Section (d) when the pilot is instructed to resu - Manual of Standards Part 172—Air Traffic Services - (d) when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route; | Zoe
(d) when the pilot is instructed to resu(d) when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route;
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Chapter 10: Standards for the Provision of Air Traffic Services
Section 10.1: General
10.1.1 Purpose
10.1.1.1 This Chapter contains the standards, rules and procedures for the provision of air traffic services that are additional to, or expand upon, or specify additional conditions for, the standards, rules and procedures contained in ICAO Annex 11, PANS-OPS Volume II, ICAO Doc 8168, ICAO Doc 7030 and ICAO PANS-ATM Doc 4444.
10.1.2 Air Traffic Services Commensurate with Airspace Classification
10.1.2.1 Unless otherwise authorised by CASA, air traffic services must be provided commensurate with the airspace classifications as notified in the AIP.
10.1.3 Traffic Priorities
10.1.3.1 Aircraft in a state of emergency must be given priority over all other traffic.
10.1.4 Relaxation of Speed Restrictions
10.1.4.1 Subject to subsection 10.1.4.2, in providing an air traffic service in Class D airspace, including a Class D CTR, ATC may permit an aircraft to exceed the 200 KT Class D airspace speed limit.
Note The 200 KT speed limit for Class D airspace is a CASA direction to pilots under subregulation 99AA (5) of the Civil Aviation Regulations 1988.
10.1.4.2 After taking account of air traffic conditions, ATC may permit:
(a) a maximum speed limit of 250 KT; or
(b) if the pilot in command of an aircraft informs ATC that a speed greater than 250 KT is an operational requirement — a maximum speed limit of greater than 250 KT.
10.1.5 SARWATCH for IFR Aircraft conducting VFR Operations
10.1.5.1 The unit providing an ATS to an IFR aircraft must provide a SARWATCH service for the aircraft if it is conducting any of the following:
(a) a departure, climb or descent under the VFR;
(b) a VFR-on-top procedure.
10.1.5.2 Subsection 10.1.5.1 does not apply if the pilot in command has expressly cancelled the IFR flight plan.
Note SARWATCH service is a function of the flight plan, not of the particular procedure being flown at the relevant time.
Section 10.2: ATS surveillance systems
10.2.1 Use of ADS-B surveillance
10.2.1.1 ADS-B may only be used for the provision of air traffic control service if the quality of the ADS-B data is demonstrably suitable for the particular purpose.
10.2.2 Operation of ADS-B transmitters
10.2.2.1 If the situation display shows that the aircraft identification transmitted by an ADS‑B‑equipped aircraft is different from that expected from the aircraft, ATC must ask the pilot to confirm aircraft identification.
10.2.2.2 If, after a pilot has been instructed to operate the aircraft’s ADS-B transmitter on an assigned aircraft identification or to change call sign, the aircraft identification shown on the situation display is different from that assigned to the aircraft, ATC must ask the pilot to re-enter the assigned aircraft identification.
10.2.2.3 If the identification of an aircraft as shown on the situation display is different from that assigned to the aircraft, and a request under subsection 10.2.2.2 has not resolved the discrepancy, ATC must ask the pilot to confirm that the correct aircraft identification has been selected.
10.2.2.4 If the discrepancy continues following confirmation by the pilot that the correct aircraft identification has been set on the ADS-B identification feature, ATC must:
(a) tell the pilot of the persistent discrepancy; and
(b) if possible, correct the label showing the aircraft identification on the situation display; and
(c) tell the next control position and any other interested unit using ADS-B for identification purposes of the erroneous aircraft identification transmitted by the aircraft.
10.2.3 Verification of level information
10.2.3.1 The tolerance value for pressure altitude-derived level information displayed to the controller is ±200 ft. Geometric height information must not be used for separation.
10.2.3.2 ATC must verify displayed pressure altitude-derived level information:
(a) on initial contact with an aircraft or, if this is not feasible, as soon as possible after initial contact; and
(b) by simultaneous comparison with:
(i) altimeter-derived level information received from the same aircraft by radiotelephony; or
(ii) at an aerodrome — the aerodrome elevation during the take-off roll, if the level information subsequently indicates a positive climb after take-off.
10.2.3.3 If aircraft pressure altitude-derived level information is within the approved tolerance value, the pilot need not be advised of the verification. Geometric height information must not be used to determine if altitude differences exist.
10.2.3.4 If the displayed level information is not within the approved tolerance value or if a discrepancy greater than the approved tolerance value is detected after verification, ATC must tell the pilot of this and ask the pilot to check the pressure setting and confirm the aircraft’s level.
10.2.3.5 If the discrepancy continues to exist after confirmation of the correct pressure setting, ATC must:
(a) ask the pilot to stop Mode C or ADS-B altitude data transmission, if this does not cause the loss of position and identity information, and tell the next control position or ATC unit for the aircraft of the action taken; or
(b) tell the pilot of the discrepancy and ask that the operation continue in order to prevent loss of position and identity information of the aircraft, if possible, override the label displayed level information with the reported level and tell the next control position or ATC unit for the aircraft of the action taken.
10.2.4 Determination of level occupancy using ATS surveillance system-derived level information
10.2.4.1 Aircraft maintaining a level. An aircraft is taken to be maintaining its assigned level as long as the pressure altitude-derived level information indicates that it is within ±200 ft of the assigned level.
10.2.4.2 Aircraft vacating a level. An aircraft cleared to leave a level is taken to have commenced its manoeuvre and vacated the previously occupied level when the pressure altitude-derived level information indicates a change of 400 ft or more in the anticipated direction from its previously assigned level.
10.2.4.3 Aircraft passing a level in climb or descent. An aircraft in climb or descent is taken to have passed a level when the pressure altitude-derived level information indicates that it has passed this level in the required direction by 400 ft or more.
10.2.4.4 Aircraft reaching a level. An aircraft is taken to have reached the level to which it has been cleared when the greater of 3 consecutive renewals of display updates or at least 15 seconds have passed since the pressure altitude-derived level information indicated that it was within ±200 ft of the assigned level.
10.2.5 Establishment of identification
10.2.5.1 Aircraft must be identified by at least 1 of the following procedures:
(a) application of 1 or more of the identification procedures specified in PANS ATM;
(b) correlating a particular position symbol to the position of an aircraft observed visually.
10.2.6 Position information
10.2.6.1 ATC must tell the pilot of an aircraft provided with ATS surveillance service of its position in the following circumstances:
(a) on identification, unless the identification is established:
(i) based on the pilot’s report of the aircraft position, or within 1 NM of the runway on departure, if the observed position on the situation display is consistent with the aircraft’s time of departure; or
(ii) by use of ADS-B aircraft identification, SSR Mode S aircraft identification or assigned discrete SSR codes if the location of the observed position indication is consistent with the current flight plan of the aircraft; or
(iii) by transfer of identification (see subsection 12.1.7);
(b) when the pilot requests this information;
(c) when the pilot’s estimate differs significantly from the controller’s estimate based on the observed position;
(d) when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route;
(e) immediately before termination of ATS surveillance service, if the aircraft is observed to deviate from its intended route.
10.2.7 Use of Speed Control
10.2.7.1 Speed Control must not be applied to formation flights or fuel critical flights.
10.2.8 Termination of ATS surveillance services
10.2.8.1 When an aircraft exits controlled airspace into an area in which ATS surveillance services will continue, ATC must inform the pilot accordingly.
10.2.9 Obstacle clearance
10.2.9.1 When vectoring, ATC must provide at least 1 000 ft vertical clearance over any obstacle within:
(a) 3 NM of the aircraft when the range scale in not greater than 50 NM; or
(b) 5 NM of the aircraft when the range scale is greater than 50 NM.
10.2.9.2 These obstacle clearance requirements do not apply:
(a) when vectoring as part of an issued SID; or
(b) when ATC authorises a visual departure; or
(c) in VMC by day only, when ATC assigns responsibility for arranging obstacle clearance specifically to the pilot.
10.2.10 Vectoring special VFR
10.2.10.1 Special VFR aircraft may be vectored only if warranted by emergency conditions.
10.2.11 Issuing ATS surveillance system derived distance
10.2.11.1 ATS surveillance system derived distance and appropriate altitude assignments may be issued to an arriving aircraft using a track for which a DME or GPS Arrival procedure is specified, if:
(a) DME is not available; or
(b) a pilot conducting a GPS arrival reports the loss of RAIM.
10.2.11.2 When ATS surveillance system derived distances are used as a substitute for DME or GPS derived distance information, the reference datum being used for the distance information (e.g. DME site) must be displayed on the situation display map.
Section 10.3: Circuits and Runways
10.3.1 Selection of Runway in Use
10.3.1.1 Use of other than nominated runways. Controllers must not nominate a particular runway for use if an alternative runway is available, when:
(a) for runway conditions that are completely dry, either:
(i) the cross-wind component for the particular runway, including gusts, exceeds 20 knots; or
(ii) the downwind component for the particular runway, including gusts, exceeds 5 knots;
(b) for runway conditions that are not completely dry, either:
(i) the cross-wind component for the particular runway, including gusts, exceeds 20 knots; or
(ii) there is a downwind component for the particular runway.
10.3.1.2 Authorising intersection departures. A controller may authorise a departure from a runway intersection when requested by the pilot or may offer an intersection departure to assist traffic flow. The pilot must be advised of the remaining runway length if such information is not readily available to the pilot.
10.3.2 Simultaneous Parallel Runway Operations
10.3.2.1 In addition to ICAO PANS-ATM applications, ATC may use parallel runways for Simultaneous Opposite Direction Operations (SODPROPS) (see subsection 10.4.8).
10.3.2.2 Whenever parallel runway operations are in progress, pilots must be notified by inclusion of such advice and an expectation of the type of approach or departure on the ATIS.
10.3.2.3 The use of SODPROPS must be broadcast on the ATIS including the runway configuration being used for the procedure.
10.3.2.4 At Class D aerodromes, ATC may authorise simultaneous, same direction operations on:
(a) parallel runways; or
(b) parallel landing areas; or
(c) a runway and a parallel landing area;
only if:
(d) Class D visual meteorological conditions exist, or visual separation between the relevant aircraft is applied; and
(e) 2-way radio communication is maintained with the aircraft involved; and
(f) pertinent traffic information is issued; and
(g) the minimum distance between the runways or landing areas is in accordance with the spacing specified for the categories of aircraft in the following table:
Aircraft
Distance between runway centrelines
Distance between edges of adjacent landing areas or runway and landing area
Single engine, propeller driven
90 m
60 m
Twin engine, propeller driven
150 m
120 m
All others
210 m
180 m
(h) for the table in paragraph (g):
(i) where aircraft of more than 1 category are operating at the same time, the greater or greatest of the minimum distances applies; and
(ii) a landing area includes a glider runway strip.
10.3.2.5 If the parallel runways at a Class D aerodrome do not meet the minimum spacing requirements under paragraph 10.3.2.4 (g), CASA may, in writing, approve simultaneous, same direction operations subject to conditions, if appropriate.
10.3.3 Procedures for Low Visibility Operations
10.3.3.1 When meteorological conditions are such that all or part of the manoeuvring area of a controlled aerodrome cannot be visually monitored from the control tower, ATC must co-operate with the aerodrome operator to initiate measures in accordance with the aerodrome’s low visibility procedures (LVP).
10.3.3.2 Subject to subsection 10.3.3.3, for a controlled aerodrome, ATC must co-operate with the aerodrome operator to ensure that LVP are fully implemented if either of the following is to take place at the aerodrome:
(a) an instrument approach operation when either:
(i) the reported cloud ceiling is less than the precision approach Category I decision height published in the AIP for the runway to be used; or
(ii) the visibility is less than the precision approach Category I RVR minimum published in the AIP for the runway to be used;
(b) a take-off operation when the reported visibility or RVR on the runway to be used is less than 550 m.
Note When LVP are implemented, the aerodrome operator is required to complete all operator preparations relevant to LVP to commence, and confirm to ATC that these preparations are complete. See also subsection 10.17.3 of Manual of Standards (MOS) – Part 139 Aerodromes.
10.3.3.3 ATC must inform pilots that LVP are in force, but only after:
(a) ATC has verified that LVP at the aerodrome are fully implemented; and
(b) for an aerodrome that supports instrument approach operations with minima less than precision approach Category I — procedures are in place to safeguard the ILS critical or sensitive areas as required for the classification on the ILS and in accordance with subsection 10.3.4.6; and
(c) for an aerodrome that supports localiser-guided take offs — procedures are in place to safeguard the localiser critical and sensitive areas as required for the classification on the ILS and in accordance with subsection 10.3.4.7.
10.3.4 Protecting ILS critical and sensitive areas
10.3.4.1 ATC must not permit a vehicle or personnel within the relevant ILS critical areas during ILS operations.
10.3.4.2 Subject to 10.3.4.3, ATC must not permit an aircraft to be within the relevant ILS critical area if:
(a) the cloud ceiling is at, or below, 600 ft; or
(b) the visibility is 2 000 m or less.
Notes
Note: 1. The relevant ILS critical area means either the critical area appropriate to the largest aircraft that uses the aerodrome, or the critical area appropriate to the particular size and shape of the aircraft or vehicle.
Note: 2. An aircraft taking off and passing over the relevant localiser is not taken to be penetrating the relevant localiser critical area.
10.3.4.3 Subject to 10.3.4.4, an aircraft may enter an ILS critical area:
(a) without ATC clearance, while landing or vacating a runway after landing; or
(b) under ATC clearance, provided:
(i) an approaching aircraft has not passed the ILS outer marker; or
(ii) if an outer marker is not available — an approaching aircraft is not within 4 NM of the landing runway threshold.
10.3.4.4 If an aircraft penetrates the critical area when the cloud ceiling is at, or below, 600 ft, or the visibility is 2 000 m or less, ATC must broadcast an appropriate warning to:
(a) any approaching aircraft that have passed the ILS outer marker; or
(b) if an outer marker is not available — any approaching aircraft that are within 4 NM of the landing runway threshold.
10.3.4.5 For subsection 10.3.4.4, appropriate warning means a warning that there may be ILS signal disturbance due to aircraft penetration of an ILS critical area.
10.3.4.6 If:
(a) an instrument approach operation with minima less than precision approach Category I is conducted at an aerodrome; and
(b) either:
(i) the reported cloud ceiling is less than the instrument approach Category I decision height published in the AIP for the runway to be used; or
(ii) the visibility is less than the precision approach Category I RVR minimum published in the AIP for the runway to be used;
then:
(c) for the ILS critical area — once an arriving aircraft has passed the ILS outer marker or, if an outer marker is not available, is within 4 NM of the landing runway threshold, ATC must not permit other aircraft or any vehicle within the relevant ILS localiser or glidepath critical areas; and
(d) for the ILS sensitive area — once an arriving aircraft is within 2 NM of the landing runway threshold, ATC must not permit other aircraft or any vehicle within the relevant ILS sensitive area.
10.3.4.7 If an aerodrome that supports a relevant aircraft’s localiser-guided take-off has visibility of less than 550 m, ATC must not permit another aircraft or vehicle within the applicable ILS localiser critical and sensitive areas from the time the relevant aircraft has been cleared for take-off until it has completed its take off.
Note Pilots are required to notify ATC of an intention to conduct a guided take-off at start up.
10.3.5 Informing pilots when critical and sensitive areas are not protected
10.3.5.1 If:
(a) ATC is not protecting an ILS critical or sensitive area according to subsections 10.3.4.6 or 10.3.4.7; and
(b) an aircraft advises that an operation mentioned in subsection 10.3.5.2 is to be conducted;
ATC must inform the pilot in command of the aircraft that the relevant ILS critical or sensitive area is not being protected.
10.3.5.2 The operations are the following:
(a) any approach with minima less than precision approach Category I;
(b) autoland procedures;
(c) localiser-guided take-off;
(d) an operation similar to 1 mentioned in paragraphs (a) to (c).
Section 10.4: Departures and Arrivals
10.4.1 Arriving Aircraft
10.4.1.1 To provide for the possibility of radio failure, aircraft under procedural control, cleared to the same holding point or holding points not laterally separated, must not be assigned the same level while flying within 10 MIN of the holding point. However, this requirement does not preclude two arriving aircraft on laterally separated flight paths, which are at least 90 degrees apart, being:
(a) cleared to make simultaneous visual approaches; or
(b) instructed to descend visually to the coordinated common level or different levels when, due to traffic, a visual approach cannot be made provided:
(i) there is no significant cloud at or below the levels assigned to the aircraft;
(ii) visibility is 30 KM or more; and
(iii) both aircraft have been instructed to report at a distance outside the point at which lateral separation would be infringed and at which distance it is known that visual separation can be applied.
10.4.1.2 When a delay of more than 5 minutes is expected, ATC must issue pilots:
(a) when a procedural control service is provided with an expected approach time (EAT); or
(b) when an ATS surveillance service is provided with an expected landing time (ETL).
10.4.2 Requirements and Procedures for Independent Parallel Approaches
10.4.2.1 In this section, ICAO Doc.4444 has the meaning given by section 3.02.
10.4.2.2 Despite paragraph 1.1.6.1 (f) and subsection 10.1.1.1, paragraph 6.7.3.2.4 of ICAO Doc. 4444, and any successor provision with a different paragraph number, as in force from time to time, does not apply in relation to independent parallel approaches.
10.4.2.3 Independent parallel approaches may be conducted to parallel runways if:
(a) when vectoring an aircraft, the final vector:
(i) enables the aircraft to intercept the final approach course or track at an angle not greater than 30 degrees; and
(ii) provides at least 1 NM straight flight before the interception; and
(b) the aircraft’s descent to the intercept altitude of the appropriate glide path or vertical path for the selected instrument approach procedure is cleared soon enough to provide a period of level flight to dissipate excess aircraft speed.
10.4.5 Independent Parallel Visual Approaches
10.4.5.1 Independent visual approaches may be conducted to parallel runways with centre-lines separated by at least 760 M provided that:
(a) the aircraft are making straight-in approaches commencing at the outer marker or 4 NM from the runway threshold; and
(b) a minimum 1,000 FT vertical or 3 NM radar separation is maintained between aircraft until:
(i) one aircraft is established within the furthest Initial Approach Fix (IAF), when both aircraft are established on their respective localiser in visual conditions; or
(ii) one aircraft is established on the localiser in visual conditions, and the other is established on a heading to intercept final inside the furthest IAF with the runway reported in sight; or
(iii) both aircraft are established on a heading to intercept final inside the furthest IAF with the runway reported in sight; and
(c) when vectoring an aircraft to intercept the final course, ensure that the final vector permits the aircraft to intercept at an angle not greater than 30 degrees.
10.4.5.2 When an independent visual approach is anticipated, ATC must advise pilots on first contact with approach.
10.4.5.3 If a pilot does not report the runway in sight by a position 3 NM from the centre-line of the adjacent parallel runway, the controller may, if necessary, vector the aircraft away from the final approach for sequencing for a dependent approach. The “VISUAL” report is the only report required when established on the localiser.
10.4.6 Dependent Parallel Visual Approaches
10.4.6.1 Dependent visual approaches to parallel runways may be conducted in accordance with the procedures and requirements for visual approaches (see paragraph 12.2.4).
10.4.8 Simultaneous Opposite Direction Parallel Runway Operations
10.4.8.1 Simultaneous Opposite Direction Parallel Runway Operations (SODPROPS) may be conducted subject to the following conditions:
(a) runway centrelines are separated by a minimum of 860 M;
(b) operations are conducted in meteorological conditions equal to, or better than, the minimum radar vectoring level, or the lowest minimum commencement level for instrument approaches to the arrival runway, whichever is lower. (without prior approval, the minima shall not be less than cloud base 2,500 FT and visibility 8 KM, in the arrival and departure sector concerned);
(c) traffic information is passed to conflicting aircraft;
(d) the departure runway course diverges by 15 degrees from the approach course to the other runway.
Section 10.5: Separation Standards — General
10.5.1 Application of Separation Standards
10.5.1.1 The longitudinal, lateral, vertical, time and wake turbulence standards that follow, take precedence over those standards in ICAO PANS-ATM.
10.5.2 Separation of VFR using navigation aids
10.5.2.1 Time separation standards requiring the use of radio aids to determine position must not be applied to VFR flights. However other separation standards may be applied to VFR flights.
10.5.3 Formation or In-company Flights
10.5.3.1 Separation from a formation must be applied to the outer dimensions applicable to the type of formation.
10.5.3.2 Before applying Vertical Separation with a formation, controllers must check the levels of the other formation aircraft as necessary to establish the full vertical extent of the formation.
10.5.3.3 A group of civil aircraft conducting the same flight (e.g. an air safari), which require the aircraft to operate at separation distances greater than those specified for formation flights must be considered to be separate aircraft when applying separation.
10.5.4 Airspace Boundaries
10.5.4.1 Where applicable, separation must be provided from the time an aircraft enters controlled airspace until the time an aircraft leaves controlled airspace. Separation is not required between aircraft within controlled airspace and any aircraft in close proximity but remaining outside controlled airspace.
10.5.4.2 Unless prior coordination has been effected, aircraft must be separated from adjacent sectors by the appropriate separation standard.
10.5.4.3 Except when the transfer of control is to occur, or when coordination has been performed with an adjoining sector, an appropriate tolerance must be applied to system map boundaries to ensure the separation of aircraft operating on either side of the boundary.
10.5.4.4 If an airspace boundary in ATS surveillance system coverage divides 2 sectors, aircraft must not be vectored closer than half the applicable ATS surveillance system horizontal separation minimum from the displayed system map boundary. However, the reduction to half the applicable ATS surveillance system horizontal separation may only be used if:
(a) the adjacent sector, in controlled airspace, has the same ATS surveillance system processing and display system; or
(b) the restricted area flying activity is subject to the ADF:
(i) applying half the applicable ATS surveillance system horizontal separation minimum between aircraft in the restricted area and the restricted area boundary; or
(ii) ensuring that an appropriate navigation tolerance is applied to aircraft operating in the restricted area (i.e. that the aircraft are contained within the restricted area); or
(c) the restricted area non-flying activity is subject to the appropriate tolerances being applied by the restricted area user to ensure containment of the activity within the restricted area.
10.5.4.5 If different ATS surveillance system separation minima apply on either side of a boundary, aircraft must not be vectored closer to the boundary than half the larger of the 2 minima.
10.5.4.6 Unless local agreements are in place, a tolerance of not less than the applicable ATS surveillance system separation minimum must be applied to a system map boundary that divides sectors where one of the sectors is authorised to operate up to the boundary.
10.5.4.7 ATC may treat IFR aircraft or aircraft operating on a special VFR clearance (relevant aircraft) operating in Class D airspace as if they are operating under the VFR when:
(a) the relevant aircraft is:
(i) operating in the aerodrome circuit; and
(ii) established on the same radio frequency as the ATC tower; and
(b) the ATC treatment is for the purpose of separating the relevant aircraft from aircraft in adjacent Class C airspace.
10.5.5 Separation minima based on ATS surveillance systems
10.5.5.1 Subject to subsection 10.5.5.3, the horizontal separation minimum based on ATS surveillance information is:
(a) 5 NM; or
(b) if a higher minimum applies under subsection 10.12.2.2 — that higher minimum.
10.5.5.2 Subject to subsection 10.5.5.3, the separation minimum in 10.5.5.1 may be reduced to not less than 3 NM if:
(a) a higher minimum under 10.12.2.2 does not apply; and
(b) the relevant aircraft are in communication with, and under the control of, a terminal control unit or associated control tower; and
(c) an ATS surveillance system and associated display system is in use which is demonstrably suitable for using 3 NM separation.
10.5.5.2A Subject to subsection 10.5.5.3, the separation minimum in 10.5.5.1 may be reduced to not less than 2.5 NM between succeeding aircraft which are established on the same final approach track within 10 NM of the runway end if:
(a) a higher minimum under 10.12.2.2 does not apply; and
(d) the relevant aircraft are in communication with, and under the control of, a terminal control unit or associated control tower; and
(e) an ATS surveillance system and associated display system is in use which is demonstrably suitable for using 2.5 NM separation; and
(f) the average runway occupancy time of landing aircraft does not exceed 50 seconds; and
Note: The average may be established by means such as data collection and statistical analysis, or methods based on a theoretical model or both.
(g) braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice; and
(h) the aerodrome controller is able to observe the runway-in-use and associated exit and entry taxiways:
(i) visually; or
(ii) by means of surface movement radar (SMR); or
(iii) by means of a surface movement guidance and control system (SMCGS); and
(i) ATC monitors aircraft approach speeds and, where necessary, requires speed adjustments, to ensure that separation is not reduced below the minimum; and
(j) aircraft operators and pilots have been told beforehand that the aircraft must exit the runway in an expeditious manner whenever 2.5 NM separation on final approach is applied; and
(k) procedures concerning the application of 2.5 NM separation at an aerodrome are published in the AIP.
10.5.5.3 Subsections 10.5.5.1 and 10.5.5.2 do not apply for independent or dependent parallel approaches to which a provision of section 6 of PANS ATM, as in force from time to time, applies on and after 27 February 2020.
10.5.5.4 Separation between aircraft leaving controlled airspace. ATS surveillance system separation may be applied between aircraft about to leave controlled airspace if:
(a) the horizontal separation is at least 5 NM; and
(b) mutual traffic information is passed to each aircraft before it leaves controlled airspace.
10.5.5.5 Separation between aircraft within and outside of coverage. Separation continues to exist between aircraft when 1 of the aircraft has passed out of ATS surveillance coverage if:
(a) when proceeding on the same track — ATS surveillance system separation existed when the leading aircraft passed out of range and procedural separation is established before the following aircraft arrives within 5 NM of the last observed position of the leading aircraft; or
(b) when proceeding on reciprocal tracks — the aircraft in ATS surveillance system coverage has passed the last observed position of the outbound aircraft by the applicable ATS surveillance system separation minimum.
10.5.5.6 ATS surveillance system separation may be provided between an aircraft under ATS surveillance system control and the procedural navigation tolerance appropriate to the clearance issued to an aircraft not under ATS surveillance system control:
(a) until the latter has been identified; and
(b) only if the procedural navigation tolerance is shown on the situation display.
10.5.6 Separation between ADS-C tracks and radar tracks
10.5.6.1 ADS-C may be used to determine separation between FANS-1/A aircraft reporting by ADS-C, between FANS-1/A and non-FANS-1/A aircraft, and between FANS-1/A aircraft and an aircraft identified on radar.
10.5.6.2 The separation standard to be applied in a mixed surveillance environment must be appropriate to:
(a) the communications and navigational capability of the relevant aircraft; and
(b) for separation being applied between FANS-1/A and non-FANS-1/A aircraft — the capabilities of the non-FANS-1/A aircraft.
10.5.6.3 The minimum separation standard between an ADS-C track and a radar track is an appropriate ADS-C separation standard or an appropriate procedural separation standard.
Section 10.6: Separation Standards–Longitudinal
10.6.1 Mach Number Technique
10.6.1.1 Mach number technique may only be applied between jet aircraft with serviceable LRNS, and must not be applied when block level clearances have been approved.
10.6.2 Application of Longitudinal Time Minima
10.6.2.1 The time interval between aircraft must be calculated at the speed of the following aircraft.
10.6.3 Cross Check Calculations
10.6.3.1 Separation requirements must be cross-checked to ensure the integrity of calculations. The cross-check is to validate the initial calculation and to confirm that the calculation is consistent with the traffic disposition.
10.6.3.2 The method used to cross-check calculations need to be sufficiently accurate to confirm that the original calculation has merit. Where a significant discrepancy or inconsistency is found:
(a) the initial calculation must be performed again and the integrity cross- check reapplied; or
(b) further verification using an alternative means must be performed.