [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 29: 150 km (80 NM) RNAV-based separation between aircraft at the same level

(3)separation between aircraft climbing or descending is established by obtaining simultaneous RNAV distance readings from the aircraft (see Figures 30 and 31); and [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 30: 150 km (80 NM) RNAV-based separation between aircraft climbing and on the same track [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 31: 150 km (80 NM) RNAV-based separation between aircraft descending and on the same track

(4)in the case of aircraft climbing or descending, one aircraft maintains a level while vertical separation does not exist.

(c)Aircraft on reciprocal tracks Aircraft utilising RNAV may be cleared to climb or descend to or through the levels occupied by other aircraft utilising RNAV, provided it has been positively established by simultaneous RNAV distance readings to or from the same ‘on-track’ common point that the aircraft have passed each other and are at least 150 km (80 NM) apart (see Figure 32). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 32: 150 km (80 NM) RNAV-based separation between aircraft on reciprocal tracks

RUNWAY SEPARATION MINIMA BETWEEN DEPARTING AIRCRAFT AND OTHER AIRCRAFT USING THE SAME RUNWAY Except as provided in AMC9 ATS.TR.210(c)(2)(i) as regards reduced runway separation minima between aircraft using the same runway, and in ATS.TR.220 as regards time-based wake turbulence separation minima, the aerodrome control tower should not permit a departing aircraft to commence take-off until:

(a)the preceding departing aircraft has crossed the end of the runway-in-use; or

(b)the preceding departing aircraft has started a turn; or

(c)all preceding landing aircraft are clear of the runway-in-use (see Figure 33).

Position limits to be reached by a landed aircraft (A) or a departing aircraft (B or C) before an arriving aircraft may be cleared to cross the threshold of the runway-in-use or a departing aircraft may be cleared to take off, unless otherwise prescribed. [Figure or form omitted from this preview — available in the Avioverse workspace library.]

Figure 33: Separation between departing and arriving aircraft

RUNWAY SEPARATION OF LANDING AIRCRAFT AND PRECEDING LANDING AND DEPARTING AIRCRAFT USING THE SAME RUNWAY Except as provided AMC9 ATS.TR.210(c)(2)(i) as regards reduced runway separation minima between aircraft using the same runway, and in ATS.TR.220 as regards time-based wake turbulence separation minima, the aerodrome control tower should not permit a landing aircraft to cross the runway threshold on its final approach until:

(a)the preceding departing aircraft has crossed the end of the runway-in-use; or

(b)the preceding departing aircraft has started a turn; or

(c)all preceding landing aircraft are clear of the runway-in-use (see Figure 33).

REDUCED RUNWAY SEPARATION MINIMA BETWEEN AIRCRAFT USING THE SAME RUNWAY

(a)The air traffic services provider may prescribe lower minima than those established in AMC7 ATS.TR.210(c)(2)(i) concerning separation of departing aircraft, and in AMC8 ATS.TR.210(c)(2)(i) concerning separation of landing aircraft and preceding landing and departing aircraft using the same runway, after consultation with the operators. The safety assessment to be performed in support of the application of reduced separation minima should be carried out for each runway for which the reduced minima are intended, taking into account factors such as:

(1)runway length;

(2)aerodrome layout; and

(3)types/categories of aircraft involved.

(b)Reduced runway separation minima should only be applied during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset.

(c)For the purpose of reduced runway separation, aircraft should be classified as follows:

(1)Category 1 aircraft: single-engine propeller aircraft with a maximum certificated take-off mass (MCTOM) of 2 000 kg or less;

(2)Category 2 aircraft: single-engine propeller aircraft with a maximum certificated take-off mass of more than 2 000 kg but less than 7 000 kg; and twin-engine propeller aircraft with a maximum certificated take-off mass of less than 7 000 kg; and

(3)Category 3 aircraft: all other aircraft.

(d)Reduced runway separation minima should not apply between a departing aircraft and a preceding landing aircraft.

(e)Reduced runway separation minima should be subject to the following conditions:

(1)wake turbulence separation minima should be applied;

(2)visibility should be at least 5 km and ceiling shall not be lower than 300 m (1 000 ft);

(3)tailwind component should not exceed 5 kt;

(4)there should be available means, such as suitable landmarks, to assist the air traffic controller in assessing the distances between aircraft. A surface movement ATS surveillance system that provides the air traffic controller with position information on aircraft may be utilised, provided that approval for operational use of such equipment includes a safety assessment to ensure that all requisite operational and performance requirements are met;

(5)minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft;

(6)traffic information should be provided to the flight crew of the succeeding aircraft concerned; and

(7)the braking action should not be adversely affected by runway contaminants such as ice, slush, snow and water.

(f)Reduced runway separation minima which may be applied at an aerodrome should be determined for each separate runway. The separation to be applied should in no case be less than the following minima:

(1)landing aircraft:

(i)a succeeding landing Category 1 aircraft may cross the runway threshold when the preceding aircraft is a Category 1 or 2 aircraft which either:

(A)has landed and has passed a point at least 600 m from the threshold of the runway, is in motion and will vacate the runway without backtracking; or

(B)is airborne and has passed a point at least 600 m from the threshold of the runway;

(ii)a succeeding landing Category 2 aircraft may cross the runway threshold when the preceding aircraft is a Category 1 or 2 aircraft which either:

(A)has landed and has passed a point at least 1 500 m from the threshold of the runway, is in motion and will vacate the runway without backtracking; or

(B)is airborne and has passed a point at least 1 500 m from the threshold of the runway;

(iii)a succeeding landing aircraft may cross the runway threshold when a preceding Category 3 aircraft:

(A)has landed and has passed a point at least 2 400 m from the threshold of the runway, is in motion and will vacate the runway without backtracking; or

(B)is airborne and has passed a point at least 2 400 m from the threshold of the runway;

(2)departing aircraft:

(i)a Category 1 aircraft may be cleared for take-off when the preceding departing aircraft is a Category 1 or 2 aircraft which is airborne and has passed a point at least 600 m from the position of the succeeding aircraft;

(ii)a Category 2 aircraft may be cleared for take-off when the preceding departing aircraft is a Category 1 or 2 aircraft which is airborne and has passed a point at least 1 500 m from the position of the succeeding aircraft; and

(iii)an aircraft may be cleared for take-off when a preceding departing Category 3 aircraft is airborne and has passed a point at least 2 400 m from the position of the succeeding aircraft.

PROCEDURAL CONTROL — MINIMUM SEPARATION BETWEEN DEPARTING AIRCRAFT

(a)The aerodrome air traffic controller should apply a 1-minute separation if aircraft are to fly on tracks diverging by at least 45 degrees immediately after take-off so that lateral separation is provided (see Figure 34).

(b)When:

(1)aircraft are using parallel runways; or

(2)in a context of operations on diverging runways which do not cross, the pilot has accepted a take-off direction which is not into the wind, in accordance with the procedure described in point (b) of GM1 ATS.TR.260, this minimum may be reduced, provided instructions covering the procedure have been established by the air traffic services provider and approved by the competent authority and lateral separation is effected immediately after take-off. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 34: 1-minute separation between departing aircraft following tracks diverging by at least 45 degrees

(c)The air traffic controller should apply a 2-minute separation between take-offs when the preceding aircraft is 74 km/h (40 kt) or more faster than the succeeding aircraft and both aircraft will follow the same track (see Figure 35). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 35: 2-minute separation between aircraft following the same track

(d)The air traffic controller should apply a 5-minute separation while vertical separation does not exist if a departing aircraft will be flown through the level of a preceding departing aircraft and both aircraft propose to follow the same track (see Figure 36). The air traffic controller should take action to ensure that the 5-minute separation will be maintained or increased while vertical separation does not exist. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 36: 5-minute separation of departing aircraft following the same track

PROCEDURAL CONTROL — SEPARATION OF DEPARTING AIRCRAFT FROM ARRIVING AIRCRAFT The following separation should be applied when take-off clearance is based on the position of an arriving aircraft:

(a)If an arriving aircraft is making a complete instrument approach, a departing aircraft may take off:

(1)in any direction until an arriving aircraft has started its procedure turn or base turn leading to final approach;

(2)in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach after the arriving aircraft has started procedure turn or base turn leading to final approach, provided that the take-off will be made at least 3 minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway (see Figure 37). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 37: Separation of departing aircraft from arriving aircraft

(b)If an arriving aircraft is making a straight-in approach, a departing aircraft may take off:

(1)in any direction until 5 minutes before the arriving aircraft is estimated to be over the instrument runway;

(2)in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach of the arriving aircraft:

(i)until 3 minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway (see Figure 37); or

(ii)before the arriving aircraft crosses a designated fix on the approach track; the location of such fix should be determined by the air traffic services provider after consultation with the operators, and approved by the competent authority.

PROCEDURAL CONTROL — LATERAL SEPARATION CRITERIA AND MINIMA Lateral separation should be applied by one of the following means:

(a)By reference to the same or different geographic locations By position reports which positively indicate that the aircraft are over different geographic locations as determined visually or by reference to a navigation aid (see Figure 38). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 38: Using same or different geographic locations

(b)By use of NDB, VOR or GNSS on intersecting tracks or ATS routes By requiring aircraft to fly on specified tracks which are separated by a minimum amount appropriate to the navigation aid employed. Lateral separation between two aircraft exists when:

(1)(VOR) both aircraft are established on radials diverging by at least 15 degrees and at least one aircraft is at a distance of 28 km (15 NM) or more from the facility (see Figure 39);

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 39: Separation using the same VOR

(2)(NDB) both aircraft are established on tracks to or from the NDB which are diverging by at least 30 degrees and at least one aircraft is at a distance of 28 km (15 NM) or more from the facility (see Figure 40); [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 40: Separation using the same NDB

(3)(GNSS/GNSS) each aircraft is confirmed to be established on a track with zero offset between two waypoints and at least one aircraft is at a minimum distance from a common point as specified in Table 1 below; or

(4)(VOR/GNSS) the aircraft using VOR is established on a radial to or from the VOR and the other aircraft using GNSS is confirmed to be established on a track with zero offset between two waypoints and at least one aircraft is at a minimum distance from a common point as specified in the table below.

(c)By use of different navigation aids or methods Lateral separation between aircraft using different navigation aids, or when one aircraft is using RNAV equipment, should be established by ensuring that the derived protected airspaces for the navigation aid(s) or RNP do not overlap.

(d)Lateral separation of aircraft on published instrument flight procedures for arrivals and departures Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist where:

(1)the distance between any combination of RNAV 1 with RNAV 1, or RNP 1, RNP APCH or RNP AR APCH tracks is not less than 13 km (7 NM); or

(2)the distance between any combination of RNP 1, RNP APCH or RNP AR APCH tracks is not less than 9.3 km (5 NM); or

(3)the protected areas of tracks designed using obstacle clearance criteria do not overlap and provided operational error is considered.

(e)RNAV operations where RNP is specified on parallel tracks or ATS routes Within designated airspace or on designated routes, where RNP is specified, lateral separation between RNAV-equipped aircraft may be obtained by requiring aircraft to be established on the centre lines of parallel tracks or ATS routes spaced at a distance which ensures that the protected airspace of the tracks or ATS routes does not overlap.

(f)Transitioning into airspace where a greater lateral separation minimum applies Lateral separation will exist when aircraft are established on specified tracks which:

(1)are separated by an appropriate minimum; and

(2)diverge by at least 15 degrees until the applicable lateral separation minimum is established, provided that it is possible to ensure, by means approved by the competent authority, that aircraft have the navigation capability necessary to ensure accurate track guidance.

PROCEDURAL CONTROL — LATERAL SEPARATION APPLICATION

(a)Lateral separation should be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer should be determined by the air traffic services provider and approved by the competent authority and included in the lateral separation minima as an integral part thereof.

(b)Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of RNAV equipment.

(c)Where a route flown by an aircraft involves a specified turn which will result in the minimum lateral separation being infringed, another type of separation or another minimum shall be established prior to the aircraft commencing the turn (see Figures 41 and 42).

(d)For flyover waypoints, aircraft are required to first fly over the waypoint before executing the turn. After the turn, the aircraft may either navigate to join the route immediately after the turn or navigate to the next defined waypoint before rejoining the route. This will require additional lateral separation on the overflown side of the turn (See Figure 41). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 41: Turn over flyover waypoint and turn at fly-by waypoint [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 42: Fixed radius transition (FRT) and radius arc to a Fix (RF) turn

APPLICATION OF SEPARATION MINIMA TO IDENTIFIED AIRCRAFT

(a)When the control of an identified aircraft is to be transferred to a control sector that will provide the aircraft with procedural separation, the transferring air traffic controller should ensure that appropriate procedural separation is established between that aircraft and any other controlled aircraft before the transfer is effected.

(b)When the control of an identified aircraft is to be transferred to a control sector that will provide the aircraft with procedural separation, such separation should be established by the transferring air traffic controller before the aircraft reaches the limits of the transferring air traffic controller’s area of responsibility, or before the aircraft leaves the relevant area of surveillance coverage.