Chapter 1: Introduction
Chapter 1: Introduction
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 This Manual of Standards is made under regulation 172.022 in Part 172 of the Civil Aviation Safety Regulations 1998. Part 172 refers to the standards and methods to be used in regulating:
(a) how an entity becomes an ATS service provider, and includes:
(i) the functions of ATS providers;
(ii) who can provide these services;
(b) what is required to accompany an application for an ATS Provider’s Certificate;
(c) the requirements and standards for compliance, including:
(i) the Operations Manual;
(ii) aircraft separation;
(iii) the provider’s organisation, facilities and equipment, personnel, and check and training system, interface arrangements, safety management system and records; and
(d) discontinuance of the service.
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) this Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable legislative instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments (FRLI). It must be tabled in both Houses of Parliament within 6 sitting days following registration and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences Between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.4 Differences Published in AIP
1.1.4.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Supplement.
1.1.5 MOS Documentation Change Management
1.1.5.1 The Air Transport Operations Group has responsibility for the technical content of this MOS.
1.1.5.2 This MOS is issued, and may only be amended, under the authority of the CEO and Director of Aviation Safety of CASA.
1.1.5.3 Suggested changes to this MOS may be given to the Head, Regulatory Development Branch, Legal Services Group (see contact details in the Foreword).
1.1.5.4 Requests for any change to the content of this MOS may come from:
(a) technical areas within CASA; or
(b) aviation industry service providers or operators; or
(c) individuals or authorisation holders.
1.1.5.5 The need to change standards in this MOS may arise for any of the following reasons:
(a) to ensure safety;
(b) to ensure standardisation;
(c) to respond to changed CASA standards;
(d) to respond to ICAO prescription;
(e) to accommodate proposed initiatives or new technologies.
1.1.5.6 CASA may approve trials of new procedures or technologies to develop appropriate standards.
1.1.6 Related Documents
1.1.6.1 These standards should be read in conjunction with:
(a) CASR Part 172;
(b) ICAO Annex 10 – Aeronautical Telecommunications, Volume II – Communications Procedures;
(c) ICAO Annex 11 – Air Traffic Services;
(d) ICAO Annex 15 – Aeronautical Information Services;
(e) ICAO Air Traffic Services Planning Manual (Doc 9426);
(f) ICAO Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) (Doc 4444);
(g) ICAO Regional Supplementary Procedures (Doc 7030);
(h) Australian Aeronautical Information Publication (AIP);
(i) Australian Aeronautical Information Publication (AIP) Supplement.
Section 1.2: Abbreviations and Definitions
1.2.1 Abbreviations
1.2.1.1 Unless otherwise stated, abbreviations in this MOS have the meanings given in the AIP or as follows:
| Abbreviation | Meaning |
|---|---|
| ADS-B | Automatic dependent surveillance — broadcast |
| ADS-C | Automatic dependent surveillance — contract |
| ATC | Air traffic control |
| ATS | Air traffic service |
| HPL | Horizontal protection limit |
| MLJ | Military low jet |
| NIC | Navigation integrity category |
| NUC_P | Navigational uncertainty category — position |
| PRF | Positive radio fix |
| PS | Position symbol |
| SIL | Surveillance integrity limit |
1.2.2 Definitions
1.2.2.1 Unless otherwise stated, words in this MOS have the meanings given in the AIP or as follows:
| Definition | Meaning |
|---|---|
| ADS-C agreement | A reporting plan which establishes the conditions of ADS-C data reporting (i.e. data required by the air traffic services unit and frequency of ADS-C reports which have to be agreed to prior to the provision of air traffic services). |
| ATS surveillance service | Term used to indicate an air traffic service provided directly by means of an ATS surveillance system. |
| ATS surveillance system | A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft.Note A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to, or better than, monopulse SSR. |
| Automatic dependent surveillance — broadcast | A means by which aircraft, aerodrome vehicles and other objects can automatically transmit or receive data such as identification, position and additional data, as appropriate, in a broadcast mode via a data link. |
| Automatic dependent surveillance — contract | A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated, and what data would be contained in the reports. |
| Fatigue | See section 4.02. |
| Fatigue risk management system, or FRMS | See section 4.02. |
| Flight path monitoring | The use of ATS surveillance systems for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path, including deviations from the terms of their air traffic control clearances.Note Some applications may require a specific technology, e.g. radar, to support the function of flight path monitoring. |
| Identification | The situation which exists when the position indication of a particular aircraft is seen on a situation display and positively identified by ATC. |
| Position indication | The visual indication, in non-symbolic or symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object. |
| Position symbol | The visual indication in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object obtained after automatic processing of positional data derived from any source. |
| Positive radio fix | (a) An NDB or locator site (when propagation is normal); or(b) A VOR, TACAN site or marker beacon. |
| Procedural control | Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service. |
| Procedural separation | The separation used when providing procedural control. |
| PSR blip | The visual indication, in non-symbolic form, on a situation display, of the position of an aircraft obtained by primary radar. |
| Radar approach | An approach in which the final approach phase is executed under the direction of a controller using radar. |
| Radar clutter | The visual indication on a situation display of unwanted signals. |
| Safety case | A safety case provides documented evidence and argument that a service or facility, or a proposed change to the design of a service or facility, meets safety objectives or levels for the service or facility. |
| Situation display | An electronic display depicting the position and movement of aircraft and other information as required. |
| SSR response | The visual indication, in non-symbolic form, on a situation display, of a response from an SSR transponder in reply to an interrogation. |
| Vectoring | Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system. |
| VFR-on-top | An IFR flight with ATC authorisation to operate in VMC at or below FL180 in Class E airspace at any appropriate VFR altitude or flight level. |