Manual of Standards Part 172 —
Air Traffic Services

Version 1.4

made under regulation 172.022 of the

Civil Aviation Safety Regulations 1998

This compilation was prepared on 26 November 2008
taking into account amendments of version 1.1 up to Manual of Standards Part 172 Amendment (No. 1) 2008.

Prepared by the Legislative Drafting Branch, Legal Services Group,
Civil Aviation Safety Authority, Canberra.

Table of Contents

Foreword..................................................................vii

Chapter 1: Introduction....................................................1-1

Section 1.1: General.....................................................1-1

1.1.1 Background....................................................1-1

1.1.2 Document Set..................................................1-1

1.1.3 Differences Between ICAO Standards and those in MOS.............1-2

1.1.4 Differences Published in AIP.....................................1-2

1.1.5 MOS Documentation Change Management........................1-2

1.1.6 Related Documents.............................................1-3

1.1.7 Abbreviations..................................................1-4

Section 1.2: Definitions..................................................1-5

1.2.1 Introduction....................................................1-5

Chapter 2: Operations Manual..............................................2-1

Section 2.1: General.....................................................2-1

2.1.1 Introduction....................................................2-1

2.1.2 Content of the Operations Manual.................................2-1

Chapter 3: ATS Facilities and Equipment....................................3-1

Section 3.1: General.....................................................3-1

3.1.1 Introduction....................................................3-1

3.1.2 Control Towers.................................................3-1

3.1.3 Area and Approach Control Units.................................3-3

3.1.4 Commissioning of New Facilities and Equipment....................3-4

Chapter 4: Personnel......................................................4-1

(Reserved)

Chapter 5: Training and Checking Program..................................5-1

Section 5.1: General.....................................................5-1

5.1.1 Introduction....................................................5-1

5.1.2 Program.......................................................5-1

5.1.3 Competency...................................................5-1

5.1.4 Training Courses...............................................5-1

5.1.5 Emergency Training.............................................5-2

5.1.6 Refresher Training..............................................5-2

5.1.7 On-going Training...............................................5-2

5.1.8 Remedial Training..............................................5-2

5.1.9 Checking......................................................5-2

5.1.10 Qualifications of Trainers and Checkers............................5-3

Chapter 6: Safety Management System......................................6-1

Section 6.1: General.....................................................6-1

6.1.1 Features of Safety Management System...........................6-1

6.1.2 Safety Case Preparation.........................................6-1

Chapter 7: Contingency Plans..............................................7-1

Section 7.1: General.....................................................7-1

7.1.1 Introduction....................................................7-1

7.1.2 Minimum Contents..............................................7-1

Chapter 8: Security Program...............................................8-1

Section 8.1: General.....................................................8-1

8.1.1 Introduction....................................................8-1

8.1.2 Security Measures..............................................8-1

Chapter 9: Documents and Records........................................9-1

Section 9.1: General.....................................................9-1

9.1.1 Documents....................................................9-1

9.1.2 Records.......................................................9-1

9.1.3 Records to be Kept.............................................9-1

9.1.4 Maintaining Records............................................9-3

9.1.5 Maintaining Operational Log Books...............................9-3

9.1.6 Voice and Data Recording.......................................9-5

Chapter 10: Standards for the Provision of Air Traffic Services..............10-1

Section 10.1: General...................................................10-1

10.1.1 Purpose......................................................10-1

10.1.2 Air Traffic Services Commensurate with Airspace Classification......10-1

10.1.3 Traffic Priorities................................................10-1

Section 10.2: ATS Surveillance Systems.................................10-2

10.2.1 Use of ADS-B Surveillance......................................10-2

10.2.2 Operation of ADS-B Transmitters................................10-2

10.2.3 Verification of Level Information.................................10-3

10.2.4 Determination of Level Occupancy Using ATS Surveillance System-derived Level Information              10-3

10.2.5 Establishment of Identification...................................10-4

10.2.6 Position Information............................................10-4

10.2.7 Use of Speed Control..........................................10-5

10.2.8 Termination of ATS Surveillance Services.........................10-5

10.2.9 Obstacle Clearance............................................10-5

10.2.10 Vectoring Special VFR.........................................10-5

10.2.11 Issuing ATS Surveillance System Derived Distance................10-5

10.2.12 Surveillance Radar Approach (SRA) Procedures...................10-6

10.2.13 Radar Cloud Break Procedure...................................10-6

Section 10.3: Circuits and Runways.....................................10-8

10.3.1 Selection of Runway in Use.....................................10-8

10.3.2 Simultaneous Parallel Runway Operations........................10-8

Section 10.4: Departures and Arrivals...................................10-9

10.4.1 Arriving Aircraft................................................10-9

10.4.2 Independent Parallel Approaches in IMC..........................10-9

10.4.3 Dependent Parallel Approaches in IMC..........................10-11

10.4.4 Independent Parallel Departures................................10-11

10.4.5 Independent Parallel Visual Approaches.........................10-11

10.4.6 Dependent Parallel Visual Approaches..........................10-12

10.4.7 Segregated Parallel Operations in IMC..........................10-12

10.4.8 Simultaneous Opposite Direction Parallel Runway Operations......10-12

Section 10.5: Separation Standards — General..........................10-13

10.5.1 Application of Separation Standards.............................10-13

10.5.2 Separation of VFR using navigation aids.........................10-13

10.5.3 Formation or In-company Flights................................10-13

10.5.4 Airspace Boundaries..........................................10-13

10.5.5 Separation Minima Based on ATS Surveillance Systems...........10-14

10.5.6 Separation Between ADS-C Tracks and Radar Tracks.............10-15

Section 10.6: Separation Standards–Longitudinal.......................10-16

10.6.1 Mach Number Technique......................................10-16

10.6.2 Application of Longitudinal Time Minima.........................10-16

10.6.3 Cross Check Calculations.....................................10-16

10.6.4 Longitudinal Time Separation Minima...........................10-17

10.6.5 Application of Time Departure Minima...........................10-24

10.6.6 Time Departure Separation Minima.............................10-25

10.6.7 Application of Longitudinal Distance Separation...................10-30

10.6.8 Use of DME/GPS Separation...................................10-33

10.6.9 RNAV Separation.............................................10-33

10.6.10 Longitudinal Distance Separation Using ADS-C...................10-34

10.6.11 Distance Separation Minima...................................10-36

10.6.12 RNAV Distance Separation Minima.............................10-44

10.6.13 Distance Separation Minima using RNAV with Automatic Dependent Surveillance – Contact              10-48

Section 10.7: Separation Standards—Vertical...........................10-49

10.7.1 Vertical Buffers between Aircraft Inside and Outside Controlled Airspace10-49

10.7.2 Vertical Separation Below High Altitude Balloons.................10-49

10.7.3 Step Climbs and Descents.....................................10-49

10.7.4 Specifying Rates of Climb.....................................10-49

10.7.5 Rate in Step Climb/Descent....................................10-50

10.7.6 Assigning Vacated Levels.....................................10-50

10.7.7 Vertical Separation Using ADS-C...............................10-50

10.7.8 Transition Layer, Altitude and Level.............................10-51

10.7.9 Common Altimeter Settings....................................10-51

10.7.10 Levels Unavailable when QNH less than 1013....................10-51

10.7.11 Vertical Separation Minima....................................10-52

Section 10.8: Separation Standards—Lateral............................10-54

10.8.1 Lateral Separation Buffer......................................10-54

10.8.2 Application of Lateral Separation...............................10-54

10.8.3 Navigation Tolerances........................................10-55

Section 10.9: Separation Standards—Applicable to En-route Area
Navigation by Aircraft Using Inertial Navigation Systems................10-59

10.9.1 Introduction..................................................10-59

10.9.2 Lateral Separation............................................10-59

10.9.3 Longitudinal Separation.......................................10-59

10.9.4 Distance Standards...........................................10-61

10.9.5 Explanation of Derivation of Longitudinal Separation Standards.....10-61

Section 10.10: Separation Standards—Visual...........................10-65

10.10.1 Application...................................................10-65

10.10.2 Separation Using Visual Observation............................10-66

10.10.3 Separating Approaching Aircraft Beyond Tower View..............10-67

Section 10.11: Separation Standards—Miscellaneous....................10-68

10.11.1 Parachute Jumping Exercise (PJE).............................10-68

10.11.2 Limitations and Extensions – PJE...............................10-68

10.11.3 High Altitude Balloons.........................................10-70

10.11.4 Manned Balloon Operations....................................10-70

10.11.5 Unmanned Aerial Vehicles (UAV)...............................10-70

10.11.6 ACAS/TCAS Resolution Advisory Action.........................10-71

10.11.7 Unspecified Operations........................................10-71

Section 10.12: Separation Standards—Wake Turbulence.................10-72

10.12.1 Interpretation.................................................10-72

10.12.2 Wake Turbulence Separation Minima............................10-72

10.12.3 Application...................................................10-74

Section 10.13: Separation Standards—Aerodrome.......................10-77

10.13.1 Taxiing and Runway Standards.................................10-78

10.13.2 Arriving Aircraft and an Aircraft Taking Off.......................10-78

10.13.3 Simultaneous Parallel Operations...............................10-79

10.13.4 Training Approaches..........................................10-79

10.13.5 Land and Hold Short Operations (LAHSO).......................10-79

10.13.6 Landing Distance Required (LDR) for LAHSO....................10-81

10.13.7 Letters of Agreement for LAHSO...............................10-82

10.13.8 Separation and Traffic Information—GAAP.......................10-82

10.13.9 Runway Separation Minima....................................10-83

Chapter 11: Information Provided to Pilots.................................11-1

Section 11.1: General...................................................11-1

11.1.1 Essential Aerodrome Information—GAAP.........................11-1

11.1.2 Take-off or Landing Information..................................11-1

11.1.3 Safety Alerts..................................................11-1

11.1.4 Altimetry......................................................11-1

11.1.5 Traffic Information.............................................11-2

Chapter 12: Information Transfer..........................................12-1

Section 12.1: General...................................................12-1

12.1.1 Validity of an ATC Clearance....................................12-1

12.1.2 Level Assignment..............................................12-1

12.1.3 Clearances for Special VFR Aircraft..............................12-1

12.1.4 Clearances Below LSALT.......................................12-2

12.1.5 Clearance Limits...............................................12-2

12.1.6 Clearance Readbacks..........................................12-2

12.1.7 Transfer of identification........................................12-2

Section 12.2: En-route/Terminal Clearances..............................12-4

12.2.1 Departure Clearances..........................................12-4

12.2.2 ATC Route Clearances.........................................12-4

12.2.3 STAR Clearances.............................................12-4

12.2.4 Approach Clearances..........................................12-5

Section 12.3: Aerodrome Clearances....................................12-7

12.3.1 General......................................................12-7

12.3.2 Taxi and Pre-Taxi Instructions...................................12-7

12.3.3 Line Up and Take-off Clearances................................12-7

12.3.4 Landing Clearances............................................12-8

Section 12.4: General Aviation Aerodrome Procedures..................12-10

Section 12.5: Circuit Operations GAAP.................................12-11

12.5.1 Circuit Operations—GAAP.....................................12-11

Section 12.6: GAAP Aerodrome Clearances.............................12-12

12.6.1 General.....................................................12-12

Chapter 13: Abnormal Operations.........................................13-1

Section 13.1: Weather Deviation and RVSM Contingency Procedures......13-1

13.1.1 Weather Deviation in Oceanic Airspace...........................13-1

13.1.2 Aircraft Equipment Failures in RVSM Airspace.....................13-1

Section 13.2: In Flight Emergency Response.............................13-2

13.2.1 Emergency Changes of Level...................................13-2

13.2.2 Fuel Dumping.................................................13-2

Chapter 14: Aeronautical Communications.................................14-1

Section 14.1: General...................................................14-1

14.1.1 Acknowledging Receipt of Verbal Coordination....................14-1

14.1.2 Telephony Protocols...........................................14-1

14.1.3 Aeronautical Fixed Telecommunications Network..................14-2

Notes to Manual of Standards Part 172.................................Notes-1

Foreword

The Civil Aviation Safety Authority is responsible under section 9(1)(c) of the Civil Aviation Act 1988 for developing and promulgating appropriate, clear and concise aviation safety standards.

CASA is also responsible under section 9(2)(b) and section 16 of the Act for promoting full and effective consultation and communication with all interested parties on aviation safety issues, and must, in performing its functions and exercising its powers, where appropriate, consult with government, commercial, industrial, consumer and other relevant bodies and organisations.

The Manual of Standards (MOS) is the means CASA uses to meet its responsibilities under the Act for promulgating aviation safety standards. The MOS prescribes the detailed technical material (aviation safety standards) that is determined to be necessary for the safety of air navigation.

The MOS is referenced in the particular regulation. You should refer to the applicable provisions of the Civil Aviation Act and Civil Aviation Safety Regulations, together with this manual, to ascertain the requirements of, and the obligations imposed by or under, the civil aviation legislation.

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) and it must be tabled in both Houses of Parliament within six sitting days following registration and is subject to scrutiny and disallowance by Parliament.

Responsibility for the technical content in the MOS resides with the relevant technical area within the Air Transport Operations Group.

Readers should forward advice of errors, inconsistencies or suggestions for improvement to this manual to the Head, Regulatory Development Management Branch, Legal Services Group, (please see the inside front cover for contact and address details).

The MOS is issued and amended under the authority of the Director of Aviation Safety.

(Signed: Bruce Byron)

Bruce Byron
Director of Aviation Safety
CASA CEO/Director of Aviation Safety

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) and it must be tabled in both Houses of Parliament within six 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 Management 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 in order 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.

1.1.7                   Abbreviations

1.1.7.1              Unless otherwise stated, abbreviations in this MOS have the meanings given in the AIP or as follows:

Section 1.2:   Definitions

1.2.1                   Introduction

1.2.1.1              Unless otherwise stated, words in this MOS have the meanings given in the AIP or as follows:

Chapter 2:   Operations Manual

Section 2.1:   General

2.1.1                   Introduction

2.1.1.1              An Operations Manual shows how and where an ATS provider provides, or proposes to provide, air traffic services.

2.1.2                   Content of the Operations Manual

2.1.2.1              An operations manual must contain:

(a)         a table of contents based on the items in the manual, indicating the page number on which each item begins;

(b)         a description of the provider’s organisational structure and a statement setting out the functions that the provider performs, or proposes to perform under CASR Part 172;

(c)          a description of the chain of command established, or proposed to be established, by the provider and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;

(d)         a statement showing how the provider determines the number of operational staff required including the number of operational supervisory staff;

(e)         a list of the air traffic services that the provider provides, or proposes to provide;

(f)            a statement for each air traffic service, showing the hours of operation of the service;

(g)         a statement, for each air traffic service, that identifies the particular airspace within which the service is provided, or proposed to be provided;

(h)         a statement, for each air traffic service, that identifies the location from where the service is provided, or proposed to be provided;

(i)            if the provider provides, or proposes to provide, an air traffic service for a controlled aerodrome:

(i)            a description of the manoeuvring area of the aerodrome; and

(ii)          copy of the parts of the aerodrome emergency plan, set out in the aerodrome operator’s aerodrome manual that are relevant to the provision of the service; and

(iii)        a copy of the procedures set out in the aerodrome operator’s aerodrome manual for preventing the unauthorised entry of persons or things onto the manoeuvring area of the aerodrome; and

(iv)        a copy of the procedures set out in the aerodrome operator’s aerodrome manual for the control of surface vehicles operating on or in the vicinity of the manoeuvring area;

(j)            a statement of the responsibilities and functions for each operating position;

(k)          a description of the arrangements made or proposed to be made by the provider to ensure that it has, and will continue to receive, on a daily basis, the information necessary for providing the service;

(l)            a description of the arrangements made or proposed to be made by the provider to ensure that it has, and will continue to be able to provide, information in connection with its air traffic services to another person whose functions reasonably require that information (includes SAR alerting);

(m)       a description of the provider’s document and record keeping system;

(n)         a copy of any agreement entered into by the provider in relation to the provision of any of the air traffic services;

(o)         a copy of the document that sets out the provider’s safety management system;

(p)         a copy of the provider’s contingency plan;

(q)         a copy of the provider’s security program;

(r)           a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in ICAO Annexes 10 and 11, ICAO PANS-ATM, ICAO Regional Supplementary Procedures, Chapter 10 of this MOS, and any of the provider’s site-specific instructions for the provision of air traffic services;

(s)          a description of the processes and documentation used to provide operational instructions to staff;

(t)            a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;

(u)         a description of the provider’s training and checking program;

(v)          a description of the procedures to be used in commissioning new facilities, equipment and services;

(w)        the procedures to be followed for revising the operations manual.

Chapter 3:   ATS Facilities and Equipment

Section 3.1:   General

3.1.1                   Introduction

3.1.1.1              This standard sets out the standards for the design, siting, construction, equipping and maintenance of ATC facilities. Further information is contained in an Advisory Circular.

3.1.2                   Control Towers

3.1.2.1              Visibility. A control tower first commissioned after 1 July 2000, must enable the controller to have:

(a)         adequate visibility to all the manoeuvring area and airspace which are under the controllers’ area of responsibility;

(b)         a view of all runway ends and taxiways, with suitable depth perception, (refer Advisory Circular);

(c)          maximum visibility of airborne traffic patterns with primary consideration given to the view from the aerodrome control position(s);

(d)         unobstructed lines of sight from the control tower eye level (refer Advisory Circular) to:

(i)            the manoeuvring area of the aerodrome;

(ii)          the runway approach lights and/or graded areas at ground level for distance of 300 M from the threshold along the extended centreline, then upward and outward within the take-off climb area normally at an angle not less than 2.5 degrees;

(iii)        the first 150 M of any fire routes service roads adjacent to the areas mentioned in (a) and (b) above;

(iv)        sections of aprons used as a taxiway to a line, at ground level, 15 M from the apron edge, towards the building line;

(e)         sufficient visual resolution of all aerodrome movement areas for which he/she has a responsibility;

(f)            ability to detect movement of a departing aircraft as soon as possible after it has commenced its take-off run; response times must be kept below 4 seconds, although an upper limit of 5 seconds may be approved in exceptional circumstances.

3.1.2.2              In addition, procedures or facilities are required to ensure:

(a)         protection from glare, reflection and noise;

(b)         unobstructed view from an existing control tower cab.

3.1.2.3              Communication. Each control tower must contain:

(a)         an appropriate power supply to service the facilities identified in this Section;

(b)         facilities capable of two-way communications with aircraft, vehicles and persons within its area of responsibility;

(c)          facilities capable of providing two-way communications:

(i)            between operational positions within the control tower;

(ii)          with adjacent ATS units;

(iii)        with aerodrome rescue and fire fighting services;

(d)         a means of alerting emergency services;

(e)         a means of recording air/ground/air and ground/ground communications;

(f)            AFTN terminal or other means to provide information normally conveyed by AFTN;

(g)         binoculars;

(h)         signal lamp, with white, red and green functions.

3.1.2.4              Displays. A control tower must have the following displays:

(a)         flight data displays (e.g. flight progress boards);

(b)         meteorological displays which meet the accuracy criteria specified in Annex 3 and which provide at least the following information:

(i)            wind velocity;

(ii)          barometric pressure;

(iii)        temperature.

(c)          operational data displays for:

(i)            other significant weather information;

(ii)          NOTAMS;

(iii)        handover/takeover;

(iv)        essential aerodrome information;

(v)          relevant maps and charts;

(d)         a time display at each operational position.

3.1.2.5              Switching, monitors and controls for aerodrome equipment. A control tower must have appropriate switching, monitors, and controls for aerodrome lighting equipment for which the control tower has responsibility, including:

(a)         runway lighting;

(b)         approach lighting;

(c)          high intensity approach and runway lighting;

(d)         taxiway lighting;

(e)         VASIS;

(f)            obstruction lighting;

(g)         illuminated wind indicator; and

(h)         aerodrome beacon.

3.1.2.6              A control tower must have a means to readily recognise the failure of any terrestrial navigation aid being used for the control of aircraft.

3.1.2.7              A control tower must have a means of ensuring that the ILS Glide Path is not radiating if the associated Localiser is not operating.

3.1.3                   Area and Approach Control Units

3.1.3.1              Area and Approach Control Units must incorporate the following facilities:

(a)         air/ground RTF and/or datalink communications equipment on assigned frequencies, in accordance with ICAO Annex 11, Chapter 6;

(b)         ground/ground voice and/or datalink equipment to enable communication between adjacent air traffic service units including control towers and the parent area control centre or approach control unit, in accordance with ICAO Annex 11, Chapter 6;

(c)          time display at each operational position;

(d)         flight data display;

(e)         operational data display;

(f)            appropriate maps and charts;

(g)         external communications;

(h)         a means to readily recognise the failure of any terrestrial navigation aid used in providing separation to aircraft;

(i)            voice and, where applicable, data recording equipment;

(j)            AFTN terminal or other means to provide information normally conveyed by AFTN.

3.1.3.2              Area control centres and approach control units must have a means to readily recognise the failure of any terrestrial navigation aid being used for the control of aircraft.

3.1.4                   Commissioning of New Facilities and Equipment

3.1.4.1              Any new facilities must be commissioned in accordance with procedures stated in the provider’s Operations Manual.

3.1.4.2              The procedures must describe how the provider has determined that;

(a)         the functional and performance requirements for the facility have been met; and

(b)         all ATS operating procedures have been validated; and

(c)          sufficient trained ATS personnel are available to operate the facility; and

(d)         all support arrangements for the facilities, including any necessary agreements, are in place.

Chapter 4:   Personnel

Section 4.1:   General

Chapter 5:   Training and Checking Program

Section 5.1:   General

5.1.1                   Introduction

5.1.1.1              This Chapter sets out the standards for a Training and Checking program.

5.1.2                   Program

5.1.2.1              A Training and Checking program must ensure that an individual performing a function in conjunction with any air traffic services is competent to perform that function.

5.1.2.2              Processes which address the integrity of staff training must be defined, documented and maintained.

5.1.3                   Competency

5.1.3.1              In summary, an individual is competent if that individual is:

(a)         licensed, where the function can only be performed by the holder of a licence;

(b)         rated, where the function can only be performed by the holder of an appropriate rating;

(c)          endorsed, where the function can only be performed by the holder of an appropriate endorsement;

(d)         qualified, where the function can only be performed by the holder of an appropriate qualification;

(e)         trained and proven to be proficient in the performance of functions that are not covered by sub-paragraphs (a) to (d) above; and

(f)            recent in the performance of the function and knowledge and skills in emerging matters identified as essential to task performance.

5.1.4                   Training Courses

5.1.4.1              The term ‘training course’ has wide application and includes all training for a particular competency required for the provision of an air traffic service and includes training on new equipment.

5.1.4.2              Training courses must be provided on the basis of a MOS Part 65 requirement, or training needs analysis or similar method.

5.1.4.3              The training programs for each course must be comprehensive and facilitate achievement of training goals through a syllabus, which reflects required competencies. The syllabus must ensure compliance with relevant national and international requirements and CASA competency-based training standards.

5.1.4.4              Training courses must use a method of delivery consistent with ANTA requirements for an RTO, using facilities and instructors, or training officers, with current expertise and identified qualifications appropriate to achieving the goals of the course.

5.1.4.5              The method of assessment, both theoretical and practical, must utilise qualified assessors and appropriate processes and facilities and must be consistent with CASR Part 65.

5.1.5                   Emergency Training

5.1.5.1              Emergency training to specifically prepare a candidate for unforseen circumstances must form part of all training courses.

5.1.6                   Refresher Training

5.1.6.1              Refresher training is part of the Training and Checking program. It involves periodic training and assessment of individuals performing functions in air traffic services in those competencies (knowledge and skills) which are essential, but infrequently or rarely used (e.g. abnormal and emergency operations, degraded equipment modes, contingency plan implementation). The content and periodicity of refresher training must be sufficient to ensure competency.

5.1.7                   On-going Training

5.1.7.1              The training and checking program must provide for on-going training, as necessary, to ensure that staff are competent in the use of new or emerging standards, procedures, techniques, facilities and equipment identified as essential to task performance.

5.1.8                   Remedial Training

5.1.8.1              The training and checking program must have a process which identifies deficiencies in knowledge or application, and must have a process to ensure these deficiencies are rectified.

5.1.9                   Checking

5.1.9.1              The purpose of checking is to ensure that the individual subject to the check meets the competency standards specified in CASR Part 65, and the ATS provider’s own standards where these are additional to CASR Part 65. Checks must be carried out as required by CASR Part 65.

5.1.10              Qualifications of Trainers and Checkers

5.1.10.1         Persons carrying out training and/or checking functions must be appropriately qualified for the functions as required by CASR Part 65.

Chapter 6:   Safety Management System

Section 6.1:   General

6.1.1                   Features of Safety Management System

6.1.1.1              A safety management system must have the following elements:

(a)         the ATS provider’s safety policy and objectives;

(b)         the organisational and staff responsibilities for safety matters;

(c)          the establishment of the levels of safety that apply to the services, and the monitoring of the levels of safety achieved;

(d)         the process for internal safety reviews;

(e)         the process for the internal reporting and management of safety concerns and incidents;

(f)            the process for the identification, assessment, control and mitigation of existing and potential safety hazards in service provision;

(g)         the definition of the interface arrangements, for safety management and related responsibilities and procedures, with internal functional groups and with aerodrome operators and support service providers;

(h)         the processes for the management of changes to existing services.

6.1.2                   Safety Case Preparation

6.1.2.1              A safety case must be based on a recognised methodology for safety risk assessment.

6.1.2.2              The safety risk assessment in a Safety Case must:

(a)         identify all potential safety hazards associated with the operation of each service, in normal and abnormal modes of operation; and

(b)         assess the safety risk of each hazard; and

(c)          identify the means of mitigation of unacceptable safety risks.

6.1.2.3              An existing air traffic service or facility that has a demonstrated history of safe operation for at least 2 years before the date of initial certification does not need to be covered by a baseline safety case.

6.1.2.4              A safety case must be prepared to support a new service or a proposed change to an existing service:

(a)         the effect of which would be that the service would no longer be in accordance with the certificate issued to the ATS provider under regulation 172.275 of CASR; or

(b)         that requires prior notification to CASA because of a requirement to do so in the ATS provider’s safety management system.

Chapter 7:   Contingency Plans

Section 7.1:   General

7.1.1                   Introduction

7.1.1.1              This Chapter sets out the standards for contingency plans in the provision of air traffic services.

7.1.1.2              A contingency plan must describe in detail the actions that operational staff are to follow to maintain safety in the event of the failure or non-availability of staff, facilities or equipment which affects the provision of air traffic services. The plan must also cover procedures for the safe and orderly transition back to full service provision.

7.1.2                   Minimum Contents

7.1.2.1              A contingency plan must include to the extent of the particular services authorised on the provider’s certificate, but is not limited to, arrangements for the following:

(a)         airspace management:

(i)            transfer of responsibility;

(ii)          redesignation;

(iii)        emergency traffic;

(b)         air traffic flow management;

(c)          air traffic separation;

(d)         alternatives for the continuing provision of the services (e.g. alternative operating positions or ATS units);

(e)         alternative services (e.g. traffic information);

(f)            SAR alerting;

(g)         information transfer/coordination;

(h)         notifications to affected parties;

(i)            letters of agreement with other providers on any of the above matters;

(j)            restoration of staff, facility or equipment to normal levels;

(k)          measures to test the suitability of the plan;

(l)            staff training requirements to ensure the plan can be safely implemented.

Chapter 8:   Security Program

Section 8.1:   General

8.1.1                   Introduction

8.1.1.1              This Chapter sets out the standards for a security program.

8.1.2                   Security Measures

8.1.2.1              A security program must specify the physical security measures, and the procedures to be followed for the purpose of:

(a)         preventing and detecting intentional and unintentional damage to any personnel, facility or equipment used by the provider in providing an air traffic service;

(b)         responding to a threat of intentional and unintentional damage to a facility or equipment used by the provider in providing an air traffic service; and

(c)          preventing unauthorised people from having access to any facility or equipment used by the provider in providing an air traffic service.

Chapter 9:   Documents and Records

Section 9.1:   General

9.1.1                   Documents

9.1.1.1              A document control system covers the authorisation, standardisation, publication, distribution and amendment of all documentation issued by the organisation, or required by the organisation for the provision of air traffic services.

9.1.1.2              These processes must ensure:

(a)         authorisation is by a designated authority appropriate to the management and safety accountability structures;

(b)         currency can be readily determined;

(c)          availability at locations where needed by ATS personnel;

(d)         only current versions are available;

(e)         a master copy is securely held;

(f)            archival where superseded.

9.1.1.3              Reference Materials. For the purposes of sub-regulation 172.160(g), the manuals and documents to be maintained are the following:

(a)         manuals for equipment used by staff in the provision of air traffic services;

(b)         the relevant sections of the Aerodrome Emergency Plan (aerodrome services only).

9.1.2                   Records

9.1.2.1              A system for records covers identification, collection, indexing, storage, security, maintenance, access and disposal of records necessary for the provision of air traffic services.

9.1.2.2              Records systems must provide an accurate chronicle of ATS activities for the purpose of reconstruction of events for air safety investigation, and for system safety analysis.

9.1.3                   Records to be Kept

9.1.3.1              Automatic recordings. The following items used for the provision of air traffic services must be recorded automatically and retained for the period shown:

(a)         direct pilot-controller two-way radiotelephony or datalink communications—30 days;

(b)         direct-speech or data link between air traffic services units—30 days;

(c)          surveillance data from primary and secondary radar equipment or obtained through ADS—14 days;

(d)         automated flight data processing including on-screen display of aircraft tracks and label blocks—14 days (consistency with sub-paragraph (c) above).

9.1.3.2              Time injection. Automatic recordings must have a means of establishing accurately the time, in hours/minutes/seconds, at which any recorded event occurred.

9.1.3.3              Document records. The following items must be kept for a minimum of 30 days (ICAO Air Traffic Services Planning Manual):

(a)         ATS messages, including flight plans;

(b)         flight progress strips or documents of a similar nature used for the recording of flight data and the issue of clearances, instructions and directions;

(c)          transcripts of automated weather broadcasts (e.g. ATIS);

(d)         log books;

(e)         handover/takeover details, including, if not electronically recorded, the identification of the person taking over.

9.1.3.4              Additional items. Records of the following additional items must be kept for a minimum of 5 years:

(a)         details of interruptions to services;

(b)         details of failures of equipment used for the provision of air traffic services;

(c)          details of facility unavailability;

(d)         staff duty rosters;

(e)         details of actions carried out under the Safety Management System including follow-up corrective and preventative actions;

(f)            directions and instructions issued to staff for the provision of air traffic services;

(g)         technical manuals used for the provision of air traffic services.

9.1.3.5              Personnel Licensing Records. Records of ATS personnel licensing and competency certification under CASR Part 65 must be kept for a minimum of 7 years, including after an employee ceases to be employed by the ATS provider. This includes details of:

(a)         training;

(b)         renewal and currency of ratings, endorsements and qualifications; and

(c)          other proficiencies required by the ATS provider to be demonstrated.

9.1.3.6              Record retention for investigation. Where requisitioned, by an appropriate authority, for the purposes of investigation, records must be isolated and kept in a secure place until their release by that authority.

9.1.4                   Maintaining Records

9.1.4.1              Records must not be completed in anticipation of the recorded action being completed.

9.1.4.2              Deletions from communications records are not permitted. All entries must be written in non-erasable ink, and must be legible.

9.1.4.3              Non-active forms or strips on which an error is noted may be replaced. Active forms or strips, fault reports, records and Log Books must be changed, or errors corrected by:

(a)         drawing a line through the incorrect data and writing the correct data adjacent thereto; or

(b)         cancelling the old and rewriting the record, retaining both the old and the new for later reference purposes.

9.1.4.4              Methods of recording. Information transmitted or received by verbal means must be recorded by electronic means in accordance with CASR Part 172. Voice records must be supported by one or more of the following methods:

(a)         writing on a flight progress strip;

(b)         typewritten on authorised forms;

(c)          teletyped on page copy machine units;

(d)         handwritten in accordance with local requirements;

(e)         handwritten on appropriate forms;

(f)            entered directly into computer-based equipment.

9.1.4.5              Flight notifications. A copy of all flight notifications received must be held for 90 days. Printed flight notifications shall be filed with the day’s traffic. Electronic records shall be archived via a suitable “off-line” media such as tape, disk array or optical disk.

9.1.5                   Maintaining Operational Log Books

9.1.5.1              The Log Book must be used to record all significant occurrences and actions relating to operations, facilities, equipment and staff at an ATS unit.

9.1.5.2              A working record or Log Book entry must not be inserted between earlier entries. In the event of an out of sequence entry being necessary, it must be entered as soon as possible, and annotated that it is out of sequence with an explanatory note as to why it is out of sequence.

9.1.5.3              All Log Book entries must be recorded against the times of the occurrence, or time of the Log Book entry.

9.1.5.4              Minimum information to be recorded. The minimum information to be recorded is shown in the following table.

9.1.6                   Voice and Data Recording

9.1.6.1              Where appropriate voice recording facilities are available, details of opening and closing watch, or the identification of staff assuming responsibility for a position may be recorded orally in lieu of a logbook entry. In either case, the procedures used must be sufficient to readily establish, for the purposes of investigation, the status of the position (active/inactive) and the person responsible for any active position, at any given time.

9.1.6.2              When an automatic voice recording facility fails, a manual record of communications must be maintained, to the extent that this is possible.

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.

Section 10.2:   ATS Surveillance Systems

10.2.1              Use of ADS-B Surveillance

10.2.1.1        ADS-B may be used alone, or in combination with radar, for the provision of air traffic services if:

(a)         reliable ADS-B coverage exists in the area; and

(b)         identification of ADS-B equipped aircraft is established and maintained; and

(c)          the ADS-B data indicates that:

(i)            the HPL does not exceed 0.5 NM; and

(ii)          the probability of the HPL information being erroneous is less than 1 × 10-5 per flight hour.

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        If SSR or PSR is used for identification, aircraft must be identified by at least 1 of the following procedures:

(a)         application of 1 or more of the SSR or PSR identification procedures specified in PANS-ATM;

(b)         correlating a particular radar position to the position of an aircraft observed visually.

10.2.5.2        If ADS-B is used for identification, aircraft must be identified by at least 1 of the following procedures:

(a)         direct recognition of the aircraft identification in an ADS-B label;

(b)         transfer of ADS-B identification (see subsection 12.1.7);

(c)          observation of compliance with an instruction to TRANSMIT ADS-B IDENT.

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; or

(d)         when conducting a Radar Cloud Break Procedure.

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         Surveillance Radar Approach (SRA) Procedures

10.2.11.1    For civil aircraft, Surveillance Radar Approach Procedures, as specified in ICAO PANS-ATM are not authorised, unless by pilot request, or in the case of emergency.

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.

10.2.12         Issuing ATS Surveillance System Derived Distance

10.2.12.1    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.

10.2.13         Radar Cloud Break Procedure

10.2.13.1    The radar cloud break procedures may only be applied to non-military aircraft at Sydney, Melbourne, Essendon, Brisbane, Adelaide and Perth provided that:

(a)         the requirements in Table 10.2-1 associated with the applicable flight conditions are complied with;

(b)         the aircraft is in direct communication with the radar controller;

(c)          the radar range from the aerodrome is decreasing;

(d)         radar–derived ranges are passed with the descent instructions; and

(e)         reduction of normal terrain clearance standards associated with these procedures is within 10 NM of the aerodrome.

10.2.13.2    The altitude assigned to aircraft between 10 NM and 4 NM radar range from the aerodrome must not be more than 500 FT below the minimum altitude, in accordance with the Radar Vectoring and Terrain Clearance standards specified earlier in this part.

10.2.13.3    Radar cloud break procedures must not be used:

(a)         on tracks for which a DME arrival procedure is prescribed;

(b)         to runways served by an instrument approach aid providing a straight- in approach procedure.

Table 10.2‑1

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:

(i)            the cross-wind component, including gusts, exceeds 20 KT;

(ii)          the downwind component, including gusts, exceeds 5 KT.

(b)         for runway conditions that are not completely dry;

(i)            the cross-wind component, including gusts, exceeds 20 KT;

(ii)          there is a downwind component.

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        The procedures in this part must not be used at GAAP aerodromes.

10.3.2.2        In addition to ICAO PANS-ATM applications, parallel runways may be used for Simultaneous Opposite Direction Operations (SODPROPS) (see paragraph 10.4.8).

10.3.2.3        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.

10.3.2.4        The use of SODPROPS must be broadcast on the ATIS including the runway configuration being used for the procedure.

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              Independent Parallel Approaches in IMC

10.4.2.1        Independent parallel approaches may be conducted to parallel runways with centrelines separated by more than 1,035 M provided that:

(a)         for runways separated by greater than 1,525 M, suitable surveillance radar with a minimum azimuth accuracy of 0.3 degrees (one sigma) and update period of 5 seconds or less is available; or

(b)         for runways separated by less than 1,525 M, a suitable surveillance radar with a minimum azimuth accuracy of 0.06 degrees (one sigma) and update period of 2.5 seconds or less and a high resolution display providing position prediction and deviation alert, is available; and

(c)          a No-Transgression Zone (NTZ) is depicted on the radar display. The NTZ is 610 M wide and is established equidistant between runway centre-lines, beginning from the point where adjacent aircraft first lose vertical separation, and extends to 0.5 NM beyond the farthest Departure End of Runway (DER); and

(d)         the aircraft are making straight-in approaches; and

(e)         Instrument Landing System (ILS) approaches are being conducted to both runways; and

(f)            a minimum of 1,000 FT vertical or 3 NM radar separation is provided until aircraft are established on the ILS localiser course; and

(g)         when aircraft are established on the ILS localiser course, a minimum of 1,000 FT vertical separation or 2 NM radar separation must be provided between aircraft on adjacent localiser until the higher aircraft reaches the ILS PRM glide path intercept point; and

(h)         aircraft established on the same ILS localiser course are radar separated by a minimum of 3 NM unless increased longitudinal separation is required due to wake turbulence; and

(i)            the missed approach track for one approach diverges by at least 30 degrees from the missed approach track of the adjacent approach; and

(j)            when radar vectoring an aircraft to intercept the ILS localiser course, ensure the final vector permits the aircraft to intercept at an angle not greater than 30 degrees and provide for at least 1 NM straight flight prior to ILS localiser course intercept; and

(k)          the aircraft are cleared to descend to the appropriate glide path intercept altitude soon enough to provide a period of level flight to dissipate excess speed; and

(l)            if required, the pilot is advised of the altitude to be maintained until the ILS PRM glide path intercept point; and

(m)       the aircraft are established on the respective aerodrome control frequency and monitoring the relevant PRM frequency no later that 2 NM prior to the higher ILS PRM glide path intercept point.

10.4.2.2        Radar monitoring approaches. Regardless of weather conditions, aircraft must be radar monitored as being established on the ILS localiser course until:

(a)         for runways separated by greater than 1,525 M:

(i)            visual separation is applied; or

(ii)          the aircraft is 1 NM or less from the runway threshold.

(b)         for runways separated by less than 1,525 M:

(i)            visual separation is applied; or

(ii)          the aircraft reports the approach lights in sight; or

(c)          the aircraft has landed; or

(d)         in the event of a missed approach, the aircraft is 0.5 NM beyond the DER.

10.4.2.3        When the radar indicates a track will penetrate the NTZ, ATC must advise the aircraft of the deviation.

10.4.2.4        When an aircraft is observed penetrating the NTZ, that aircraft and affected aircraft on the adjacent localiser course will be issued with appropriate heading and altitude instructions to resolve the confliction. Where either aircraft is 1 NM or less from the runway threshold, it may be allowed to continue its approach and land if provided with traffic information on the relevant aircraft.

10.4.2.5        Independent parallel approaches to parallel runways spaced less than 1,525 M must be suspended during periods of severe weather such as thunderstorms, windshear, turbulence, downdrafts, or crosswinds which might increase ILS localiser course deviations to an unacceptable level of deviation alerts.

10.4.3              Dependent Parallel Approaches in IMC

10.4.3.1        Dependent parallel approaches may be conducted to parallel runways with centre-lines separated by more than 915 M provided that:

(a)         the aircraft are making straight-in approaches;

(b)         instrument landing system (ILS) approaches are being conducted on adjacent runways;

(c)          a minimum of 1,000 FT vertical or 3 NM radar separation is provided between aircraft during the turn-on to parallel ILS localiser courses;

(d)         aircraft established on the same ILS localiser course are radar separated by a minimum of 3 NM unless increased longitudinal separation is required due to wake turbulence;

(e)         successive aircraft on adjacent ILS localiser courses are separated by a minimum of 2 NM by radar; and

(f)            the missed approach track for one approach diverges by at least 30 degrees from the missed approach track of the adjacent approach.

10.4.4              Independent Parallel Departures

10.4.4.1        Independent departures may be conducted provided:

(a)         ATC instructions permit the courses of the respective aircraft to diverge by at least 15 degrees immediately after take-off; and

(b)         the radar is capable of identifying the aircraft within 1 NM of the upwind end of the departure runway.

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).

10.4.7              Segregated Parallel Operations in IMC

10.4.7.1        ILS Precision, radar and visual approaches may be conducted in segregated parallel runway operations in IMC provided that:

(a)         the centrelines are separated by more than 760 M;

(b)         the nominal departure track diverges immediately after take-off by at least 30 degrees from the missed approach track of the adjacent approach.

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.

10.5.5              Separation Minima Based on ATS Surveillance Systems

10.5.5.1        Where:

(a)         aircraft are in communication with and under the control of a terminal control unit or associated control tower; and

(b)         the aircraft are:

(i)            within 30 NM of a radar sensor, using military high definition (scan rate of 12 RPM or greater) Terminal Approach Radar (TAR) or primary data from a civil high definition TAR (scan rate of 16.4 RPM); or

(ii)          within 100 NM of an MSSR sensor providing radar data to EUROCAT 2000 displays; and

(c)          aircraft position is derived only from radar information;

the horizontal radar separation minimum is:

(d)         3 NM; or

(e)         where a higher minimum applies under subsection 10.12.2.2 — that higher minimum.

10.5.5.2        If subsection 10.12.2.2 does not apply, the horizontal separation minimum based on radar or ADS-B information is:

(a)         5 NM; or

(b)         if a higher minimum applies under subsection 10.12.2.2 — that higher minimum.

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 subsection 10.4.2 or 10.4.3 applies.

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 crosschecked to ensure the integrity of calculations. The crosscheck 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 crosscheck 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.

10.6.4              Longitudinal Time Separation Minima

10.6.5              Application of Time Departure Minima

10.6.5.1        Time departure minima are only applicable during initial climb until reaching the cruising level.

10.6.5.2        Where the planned speed differential between aircraft subject to these departure minima is at or near the minimum prescribed, climbing/cruising speeds must be specified where appropriate to ensure the integrity of the standard.

10.6.5.3        The planned CLIAS notified by GA VFR shall not be amended. The CLIAS of other VFR flights may be altered if agreed to by the pilot.

10.6.5.4        Departure (DEP) Minima 1 to 6 may be applied when:

(a)         both aircraft proceed on the same route where a turn of 40 degrees or less is specified; or

(b)         the following aircraft’s route involves a turn of more than 40 degrees, the preceding aircraft must continue straight ahead or turn by 30 degrees or less;

(c)          when the turn in track is 31 degrees to 40 degrees, Departure standard 5 may only be used if the turning point is defined by a radio navigation aid, or radar is used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track.

10.6.5.5        Departure (DEP) minima 2A, 3A, 4A, 5A and 6A may be applied when both aircraft proceed on the same route on which a turn of 41 degrees to 65 degrees is specified.

10.6.6              Time Departure Separation Minima

10.6.7              Application of Longitudinal Distance Separation

10.6.7.1        Distance based longitudinal separation minima must only be applied when:

(a)         Direct Controller Pilot Communications (DCPC) exist; or

(b)         ATC monitors all distance reports made by the aircraft.

10.6.7.2        All distance reports must be made with reference to the same DME beacon or waypoint.

10.6.7.3        When applying same direction distance separation, an off-track waypoint or beacon may be used provided the positions of the aircraft relative to the beacon/waypoint are such that the distance readings are together increasing or decreasing.

10.6.7.4        A DME beacon may be taken to be co-sited with a waypoint or the azimuth navigation aid providing tracking guidance only when the DME site is located within 600 m of the waypoint or azimuth aid.

10.6.7.5        Where aircraft have been issued with different route clearances, and the difference in routes would apply during the period when distance separation is required, the leading aircraft must be tracking directly to or from the beacon/waypoint or co-sited navaid.

10.6.7.6        If a mix of DME and LRNS distances is being used:

(a)         LRNS distance information must be based on the coordinates of the en route tracking aid, and not on the location of the DME site; and

(b)         LRNS derived distance may be used for longitudinal separation only when the en route tracking aid and DME are co-sited.

10.6.7.7        Where distance information is required from a specific navigation source, the source must be included in the request (e.g. “REPORT DISTANCE FROM NWN DME”, “REPORT GPS DISTANCE FROM BEZZA” or “REPORT RNAV DISTANCE FROM PONAN”).

10.6.7.8        During the application of same direction distance minima, the distance between aircraft must be checked at sufficient intervals to ensure that the required separation is maintained. The frequency of these regular distance checks will depend on the performance and disposition of the aircraft, but must be made at intervals not exceeding 30 MIN.

10.6.7.9        When the ATS surveillance system derived distance between the aircraft is less than the sum of the distance required by the procedural separation minimum and the applicable ATS surveillance system separation minimum, a distance check must be made before the first aircraft leaves ATS surveillance system coverage.

10.6.7.10    Separation minima D4, D7 and R3 (change of level) may also be applied between 2 aircraft if:

(a)         the aircraft are confirmed to be on opposite sides of an en-route navigation aid, and 1 aircraft’s distance is established by RNAV/DME to be not closer to that aid than the distance required by the separation minimum; or

(b)         the distance determined by an ATS surveillance system, or by the position of 1 identified aircraft and an RNAV/DME report from the other, establishes that the distance between the aircraft is at least the distance required by the procedural separation minimum plus the applicable ATS surveillance system separation minimum; or

(c)          1 aircraft’s distance is established by RNAV/DME and the second aircraft’s position is established, by day, with reference to a visual fix, if:

(i)            the fix is a prominent topographical feature within 10 000 ft of the aircraft; and

(ii)          the feature is displayed on maps available to ATC.

10.6.7.11    Except for standard R6, closing speed between aircraft may exist provided that:

(a)         separation is in excess of the minimum distance required;

(b)         distance checks are made at intervals not exceeding 15 MIN; and

(c)          when aircraft are cruising at levels not vertically separated, the closing speed is not greater than 35 KT IAS or M 0.06.

10.6.8              Use of DME/GPS Separation

10.6.8.1        In the description and application of these separation minima, ‘DME’ includes TACAN for distance measurement. TACAN distances may be used for the same purpose as DME provided that all tolerances and conditions shown for DME are applied.

10.6.8.2        In CTA only, GPS distance information may be provided by GPSRNAV or GPSOCEANIC aircraft for the application of minima D1-4, subject to the following conditions:

(a)         where a mix of GPS and DME distances is used, distance reports must not be used if one aircraft is within 20 NM of the reference point;

(b)         when GPS is used by both aircraft, the standard may also be applied with reference to published waypoints.

10.6.9              RNAV Separation

10.6.9.1        RNAV distance minima may be applied between aircraft with approved LRNS, or between an aircraft with approved LRNS equipment and an aircraft with DME.

10.6.9.2        RNAV minima must not be applied after pilot advice of:

(a)         operation of LRNS equipment outside prescribed criteria, including deterioration or failure; or

(b)         operation of an INS/IRS outside the time limits specified in the operational approval:

(i)            CTA – 5 hours multiple sensor or 3 hours single sensor; or

(ii)          OCA – 12 hours multiple sensor, 5 hours single sensor or 4.5 hours MNPS; or

(c)          RAIM loss or loss of integrity, for more than 5 minutes; or

(d)         operation of the GPS receiver in dead reckoning mode, for more than 1 minute; or

(e)         loss of the GPS receiver navigation function, for more than 1 minute.

10.6.9.3        If there is concern that the update criteria mentioned in paragraphs 10.6.9.2 (a) and (b) may not be met throughout the application of an RNAV standard, the time of the last update must be obtained from the pilot.

10.6.9.5 Separation based on RNP approval may only apply in RNP airspace.

10.6.10         Longitudinal Distance Separation Using ADS-C

10.6.10.1    When using ADS-C reports from FANS-1/A aircraft as the sole means of establishing and monitoring longitudinal distance separation standards, only those standards specifically identified as being approved for ADS-C may be used.

10.6.10.2    Methods of determining longitudinal distance separation using ADS-C may include:

(a)         the use of system tools to measure the distance between the displayed positions of 2 or more FANS-1/A aircraft reporting by ADS-C; or

(b)         when both aircraft are within CTA — a comparison of the actual ADS-C report symbol of a FANS-1/A aircraft with the position of another aircraft determined by an alternative form of position fixing, such as radar, ADS-B, voice or CPDLC reports.

10.6.10.3    All system tool tolerances must be taken into account in any measurement.

10.6.10.4    When 2 FANS-1/A aircraft reporting by ADS-C are flying on the same identical tracks (same or opposite direction), the measurements may be taken directly between the 2 ADS-C symbols.

10.6.10.5    For a bend in track, the measurements may only be taken between each symbol and the turning point, not between the 2 symbols:

10.6.10.6    If 2 FANS-1/A aircraft are flying on diverging or converging route clearances, then measurements may be either to or from a common point on the route clearances:

or taken from where the abeam position of 1 aircraft intersects the route of the other.

10.6.10.7    When longitudinal distance separation is to be determined between FANS‑1/A and non-FANS-1/A aircraft:

(a)         the measurement may only be commenced after receiving an ADS-C report from the FANS-1/A aircraft; and

(b)         the request for the voice report must be made as soon as possible after the ADS-C report symbol is displayed; and

(c)          this procedure may only be used when a distance greater than the minimum of the applicable standard is available.

10.6.10.8    When comparing an ADS-C report symbol from a FANS-1/A aircraft with a voice report from another aircraft, the measurement from or to the ADS-C symbol must be taken with reference to the beacon or waypoint reported by the other aircraft.

10.6.11         Distance Separation Minima

D8a

Definite Passing

10.6.12         RNAV Distance Separation Minima

10.6.13         Distance Separation Minima using RNAV with Automatic Dependent Surveillance – Contact

Section 10.7:   Separation Standards—Vertical

10.7.1              Vertical Buffers between Aircraft Inside and Outside Controlled Airspace

10.7.1.1        Levels assigned to VFR aircraft must provide a buffer of at least 500 FT with the base of CTA.

10.7.1.2        If the base of CTA is a VFR level, levels assigned to IFR aircraft must provide a buffer of at least 500 ft with the base of CTA. If it is known that an IFR aircraft is operating less than 500 ft below the CTA base, levels assigned must provide a buffer of at least 1 000 ft with the base of CTA.

10.7.1.3        Where the base of CTA is an IFR level, levels assigned to IFR aircraft must provide a buffer of at least 1,000 FT with the base of CTA, unless it is known that no IFR traffic is operating at the base of CTA. In this instance a buffer of at least 500 FT must be applied.

10.7.2              Vertical Separation Below High Altitude Balloons

10.7.2.1        Unless visual separation is applied, aircraft in CTR/CTA must not be permitted to transit vertically below the 15 NM radius of the balloons position while the balloon is ascending until the balloon has passed FL600.

10.7.3              Step Climbs and Descents

10.7.3.1        The Step Climb Procedure may be used to simultaneously climb aircraft to vertically separated levels provided that the lower aircraft is progressively assigned levels that provide vertical separation with the higher aircraft.

10.7.3.2        When applying the step climb or step descent procedures, pilots must be advised that they are subject to a step climb or descent.

10.7.4              Specifying Rates of Climb

10.7.4.1        Except for international aircraft, a rate of climb or descent must be described in each level clearance when a specified rate is required to ensure the vertical separation is maintained.

10.7.4.2        When it is necessary to specify a rate of climb or descent to an international aircraft, the rate must always be specified in feet per minute, not ‘standard rate’.

10.7.4.3        ATC must endeavour to avoid prescribing rate of climb or descent if it is believed that an aircraft is:

(a)         operating in close vertical proximity to the control area lower limit; or

(b)         descending VISUAL or VFR to an assigned level and maintaining clearance from terrain or cloud.

10.7.4.4        A rate of descent must not be specified to any aircraft instructed to make a ‘VISUAL APPROACH” or “DME ARRIVAL”, or to an aircraft on that part of an instrument approach below the lowest holding altitude.

10.7.5              Rate in Step Climb/Descent

10.7.5.1        During a Step Climb or Step Descent where a rate of climb or descent has been specified, the rate must apply to all level clearances issued in the course of the climb or descent. The rate must be specified in the initial clearance using the phrase: “... STEP CLIMB (or STEP DESCENT) - STANDARD RATE (or at FEET PER MINUTE)”.

10.7.6              Assigning Vacated Levels

10.7.6.1        A level vacated by one aircraft may be assigned immediately to a second aircraft provided that:

(a)         the required vertical separation has not been increased because of the possibility of turbulence;

(b)         the first aircraft has been assigned a level requiring a level change of at least the minimum being applied; and

(c)          both aircraft have been instructed to change level at a specified rate which will ensure that the applicable vertical separation standard is not infringed.

10.7.6.2        The lowest holding altitude may be assigned to a second aircraft when the first aircraft has reported, “ON FINAL - LEFT (final approach altitude)”, provided that the following aircraft is instructed to descend at “STANDARD RATE” (or at 500 FT per minute).

10.7.7              Vertical Separation Using ADS-C

10.7.7.1        A tolerance of ± 200 ft must be applied to ADS-C level information.

10.7.7.2        ADS-C level information may be used for the application of vertical separation if:

(a)         the reported ADS-C level is FL 130 or above; and

(b)         displayed ADS-C level information is within the specified tolerance of the expected or cleared flight level.

10.7.7.3        An aircraft cleared to leave a level is taken to have commenced its manoeuvre and vacated the previously occupied level when the ADS-C-derived level information indicates a change of 400 ft or more in the anticipated direction from its previously assigned level.

10.7.7.4        If displayed ADS-C level information for an aircraft maintaining a level does not conform to the required tolerance, the controller must send a demand contract request to update the level displayed.