Version 1.6

made under regulation 172.022 of the

Civil Aviation Safety Regulations 1998

This compilation was prepared on 02 June 2011
taking into account amendments of version 1.1 up to Manual of Standards Part 172 Amendment (No. 1) 2011.

Prepared by the Airways and Aerodromes Branch, Airspace and Aerodrome Regulation Division, Civil Aviation Safety Authority, Canberra.

 

Manual of Standards Part 172—Air Traffic Services

© Commonwealth of Australia 2011

This work is copyright. You may download, display, print and reproduce this material in unaltered form only (retaining this notice) for your non-commercial use. Apart from any other use as permitted under the Copyright Act 1968, all other rights are reserved.

This manual is incorporated in the Civil Aviation Safety Regulations (CASR) Part 172 – Air Traffic Service Providers by reference.

This manual is issued and amended under the authority of the Director of Aviation Safety.

This is a CASA policy manual. It contains specifications (standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation.

The current manual can be viewed at any time via CASA's website at www.casa.gov.au.

Any comments about the content or requests for clarification or proposed changes to this Manual of Standards (MOS) should be directed to:

Manager, Standards Development, Standards Development and Future Technology, CASA

by:

email:  improverules@casa.gov.au,

facsimile:  1800 653 897 or

mail:  Reply Paid, GPO Box 2005 Canberra ACT 2601.

Version 1.6: June 2011

 

 

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

Section 1.2: Abbreviations and Definitions................................1-4

1.2.1 Abbreviations..................................................1-4

1.2.2 Definitions.....................................................1-4

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

Section 4.1: General.....................................................4-1

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............................5-2

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.......................................9-4

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

10.1.4 Relaxation of Speed Restrictions................................10-1

10.1.5 SARWATCH for IFR Aircraft conducting VFR Operations...........10-1

Section 10.2: ATS surveillance systems.................................10-3

10.2.1 Use of ADS-B surveillance......................................10-3

10.2.2 Operation of ADS-B transmitters.................................10-3

10.2.3 Verification of level information..................................10-4

10.2.4 Determination of level occupancy using ATS surveillance system-derived level information              10-4

10.2.5 Establishment of identification...................................10-5

10.2.6 Position information............................................10-5

10.2.7 Use of Speed Control..........................................10-6

10.2.8 Termination of ATS surveillance services.........................10-6

10.2.9 Obstacle clearance............................................10-6

10.2.10 Vectoring special VFR..........................................10-6

10.2.11 Issuing ATS surveillance system derived distance..................10-6

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

10.2.13 Radar Cloud Break Procedure...................................10-7

Section 10.3: Circuits and Runways.....................................10-9

10.3.1 Selection of Runway in Use.....................................10-9

10.3.2 Simultaneous Parallel Runway Operations........................10-9

10.3.3 Implementation of low visibility procedures.......................10-10

10.3.4 Protecting ILS critical and sensitive areas........................10-11

10.3.5 Informing pilots when critical and sensitive areas are not protected..10-12

Section 10.4: Departures and Arrivals..................................10-13

10.4.1 Arriving Aircraft...............................................10-13

10.4.2 Independent Parallel Approaches in IMC.........................10-13

10.4.3 Dependent Parallel Approaches in IMC..........................10-15

10.4.4 Independent Parallel Departures................................10-15

10.4.5 Independent Parallel Visual Approaches.........................10-15

10.4.6 Dependent Parallel Visual Approaches..........................10-16

10.4.7 Segregated Parallel Operations in IMC..........................10-16

10.4.8 Simultaneous Opposite Direction Parallel Runway Operations......10-16

Section 10.5: Separation Standards — General..........................10-18

10.5.1 Application of Separation Standards.............................10-18

10.5.2 Separation of VFR using navigation aids.........................10-18

10.5.3 Formation or In-company Flights................................10-18

10.5.4 Airspace Boundaries..........................................10-18

10.5.5 Separation minima based on ATS surveillance systems............10-19

10.5.6 Separation between ADS-C tracks and radar tracks...............10-20

Section 10.6: Separation Standards–Longitudinal.......................10-22

10.6.1 Mach Number Technique......................................10-22

10.6.2 Application of Longitudinal Time Minima.........................10-22

10.6.3 Cross Check Calculations.....................................10-22

10.6.4 Longitudinal Time Separation Minima...........................10-23

10.6.5 Application of Time Departure Minima...........................10-29

10.6.6 Time Departure Separation Minima.............................10-30

10.6.7 Application of Longitudinal Distance Separation...................10-35

10.6.8 Use of DME/GPS Separation...................................10-38

10.6.9 RNAV Separation.............................................10-38

10.6.10 Longitudinal Distance Separation Using ADS-C...................10-38

10.6.11 Distance Separation Minima...................................10-41

10.6.12 RNAV Distance Separation Minima.............................10-49

10.6.13 Distance Separation minima using RNAV with Automatic Dependent Surveillance – Contact              10-53

Section 10.7: Separation Standards—Vertical...........................10-54

10.7.1 Vertical Buffers between Aircraft Inside and Outside Controlled Airspace10-54

10.7.2 Vertical Separation Below High Altitude Balloons.................10-54

10.7.3 Step Climbs and Descents.....................................10-54

10.7.4 Specifying Rates of Climb.....................................10-54

10.7.5 Rate in Step Climb/Descent....................................10-55

10.7.6 Assigning Vacated Levels.....................................10-55

10.7.7 Vertical Separation Using ADS-C...............................10-55

10.7.8 Transition Layer, Altitude and Level.............................10-56

10.7.9 Common Altimeter Settings....................................10-56

10.7.10 Levels Unavailable when QNH less than 1013....................10-56

10.7.11 Vertical Separation Minima....................................10-57

Section 10.8: Separation Standards—Lateral............................10-59

10.8.1 Lateral Separation Buffer......................................10-59

10.8.2 Application of Lateral Separation...............................10-59

10.8.3 Navigation Tolerances........................................10-60

Section 10.9: Separation Standards—Applicable to En-route Area Navigation by Aircraft Using Inertial Navigation Systems              10-65

10.9.1 Introduction..................................................10-65

10.9.2 Lateral Separation............................................10-65

10.9.3 Longitudinal Separation.......................................10-65

10.9.4 Distance Standards...........................................10-67

10.9.5 Explanation of Derivation of Longitudinal Separation Standards.....10-67

Section 10.10: Separation Standards—Visual...........................10-71

10.10.1 Application...................................................10-71

10.10.2 Separation Using Visual Observation............................10-72

10.10.3 Separating Approaching Aircraft Beyond Tower View..............10-73

Section 10.11: Separation Standards—Miscellaneous....................10-74

10.11.1 Parachute Jumping Exercise (PJE).............................10-74

10.11.2 Limitations and Extensions – PJE...............................10-74

10.11.3 High Altitude Balloons.........................................10-76

10.11.4 Manned Balloon Operations....................................10-76

10.11.5 Unmanned Aerial Vehicles (UAV)...............................10-76

10.11.6 ACAS/TCAS Resolution Advisory Action.........................10-76

10.11.7 Unspecified Operations........................................10-77

Section 10.12: Separation Standards—Wake Turbulence.................10-78

10.12.1 Interpretation.................................................10-78

10.12.2 Wake Turbulence Separation Minima............................10-78

10.12.3 Application...................................................10-81

Section 10.13: Separation Standards—Aerodrome.......................10-84

10.13.1 Taxiing and Runway Standards.................................10-84

10.13.2 Arriving Aircraft and an Aircraft Taking Off.......................10-84

10.13.3 Simultaneous Parallel Operations...............................10-85

10.13.4 Training Approaches..........................................10-85

10.13.5 Land and Hold Short Operations (LAHSO).......................10-85

10.13.6 Landing Distance Required (LDR) for LAHSO....................10-88

10.13.7 Letters of Agreement for LAHSO...............................10-89

10.13.8 Runway Separation Minima....................................10-90

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

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

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

11.1.2 Safety Alerts..................................................11-1

11.1.3 Altimetry......................................................11-1

11.1.4 Traffic Information.............................................11-1

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

12.1.8 Clearance by Establishment of 2-way Communications.............12-3

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

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

 

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 Airspace and Aerodrome Standards Division.

Readers should forward advice of errors, inconsistencies or suggestions for improvement to this manual to the Manager, Standards Development, Standards Development and Future Technology Division (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: John McCormick)

 

John McCormick
Director of Aviation Safety

Chapter 1: Introduction

 

Abbreviation

Meaning

ADS-B

Automatic dependent surveillance — broadcast

ADS-C

Automatic dependent surveillance — contract

ATC

Air traffic control

ATS

Air traffic service

HPL

Horizontal protection limit

MLJ

Military low jet

NIC

Navigation integrity category

NUC_P

Navigational uncertainty category — position

PRF

Positive radio fix

PS

Position symbol

SIL

Surveillance integrity limit

 

Definition

Meaning

ADS-C agreement

A reporting plan which establishes the conditions of ADS-C data reporting (i.e. data required by the air traffic services unit and frequency of ADS-C reports which have to be agreed to prior to the provision of air traffic services).

ATS surveillance service

Term used to indicate an air traffic service provided directly by means of an ATS surveillance system.

ATS surveillance system

A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft.

Automatic dependent surveillance — broadcast

A means by which aircraft, aerodrome vehicles and other objects can automatically transmit or receive data such as identification, position and additional data, as appropriate, in a broadcast mode via a data link.

Automatic dependent surveillance — contract

A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated, and what data would be contained in the reports.

Flight path monitoring

The use of ATS surveillance systems for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path, including deviations from the terms of their air traffic control clearances.

Note Some applications may require a specific technology, e.g. radar, to support the function of flight path monitoring.

Identification

The situation which exists when the position indication of a particular aircraft is seen on a situation display and positively identified by ATC.

Position indication

The visual indication, in non-symbolic or symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object.

Position symbol

The visual indication in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object obtained after automatic processing of positional data derived from any source.

Positive radio fix

(a) An NDB or locator site (when propagation is normal); or

(b) A VOR, TACAN site or marker beacon.

Procedural control

Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service.

Procedural separation

The separation used when providing procedural control.

PSR blip

The visual indication, in non-symbolic form, on a situation display, of the position of an aircraft obtained by primary radar.

Radar approach

An approach in which the final approach phase is executed under the direction of a controller using radar.

Radar clutter

The visual indication on a situation display of unwanted signals.

Safety case

A safety case provides documented evidence and argument that a service or facility, or a proposed change to the design of a service or facility, meets safety objectives or levels for the service or facility.

Situation display

An electronic display depicting the position and movement of aircraft and other information as required.

SSR response

The visual indication, in non-symbolic form, on a situation display, of a response from an SSR transponder in reply to an interrogation.

Vectoring

Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system.

VFR-on-top

An IFR flight with ATC authorisation to operate in VMC at or below FL180 in Class E airspace at any appropriate VFR altitude or flight level.

 

Chapter 2: Operations Manual

Chapter 3: ATS Facilities and Equipment

Note: The meteorological displays must show mean speed and mean direction of the surface wind.  Surface wind observations are to be representative of the conditions along the runway and near the touchdown zones.  If more than one sensor is used, the displays must identify the sensor being utilised for the observation.

Chapter 4: Personnel

Note: This chapter is reserved.

 

Chapter 5: Training and Checking Program

Note:  Competency standards for licensed functions are contained in CASR Part 65.

Chapter 6: Safety Management System

Note Guidelines for the preparation of a safety management system are published by CASA in Advisory Circular AC 172-1.

Note Guidelines for the preparation of safety cases are published by CASA in Advisory Circular AC 172-2.

Note An internal safety assessment for a change that does not constitute a variation to a service provider’s approval is undertaken in accordance with a service provider’s safety management system.

 

Chapter 7: Contingency Plans

Chapter 8: Security Program

Chapter 9: Documents and Records

Note: Where possible, provision of synchronous integration of radar and on-screen data with related voice recordings should be facilitated. (ICAO Air Traffic Services Planning Manual, Chapter 8.4).

Note: Except when forms such as fault reports or Air Safety Incident Reports (ASIRs) must also be completed, duplication of information should be avoided.

 

Occasion

Information

At the commencement of each day’s operation

 UTC date and time;

 Where required, identification of the unit and/or the operating position.

Note: these may be incorporated in the station date stamp.

On assuming responsibility for a position

 The UTC date and time of assuming responsibility for a position and the signature of the officer commencing duty (see also voice recordings);

 Results of equipment checks;

 Result of time check.

During operation of the unit

 Air Safety Incidents, including accidents and breaches of the Regulations such as non-compliance with ATC instructions;

Note: This is in addition to the completion of incident reporting actions.

 Actions taken in relation to any SAR activity including distress communications;

 General notes concerning essential aerodrome information, such as the results of aerodrome inspections, closure of sections of the manoeuvring area caused by works or natural phenomena, etc.;

 Times of aerodrome closure and reopening, with reasons for the closure;

 Change in status of facilities, service or procedure including communication difficulties and tests;

 Short term changes in staffing or hours of coverage, including variations to required staffing levels;

 Any dispensation given against the Regulations

 Status of navigation aids.

Handover/takeover
(where a separate form is not provided and kept as a record)

 A resume of outstanding action and unusual operations which are current or anticipated, relating to the traffic display and/or SAR activity;

 The status of communications and equipment;

 The time of handover/takeover, against the signatures of the officers involved.

Closure of unit and/or position

 

 Time of closure and conditions and actions relating to the closure, followed by changes to equipment status, and any outstanding action;

 The time of intended reopening, and the signature of the officer closing the unit/position.

Chapter 10: Standards for the Provision of Air Traffic Services

Note The 200 KT speed limit for Class D airspace is a CASA direction to pilots under subregulation 99AA (5) of the Civil Aviation Regulations 1988.

Note SARWATCH service is a function of the flight plan, not of the particular procedure being flown at the relevant time.

 

Note: These values are equivalent to a NUC_P of 5 as defined in ICAO Annex 10, Volume III, Part 1, Chapter 5, Appendix, or a NIC of 6 and a SIL of 2 as defined in RTCA DO-260A.

Table 10.2‑1

Flight conditions

Requirements

Visual flight is certain at or above altitude assigned assigned in accordance with paragraph 10.2.13.1(e) above.

1. The reported cloud base in the applicable sector is at least 300 FT above the assignable altitude (e.g. in a 2,000 FT minimum altitude sector where descent to 1,500 FT is permissible, the cloud base must be at or above 1,800 FT);

2. The aircraft is on a radar heading which will cause it to pass within 3 NM of the centre of the aerodrome as shown on the radar map.

Visual flight is probable at or above altitude assigned in accordance with paragraph 10.2.13.1(e) above, but is certain after further descent clearance to the prescribed minimum altitude at 4 NM range from the aerodrome.

1. The reported cloud base in the applicable sector is at the assignable altitude, between the assignable altitude and 300 FT above it (e.g. in a 2,000 FT minimum altitude sector where descent to 1,500 FT is permissible, the cloud base must be at least 1,500 FT or between 1,500 FT and 1,800 FT);

2. The procedure is applied to DME-equipped aircraft only;

3. The aircraft is on a radar heading which will cause it to pass within 3 NM of the centre of the aerodrome as shown on the radar map, but after passing 4 NM the aircraft must be on a radar heading which will cause it to track directly towards the centre of the aerodrome;

4. A ‘LOSS OF COM’ procedure is issued with the initial descent instructions at 10 NM.

Visual flight is not possible at altitude assigned in accordance with paragraph 10.2.13.1(e) above, and is not possible until at or above prescribed minimum altitude after a further descent clearance is issued at 4 NM radar range from the aerodrome.

1. The reported cloud base in the applicable sector is at the prescribed minimum altitude, or between the prescribed minimum altitude, and the assigned altitude;

2. The procedure is applied to DME-equipped aircraft only;

3. The aircraft is on a radar heading which will cause it to pass within 3 NM of the centre of the aerodrome as shown on the radar map, but after passing 4 NM the aircraft must be on a radar heading which will cause it to track directly towards the centre of the aerodrome, or is established on the extended runway centre-line before reaching 4 NM;

4. The aircraft is instructed to report at 4 DME when the initial descent instruction is issued at 10 NM;

5. A ‘LOSS OF COM’ procedure is issued with the initial descent instructions at 10 NM.

 

 

Aircraft

Distance between runway centrelines

Distance between edges of adjacent landing areas or runway and landing area

Single engine, propeller driven

90 m

60 m

Twin engine, propeller driven

150 m

120 m

All others

210 m

180 m

Note When LVP are implemented, the aerodrome operator is required to complete all operator preparations necessary for LVP to commence, and confirm to ATC that these preparations are complete. See also section 10.17.3 of Manual of Standards Part 139.

Notes

1. The relevant ILS critical area means either the critical area appropriate to the largest aircraft that uses the aerodrome, or the critical area appropriate to the particular size and shape of the aircraft or vehicle.

2. An aircraft taking off and passing over the relevant localiser is not taken to be penetrating the relevant localiser critical area.

Note Pilots are required to notify ATC of an intention to conduct a guided take-off at start up.

 

Minima

Application

Conditions

Diagram

T1a

5 min

Aircraft cruising, climbing or descending

1. B1, B2 or B3 has maintained and will continue to maintain an IAS at least 30 kt greater than A.

2. 5 min separation has been established by the passage of both aircraft over the same positive radio fix, or the same ATS surveillance system position observed by ATC.

3. 1 aircraft maintains level while vertical separation does not exist.

4. The vertical separation at the commencement of the level change does not exceed 4 000 ft.

T1b

5 min

Aircraft climbing or descending, where:

1. the preceding aircraft descends through the level of a following aircraft; or

2. the following aircraft climbs through the level of a preceding aircraft

1. No closing speed (IAS or Mach No) exists.

2. The 5 min separation has been established by the passage of both aircraft over the same positive radio fix, or the same ATS surveillance system position observed by ATC.

3. The level change is commenced within 10 min of the time the second aircraft passed over the positive radio fix, or the ATS surveillance system position observed by ATC.

4. 1 aircraft maintains level while vertical separation does not exist.

5. The vertical separation at the commencement of the change does not exceed 4 000 ft.

T1c

5 min

Aircraft cruising in a continuation of Departure Standard D4

The cruising IAS of the following aircraft is at least 10 kt less than and not more than 90% of the cruising IAS of the preceding aircraft.

 

T2

10 min

Aircraft cruising, climbing or descending

Frequent determination of position and speed is possible by:

1. use of navigation aids; or

2. use of LRNS (INS/IRS min. G/S 300 kt) or DME on the route sections within:

(a) CTA; or

(b) OCA as described below:

(i) BN VOR – 350 BN (outbound); or

(ii) all routes contained in the airspace bounded by: SY VOR – BN VOR – LHI NDB and Lord Howe –Sydney routes; or

(iii) PH VOR – 350 PH (outbound); or

(iv) POKIP – EGAVI (northbound); or

3. position reports from RNP10 & RNP4 approved aircraft; or

4. visual reference to the ground by day (or night for VFR aircraft).

T3

15 min

Aircraft cruising, climbing or descending, within all CTAs and OCAs except when T2 is applicable

 

T4

10 min

Mach No. Technique

Aircraft cruising, climbing or descending

The Mach Number Technique is used between aircraft:

(a) on the same track and the aircraft have reported over a common point and 10 min will be maintained until another form of separation is established; or

(b) on converging tracks and it is confirmed that 10 min separation will exist at the point the aircraft enter lateral conflict and 10 min separation will be maintained until another form of separation is established.

Differ­ence in Mach No

Distance to fly and separation (in min) required at entry point

000–600  NM

601–1200  NM

1201–1800  NM

1801–2400  NM

2401–3000  NM

0.01

11

12

13

14

15

0.02

12

14

16

18

20

0.03

13

16

19

22

25

0.04

14

18

22

26

30

0.05

15

20

25

30

35

0.06

16

22

28

34

40

0.07

17

24

31

38

45

0.08

18

26

34

42

50

0.09

19

28

37

46

55

0.10

20

30

40

50

60

T5

9–5 min

Mach No. Technique

 

Aircraft cruising, climbing or descending where opening speed exists using the Mach Number Technique

1. ATS surveillance system observation or passage over the same, on-track, positive radio fix confirms that the required time interval will exist at the common point.

2. The preceding aircraft is maintaining a greater Mach number than the following aircraft, in accordance with the adjacent table.

Time

Mach No

9 min

Mach 0.02 faster

8 min

Mach 0.03 faster

7 min

Mach 0.04 faster

6 min

Mach 0.05 faster

5 min

Mach 0.06 faster

For T4 and T5, a common point is:

(a) a geographical point on the track over which both aircraft will fly; or

(b) a point along the individual track of each aircraft that is equidistant from the geographical point described in paragraph (a).

T6

10 or 15 min

Aircraft on Reciprocal Tracks

Aircraft on reciprocal tracks

1. If lateral separation is not provided, vertical separation must be provided for at least 10 or 15 min, as applicable to the route (see T2 and T3 conditions), before and after the time the aircraft are estimated to pass, or are estimated to have passed.

2. In addition to the T2 conditions for application, the 10 minute time minimum may also be applied between aircraft equipped with approved LRNS.

T7a

Definite Passing (radio fix)

 

Both aircraft report passing the same positive radio fix.

T7b

Definite Passing (visual fix)

 

1. Both aircraft report passing the same visual fix, by day, or by night if both aircraft are NIGHT VFR.

2. The visual fix must be a prominent topographical feature within 10 000 ft of the levels of each aircraft.

T7c

Definite Passing (sight and pass)

 

1. Both aircraft report sighting and passing the other by day (and in OCA by night).

2. Both aircraft are above 10 000 ft.

3. ATC ensures there is no possibility of incorrect identification by either aircraft.

T7d

Definite Passing (ATS surveillance system observed)

 

Aircraft are observed by ATS surveillance system to have definitely passed.

 

T8a

15 min

Crossing Tracks

15 min exists at the crossing point

1. Each aircraft must have at least 1 of the following LRNS approvals:

(a) NAV/AUSEP;

(b) NAV/GPSOCEANIC;

(c) NAV/GPSRNAV (within Australian Domestic Airspace);

(d) MNPS;

(e) RNP10;

(f) RNP4.

2. Relevant aircraft must have a groundspeed of at least 300 kt.

3. For T8b only: Vertical separation must exist from 15 min before the estimate for B at the intersection, until 15 min after A has passed the intersection.

T8b

15 min

Crossing Tracks

15 min does not exist at the crossing point

 

 

Minima

Application

Conditions

Diagram

Dep 1

1 MIN

Following aircraft climbing to a higher or lower level.

1. CLIAS of the first aircraft is at least 50 KT faster than the CLIAS of the second and at least 30 KT faster than the cruising IAS of the second; and

2. Either:

a. the bearing from a point 1 NM along the runway extension to a point 5 NM along the departure track is within 30 degrees of the runway bearing; or

b. the aerodrome controller can visually separate the aircraft until they have intercepted the departure track with the required separation.

Dep 2/2A

2/5 MIN

Following aircraft climbing to the higher level

CLIAS of the second aircraft is at least 10 KT slower and not more than 90% of the CLIAS or Mach No. of the first aircraft.

Dep 3/3A

2/5 MIN

Following aircraft climbing to the lower level.

1. Both aircraft report reaching the lower cruising level;

2. If the following aircraft reaches the cruising level first, another form of separation must be applied immediately;

3. CLIAS of the second aircraft is at least 10 KT slower, and not more than 90% of the CLIAS or Mach No. of the first aircraft; and

4. Cruising IAS of the second aircraft is less than or equal to the CLIAS or Mach No. of the first aircraft.

Dep 4/4A

5/10 MIN

Following aircraft climbing to the same level.

1. Both aircraft report reaching the cruising level;

2. If the second reaches that level first, another form of separation must be applied; and

3. CLIAS and cruising IAS of the second aircraft is at least 10 KT slower, and not more than 90% of the CLIAS and cruising IAS or Mach No. of the first aircraft.

Dep 5/5A

5/10 MIN

Following aircraft climbing to a higher level.

1. CLIAS of the second aircraft is less than or equal to the CLIAS of the first aircraft; and

2. If the turn in track is between 31 and 40 degrees, the turning point must be defined as a radio navigation aid, or radar must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track.

Dep 6/6A

5/10 MIN

Following aircraft climbing to a lower level.

1. Both aircraft report reaching the lower cruising level;

2. If the second aircraft reaches cruising level first, another form of separation must be applied immediately;

3. CLIAS of the second aircraft is less than or equal to the CLIAS of the first aircraft; and

4. If the turn in track is between 31 and 40 degrees, the turning point must be defined as a radio navigation aid, or radar must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track.

Dep 7/7A

10/15 MIN

Following aircraft climbing to the same level.

1. Both aircraft report reaching the cruising level;

2. If the second reaches that level first, another form of separation must be applied; and

3. CLIAS of the second aircraft is less than or equal to the CLIAS of the first aircraft.

Dep 8

Distance Determined by Speed

Faster following aircraft climbing to higher level.

1. Only useable when the first aircraft has reached 5,000 FT or above;

2. The vertical difference between the aircraft must be used to determine the appropriate distance required between the aircraft. This distance must be subtracted from the DME distance of the leading aircraft (see table);

3. The following aircraft must be instructed to reach 1,000 FT above the leading aircraft’s cruising or maintain level, by the DME distance determined at 2;

4. Where both aircraft are airborne, the DME distance and levels of both aircraft must be required. Otherwise, only that of the leading aircraft is required; and

5. When the procedure is applied to a following aircraft that has not departed, the requirement must be updated once that aircraft has departed.

Vertical Distance Between Aircraft

5,000–7,000 FT

7,001–10,000 FT

10,001–20,000 FT

More than 20,000 FT

Miles to be Subtracted

15

10

 

5

 

0

 

 

Note: Separation of not less than 15 NM is provided when the following aircraft reaches 1,000 FT above the level the leading aircraft has maintained.

 

Dep 8

Distance Determined by Speed (cont)

 

Examples

1. An F50 climbing to FL160 reports 50DME; an A320 ready for departure is required to reach FL 170 by 45 DME. After departing, the A320 reports 7,000 FT at 9 DME and the F50 65 DME, cruising FL160; the A320 may be given an updated requirement to reach FL170 by 55 DME.

2. A DHC8 reports cruising 9,000 FT at 30 DME. A B737 just departed is required to reach 10,000 FT on climb to FL250 by 20 DME.

3. An F50 climbing to FL180 reports 45 DME and is maintained at FL130. A B737 after departing and climbing through 4,000 FT is required to reach FL140 by 35 DME.

4. A C130 climbing to FL230 reports at 45 TACAN leaving 10,000 FT. An F18 ready for departure is instructed to reach FL240 by 35 TACAN.

 

Note: The requirement for DCPC is met by the use of Controller Pilot Datalink Communications (CPDLC).

 

 

 

 

 

 

 

Minima

Application

Conditions

Diagram

D1

20 NM

Climbing (for aircraft on climb to cruise)

1. Separation must be checked at sufficient intervals to ensure minimum separation is maintained.

2. Where B is climbing to a lower cruising level or both aircraft are climbing to levels which are not vertically separated, both A and B must report reaching their cruising levels.

3. If aircraft B reports at cruising level first, immediate action must be taken to apply an alternative standard.

4. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

D2

20 NM

Cruising (at levels not vertically separated)

1. Separation must be checked at sufficient intervals to ensure that minimum separation is maintained.

2. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

D3

20 NM

Arriving aircraft

1. Separation must be checked at sufficient intervals to ensure minimum separation is maintained.

2. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

D4A

15 NM

Change of level

1. One aircraft must maintain level flight while vertical separation does not exist.

2. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

3. When using DME-derived information for level changes above FL 290, both aircraft must be on the same side of the DME beacon.

D4b

15 NM

Change of level

(1 aircraft equipped with DME and non-DME aircraft climbing/ descending)

Also applicable if B is on the safe side of the aid at the commencement of level change

1. Non-DME B1 or B2 descending/climbing while A or C maintain level.

2. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

D4c

15 NM

Change of level

(non-DME aircraft maintains level while DME equipped aircraft climbing/ descending)

Also applicable if B is on the safe side of the aid at the commence-ment of level change

1. A1, A2 or C1, C2 climbing or descending while non-DME B maintains level.

2. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

Note 1   In 4a, 4b and 4c, if the distance obtained is close to the minimum, then consideration must be given to a descending aircraft being faster than the cruising aircraft, or a climbing aircraft being slower than the cruising aircraft. ATC may impose speed restrictions or requirements to ensure the required separation is maintained.

Note 2   In 4b and 4c, if the position of 1 aircraft is determined by radar or ADS-B, the applicable ATS surveillance system minimum must be added.

D4d

15 NM

Leading aircraft descending through level of following climbing aircraft

1. The leading aircraft A is descending through the level of C (climbing).

2. DME distances must be checked in sufficient time to ensure vertical separation is maintained if insufficient distance exists to apply this standard.

3. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

4. When using DME-derived information for level changes above FL 290, both aircraft must be on the same side of the DME beacon.

D4e

15 NM

Arriving Aircraft

Inbound aircraft to a controlled aerodrome

1. Both A and B are inbound aircraft and the leading aircraft A is within 30 NM of a controlled aerodrome with DME.

2. The aircraft are assigned levels which are vertically separated.

3. Distance information must be derived from:

(a) DME; or

(b) in CTA only:

(i) GPSRNAV; or

(ii) GPSOCEANIC.

D5

10 NM

Arriving Aircraft

Change of level

1. Both A and B are inbound aircraft and the leading aircraft A is within 20 NM of a controlled aerodrome with DME.

2. The aircraft are assigned levels which are vertically separated.

3. Both aircraft are DME equipped.

D6

5 NM

Arriving Aircraft

Change of level

1. Both A and B are inbound aircraft and the leading aircraft A is within 15 NM of a controlled aerodrome with DME.

2. The aircraft are assigned levels which are vertically separated.

3. Both aircraft are DME equipped.

4. Wake turbulence standards are applied.

D7

A DME distance proportional to the rate of closure (IAS) as deter-mined from the following DME separation tables for aircraft rate and amount of level change

Change of level

Also applicable if a non-DME equipped aircraft is on the safe side of the aid at the commencement of level change

1. One aircraft maintains level while vertical separation does not exist.

2. DME distances are checked when the aircraft are vertically separated by the minimum amount appropriate to the DME table to be used.

3. The level change is commenced within 1 min of obtaining DME distances. When the separation is on the minimum, instructions must be issued to ensure that the level change is commenced within this time.

4. Where the position of 1 aircraft is determined by an ATS surveillance system, the applicable ATS surveillance system minimum must be added.

5. When using DME-derived information for level changes above FL 290, both aircraft must be on the same side of the DME beacon.

6. When applying this separation minimum to an aircraft transiting the transition level and the Area QNH is higher than 1013 hPa, 1 000 ft must be added to the amount of level change and the applicable value in the table must then be utilised (e.g. for a 3 000 ft level change, use 4 000 ft table).

D8a

Definite Passing

10 NM

(12 NM at distances greater than
180 NM)

Reciprocal tracks and tracks differing by more than 90 degrees

Reports indicate that the aircraft have passed and DME distance is opening.

 

D8b

Definite Passing

5 NM

Reciprocal tracks

1. Reports indicate that the aircraft have passed and DME distance is opening.

2. One aircraft is within 20 NM of the DME beacon.

D8c

Definite Passing

10 NM

Reciprocal tracks

1. Reports by reference to a prominent topographical feature by 1 aircraft and a DME beacon by the other aircraft indicate that the aircraft have passed by at least 10 NM.

2. The non-DME equipped aircraft passes over and within 10 000 ft of the topographical feature.

3. The topographical feature together with its distance from the DME beacon is specified in local Instructions.

 

Minima

Application

Conditions

Diagram

R1

20 RNAV

Departing aircraft on climb to vertically separated cruising levels

1.  Where B is climbing to the lower level, both A and B must report reaching their cruising levels.

2. If B reports at the cruising level first, immediate action must be taken to apply an alternative standard.

3. May only be used in CTA.

4. Aircraft must be approved:

(a) AUSEP; or

(b) GPSRNAV; or

(c) GPSOCEANIC; or

(d) RNP10; or

(e) RNP4.

R2

20 RNAV

Definite Passing

1. Using the same waypoint, reports indicate that the aircraft have passed and the distance between them must be opening.

2. Whenever a DME derived distance is 30 NM or less, a correction for DME Slant Range Error must be applied.

3. May only be used in CTA.

4. Aircraft must be approved:

(a) AUSEP; or

(b) GPSRNAV; or

(c) GPSOCEANIC; or

(d) RNP10; or

(e) RNP4.

R3

30 RNAV

Climbing, cruising or descending

1. When both aircraft are climbing to non-vertically separated levels:

(a) both A and B must report reaching their cruising levels; and

(b) if B reports at the cruising level first, immediate action must be taken to ensure separation is maintained.

2. May only be used in CTA.

3. Aircraft must be approved:

(a) AUSEP; or

(b) GPSRNAV; or

(c) GPSOCEANIC; or

(d) RNP10; or

(e) RNP4.

4. When using DME-derived information for level changes above FL 290, both aircraft must be on the same side of the DME beacon.

R4

50 RNAV

Aircraft cruising, climbing or descending on same track

1. Separation must be established by reference to the same ‘on-track’ waypoint, whenever possible ahead of both aircraft or by use of ADS-C.

2. Distance reports obtained by CPDLC must be sent by both aircraft at the same time or from the leading aircraft first.

3. When aircraft are at, or expected to reduce to, the minimum, speed control techniques, including assigning Mach number, must be applied to ensure that the minimum distance exists throughout the period of application of the standard.

4. If an aircraft fails to report its position within 3 min, immediate action must be taken to establish communication. If communication is not established within 8 min from the time the report should have been received, an alternative form of separation must be applied.

5. Both aircraft must be approved either RNP10 or RNP4.

6. Subject to subsection 10.6.7.11, distance reports must be obtained at least every 24 min.

R5

50 RNAV

Definite Passing

1. Reports (including ADS-C reports) must indicate that the aircraft have passed and the distance between them is opening.

2. Both aircraft must be approved either RNP10 or RNP4.

R6

80 RNAV

Mach No. Technique

Aircraft cruising, arriving and changing levels when not vertically separated

1. No closing Mach number may exist.

2. The Mach Number Technique (MNT) must be applied during the application of the standard.

3. Aircraft must be approved:

(a) AUSEP; or

(b) GPSOCEANIC; or

(c) MNPS.

Note: The requirement for ‘no closing’ may not be waived.

R7

80 RNAV

Definite Passing

 

1. Using the same waypoint, reports must indicate that the aircraft have passed and the distance between them is opening.

2. Aircraft must be approved:

(a) AUSEP; or

(b) GPSOCEANIC; or

(c) MNPS.

 

Minima

Application

Conditions

Diagram

A1

50 RNAV using ADS-C

Aircraft cruising, climbing or descending on same track

1. Separation must be established in accordance with subsection 10.6.10.

2. When aircraft are at, or expected to reduce to, the minimum, speed control techniques, including assigning Mach number, must be applied to ensure that the minimum distance exists throughout the period of application of the standard.

3. If an ADS-C periodic report is not received within 3 min of the time it should have been sent, action must be taken to establish communication. If communication is not established, or a periodic report is not received within 8 min from the time the periodic report should have been received, an alternative form of separation must be applied.

4. Both aircraft must be approved either RNP 10 or RNP 4.

5. Subject to subsection 10.6.7.11, distance or periodic ADS-C reports must be obtained at least every 24 min.

A2

50 RNAV using ADS-C

Definite passing

1. ADS-C reports must indicate that the aircraft have passed and the distance between them is opening.

2. Both aircraft must be approved either RNP 10 or RNP 4.

3. Before the application of this standard, a Demand Contract Request (One shot) must be transmitted to each aircraft concerned.

 

Table 10.7‑1

QNH less than

Level not available

1013 HPa

FL110

997 HPa

FL115

980 HPa

FL120

 

Minima

Application

Conditions

Diagram

V1

500 ft

1. Between IFR and VFR flights; or

2. between SVFR flights, where SVFR clearance is due to visibility

1. Both aircraft are 7 000 kg MTOW or less.

2. Both aircraft are at or below 10 000 ft.

3. Traffic information is provided to the IFR flight, unless it is impracticable.

V2

1 000 ft

All aircraft

Up to and including FL 290.

Aircraft with RVSM approval, except military formation flights operating in airspace in which a Class A service is being provided

From FL 290 to FL 410 inclusive.

V3

2 000 ft

1. Between aircraft, when at least 1 is not RVSM approved, or

2. following pilot report of an inability to comply with RVSM, or

3. military formation flights regardless of the individual RVSM approval state of each aircraft within the formation

From FL 290 to FL 410 inclusive.

All aircraft

Above FL 410.

In known standing wave conditions or severe turbulence

All levels.

V4

3 000 ft

When 1 or more aircraft is operating at supersonic speeds

All levels.

 

Table 10.8‑1

Ground Distance

Slant Range Correction (in NM)

< = FL150

< = FL290

< = FL460

< = FL600

3 NM

2

3

6

8

4–5 NM

1

3

5

7

6–7 NM

1

2

4

6

8 NM

1

2

4

5

9–10 NM

1

2

3

5

11–12 NM

1

2

3

4

13–14 NM

1

1

3

4

15 NM

1

1

2

4

16–24 NM

1

1

2

3

25–30 NM

1

1

2

2

31–50 NM

1

1

1

2

>50 NM

1

1

1

1

Note: Where required for a particular lateral separation problem, Local Instructions may specify a lateral separation point based on a precise slant range correction for the levels concerned.

Table 10.8‑2

DME Equipment Error

Tolerance

Conditions

± 0.25 NM plus 1.25% of the slant range.

Controllers may use figures from the table below.

DME Equipment Error Correction

Slant Range

300 NM or less

220 NM or less

140 NM or less

60 NM or less

Correction

4 NM

3 NM

2 NM

1 NM

Table 10.8‑3

Navigation Aid

Tolerance for Precise Plotting

Tolerance for Manual Plotting

Conditions

ILS Localiser Front Beam

± 2.4 °

± 2.5°

Within 25 NM except:

1. Above 2,000 FT AGL, within ±5° of course line 25 NM;

2. Below A050 30 NM;

3. A050 and above 50 NM.

VOR radials (or TACAN)

± 5.2°

± 5.5°

Range (based on height above the navaid):

Below 5,000 FT 60 NM

5,000 to 9,999 FT 90 NM

10,000 to 14,999 FT 120 NM

15,000 to 19,999 FT 150 NM

At or above 20,000 FT 180 NM*

Note: For published lateral separation diagrams that are displayed for controller reference, a maximum range of 150 NM must be used.

The tolerance can be applied outside the listed range when an inbound aircraft has reported established on the VOR/TACAN.

NDB/Locator

± 6.9°

± 7°

Range as per ERSA.

DME arc

± 2.5 NM

± 2.5 NM

Includes DME equipment error.

 

Table 10.8-4

Tolerance

Conditions

25 NM CEP

1 Aircraft flight notification must indicate RNP10 or RNP4.

2 Only useable for separation with the 25 NM CEP tolerance of another RNP10 or RNP4 aircraft.

3 1 NM buffer between tolerances is not required.

14 NM CEP

1 Not useable in airspace designated OCA.

2 Aircraft flight notification must indicate AUSEP, RNP10 or RNP4.

7 NM CEP

1 Not useable in airspace designated OCA.

2 Aircraft flight notification must indicate GPSRNAV or GPSOCEANIC.

Expanding formula

1 Not useable in airspace designated OCA.

2 Aircraft flight notification must indicate:

(a) INS/IRS; and

(b) AUSEP, RNP10 or RNP4.

3 CEP tolerance is a circle of radius:

(a) 3 NM on departure, or 4 NM at each update; and

(b) expanding at a rate of 3 NM per hour since departure or update, to a maximum of 14 NM radius.

4 Any lateral separation diagram so produced must be approved by the ATS provider.

5 Unless informed otherwise, ATC may assume update when 1 of the following occurs:

(a) aircraft passage within 180 NM of 2 DME stations for a DME/DME fix where the position lines cross at an angle between 30° and 150°;

(b) aircraft passage within 25 NM of a collocated VOR/DME beacon;

(c) aircraft passage over a VOR beacon at or below FL200.

± 30 NM Cross track

Aircraft flight notification must indicate:

(a) INS/IRS; and

(b) AUSEP, RNP10 or RNP4.

±15 NM Cross track

1 Aircraft flight notification must indicate:

(a) INS/IRS; and

(b) AUSEP, RNP10 or RNP4.

2 The update interval (that is, the flight time since departure or a waypoint suitable for updating present position) does not exceed:

(a) for aircraft equipped with single INS/IRS — 3 hours; or

(b) for aircraft with 2 or more INS/IRS — 5 hours.

 

Table 10.8‑4

Conditions

Tolerance

By day—powered aircraft

0 to 2,000 FT AGL

2,001 to 5,000 FT AGL

5,001 to 10,000 FT AGL

±1 NM

±2 NM

±4 NM

By day—non-powered glider aircraft

0 to 10,000 FT AGL

±5 NM

By night

0 to 2,000 FT AGL

2,001 to 5,000 FT AGL

5,001 to 10,000 FT AGL

±2 NM

±3 NM

±5 NM

By day and night

10,001 FT AGL to  FL200

FL201 to FL300

FL301 to FL400

±8 NM

±12 NM

±16 NM

Table 10.8‑5

Means of Position Fixing

Tolerance

Conditions

Navigation Training

20 NM CEP

Flight Notification specifies SAN/NAVEX or FTS/NAVEX.

Allows for along track and cross-track errors.

Dead reckoning

± 12°

 

 

± 9°

Initial track guidance has been provided by NDB, VOR, or TACAN and there is no subsequent change in track.

Flight path monitoring

± 9°

1. Aircraft is observed on the ATS surveillance system to maintain track.

2. Tolerance applied from the edge of a circle of 5 NM centred on the last observed position.

3. When using radar, the distance from the radar site is less than 200 NM.

 

10.9.2.2 For lateral separation the across-track tolerance to be applied is to equal the CEP of the INS/IRS-derived position plus the FTE.

10.9.2.3 The CEP is determined from the following:

(a) at departure point the INS/IRS position can be assumed to be within a circle of radius 3 NM;

(b) the INS/IRS position can be assumed to be within a circle of radius 4 NM at a designated waypoint suitable for updating inertial present position;

(c) the CEP of the INS/IRS position expands at a rate corresponding to an increase in radius of 3 NM per hour (e.g. for a groundspeed of 300KT, divergence is 1 NM per 100 NM track flown).

10.9.2.4 The FTE when the autopilot is not coupled to the INS/IRS for steering guidance is ±2 NM across track.

10.9.2.5 Within the coverage of a short-range radio navigation aid (e.g. VOR, NDB, DME) defining the route, the tolerance applicable to that aid is to be used if it is less than that of the RNAV system.

 

 

 

Full Length operations

Aircraft Categories

Separation Minima

Leading aircraft

Following
aircraft

Departure (Minutes)

Arrival (Minutes)

SUPER

HEAVY

2

3

MEDIUM

3

3

LIGHT

3

4

HEAVY

MEDIUM

2

2

LIGHT

2

3

MEDIUM fixed-wing aircraft with MTOW of 25 000 kg or more, and all MEDIUM helicopters

LIGHT

2

3

 

Intermediate Departures

Aircraft Categories

Separation Minima

Leading aircraft

Following aircraft

(Minutes)

Application

SUPER

HEAVY

4

Intermediate Departures minima must be applied when a following aircraft will commence take-off from an intermediate part more than 150 m after the take-off commencement point of the preceding aircraft, using the same runway or a parallel runway separated by less than 760 m.

MEDIUM

4

LIGHT

4

HEAVY

MEDIUM

3

LIGHT

3

MEDIUM fixed-wing aircraft with MTOW of 25 000 kg or more, and all MEDIUM helicopters

LIGHT

3

 

Displaced Landing Threshold

Aircraft Categories

Separation Minima

Arriving aircraft

Departing aircraft

(Minutes)

SUPER

HEAVY

3

MEDIUM

3

LIGHT

3

HEAVY

MEDIUM

2

LIGHT

2

MEDIUM fixed-wing aircraft with MTOW of 25 000 kg or more, and all MEDIUM helicopters

LIGHT

2

 

Opposite Direction

Aircraft Categories

Separation Minima
(Minutes)

SUPER

HEAVY

3

MEDIUM

3

LIGHT

3

HEAVY

MEDIUM

2

LIGHT

2

MEDIUM fixed-wing aircraft with MTOW of 25 000 kg or more, and all MEDIUM helicopters

LIGHT

2

 

 

Distance-based wake turbulence separation

Aircraft Categories

Separation Minima

Leading aircraft

Following aircraft

(NM)

SUPER

HEAVY

6

MEDIUM

7

LIGHT

8

HEAVY

HEAVY

4

MEDIUM

5

LIGHT

6

MEDIUM fixed-wing aircraft with MTOW of 25 000 kg or more, and all MEDIUM helicopters

LIGHT

5

 

Note: For paragraphs (d) and (e), the pilot in command of the aircraft is responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that additional spacing is required, the flight crew may inform ATC accordingly, stating their requirements.

Note Intermediate point is explained in subsection 10.12.1.

Table 10.13‑1: Landing Distance Required

 

Temperature

30° and Below

Above 30°

 

RWY Status

Dry

Damp/Wet

Dry

Damp/Wet

PC

Headwind (KT)

LDR in Metres

A

30

780

900

810

930

 

20

820

940

840

970

 

10

860

990

890

1020

 

0

900

1040

930

1070

 

–5

990

–

1020

–

B

30

1220

1400

1250

1440

 

20

1270

1460

1610

1510

 

10

1330

1530

1370

1580

 

0

1400

1610

1440

1660

 

–5

1540

–

1590

–

C

30

1570

1800

1610

1850

 

20

1640

1880

1690

1940

 

10

1710

1970

1760

2030

 

0

1800

2070

1850

2130

 

–5

1980

–

2040

–

1. These figures apply only to aerodromes 0 to 500 FT.

2. For operations at aerodromes between 500 and 2,500 FT the LDR is calculated by multiplying the figure obtained from the table by a factor of 1.2.

3. For QNH below 997 HPa, multiply the LDR by a factor of 1.1.

4. Interpolation is permitted between rows and columns (for similar conditions of temperature and runway status) for each aircraft PC.

5. The table must not be used when the runway slope exceeds one percent down.

 

Minimum

Application

Conditions

Diagram

Take-off behind a preceding departing aircraft

Fixed Wing Aircraft

A departing aircraft must not be permitted to commence take-off until the preceding departing aircraft:

1. has crossed the up-wind end of the runway-in-use; or

2. has commenced a turn; or

3. is airborne and has reached a point at least 1 800 m (6 000 ft) ahead of the following aircraft, the runway is longer than 1 ,800 m (6 000 ft) and the distance can be readily determined; or

4. is airborne and has reached a point at least 600 m (2 000 ft) ahead of the following aircraft, and:

(a) the preceding aircraft has a MTOW of 7 000 kg or less; and

(b) the following aircraft has an MTOW of less than 2 000 kg; and

(c) the following aircraft is slower than the preceding aircraft; or

5. is airborne and has reached a point at least 600 m (2 000 ft) ahead of the following aircraft, and both aircraft have an MTOW of less than 2 000 kg.

Take-off behind preceding landing aircraft

Fixed Wing Aircraft

The departing aircraft must not be permitted to commence take-off until the preceding aircraft has vacated and is taxiing away from the runway; and, if applicable, the appropriate wake turbulence separation has been achieved.

Take-off behind landing or departing aircraft on intersecting runways

Fixed Wing Aircraft

A departing aircraft must not be permitted to commence take-off until:

1. a preceding departing aircraft on an intersecting runway has crossed the intersection; or

2. an aircraft landing on the crossing runway has either crossed the intersection or stopped short.

Take-off after an aircraft has departed in the opposite direction

Fixed Wing Aircraft

A departing aircraft must not be permitted to commence take-off until:

1. the preceding aircraft has crossed the point at which the following aircraft will commence take-off; and

2. if applicable, the appropriate wake turbulence separation standard has been achieved.

Take-off

Helicopter

Departing Helicopter

Helicopter (1) may be cleared for take-off when a preceding departing helicopter (2) has departed the HLS, or a preceding arriving helicopter (3) has moved clear of the HLS.

Landing behind a preceding landing aircraft

Fixed Wing Aircraft

A landing aircraft must not be permitted to cross the runway threshold until the preceding aircraft has vacated and is taxiing away from the runway.

Landing behind preceding departing or landing aircraft

Fixed Wing Aircraft

A landing aircraft must not be permitted to cross the runway threshold unless, in the opinion of the tower controller, no collision risk exists, and:

1. the landing aircraft has an MTOW below 3 000 kg and is a Performance Category A aircraft; and

2. the preceding aircraft has an MTOW of 7 000 kg or less, and:

(a) if landing, will vacate the runway without backtracking; or

(b) if departing, is at least 1 000 m from the runway threshold, and has commenced its take-off run.

Landing behind a preceding departing aircraft

Fixed Wing Aircraft

The landing aircraft must not be permitted to cross the runway threshold until the preceding aircraft is airborne and:

1. has commenced a turn; or

2. is beyond the point on the runway at which the landing aircraft could be expected to complete its landing roll and there is sufficient distance to enable the landing aircraft to manoeuvre safely in the event of a missed approach.

Landing after intersecting runway traffic

Fixed Wing Aircraft

The landing aircraft must not be permitted to cross the runway threshold until a preceding departing or landing aircraft on an intersecting runway has either crossed the intersection or stopped short.

Landing Helicopter Landing – HLS

Helicopter

A helicopter (1) may be cleared to land when a departing helicopter (2) has left the HLS, or a preceding arriving helicopter (3) has moved clear of the HLS.

Landing

Helicopter Landing – Runway

Helicopter

A landing helicopter may be permitted to land when:

1. the preceding landing or departing aircraft is at least 300 m down the runway from the landing threshold; and

2. in the opinion of tower controller, no collision risk exists.

Landing behind a preceding landing aircraft

Applies only where:

(a) the following landing aircraft has an MTOW of 2 000 kg or less; and

(b) the preceding aircraft has an MTOW of less than 7 000 kg.

The landing aircraft must not be permitted to cross the runway threshold until the preceding aircraft:

(a) has landed; and

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

(c) is still in motion; and

(d) will vacate the runway without backtracking.

 

Chapter 11: Information Provided To Pilots

Note Provision of traffic information is based on flight category, and not on the chosen procedure at the time of the request.

Chapter 12: Information Transfer

Note: Attention must be given to any errors which might occur due to parallax effects.

Note: Caution must be exercised before transferring identification using this method, particularly if other position indications are observed on similar headings and in close proximity to the aircraft under control. Inherent radar deficiencies, such as inaccuracies in bearing and distance of the radar position indications displayed on individual situation displays and parallax errors, may cause the indicated position of an aircraft in relation to the known point to differ between the 2 situation displays.

Note: Use of procedures (g) and (h) requires prior coordination between the controllers, since the indications to be observed by the accepting controller are of short duration.

 

Notes:

1 If ATC responds to a radio call with the aircraft identification (generally including an instruction or report requirement), 2-way radio communications have been established and the pilot can enter the Class D airspace.

2 If ATC responds to the initial radio call without using the aircraft identification, 2-way radio communication has not been established and the pilot may not enter the Class D airspace.

3 If workload or traffic conditions prevent immediate entry into the Class D airspace, ATC should expressly instruct the pilot to remain outside the Class D airspace.

4 The pilot of an aircraft is required to comply with any instruction that ATC includes with the establishment of 2-way communication, including an instruction to remain outside the Class D airspace.

 

Chapter 13: Abnormal Operations

Note Position may be expressed as direction and distance, or actual or estimated location or ATS route/ track code.

Note: RVSM separation may still be applied in this instance.

Chapter 14: Aeronautical Communications

 

Note 1

The Manual of Standards Part 172 (in force under the Civil Aviation Safety Regulations 1998) as shown in this compilation comprises Manual of Standards Part 172 amended as indicated in the Tables below.

Table of Manual of Standards and Amendments

Year and
number

Date of notification
in Gazette/
registration on FRLI

Date of
commencement

Application, saving or
transitional provisions

MOS 172

1 May 2003

1 May 2003

—

MOS 172 2005 Amendment No. 1

FRLI 15 September 2005
(see F2005L02651)

16 September 2005 (see s. 2)

—

MOS 172 2006 Amendment No. 1

FRLI 28 March 2006
(see F2006L00929)

29 March 2006
(see s. 2)

—

MOS 172 2008 Amendment No. 1

FRLI 19 November 2008
(see F2008L04329)

20 November 2008 (see s. 2)

—

Manual of Standards Part 172 Amendment (No. 1) 2010

FRLI 31 May 2010
(see F2010L01259)

03 June 2010
(see s. 2)

—

Manual of Standards Part 172 Amendment (No. 1) 2011

FRLI 29 April 2011
(see F2011L00659)

s. 1, 2, 3 and 4, Schedule 1 (items 1-6, 8, 9) and Schedule 2: 30 April 2011

Schedule 1 (item 7): 02 June 2011

—

Revision History

Note:  The Revision History shows the most recent amendment first.  Scroll down the table to view details of previous amendment information.

Version

Date

Chapter
Section
Paragraph

Details

1.6

June 2011

Refer Amendment (No. 1) 2011

 

Schedule 1 and Schedule 2

Chapter 1

After subsection 1.1.6. insert heading “Section 1.2: Abbreviations and Definitions”

 

1.1.1.7 (table)

Inserted abbreviation for “positive radio fix”

 

1.1

Renumbered 1.1.7 as 1.2.1, and 1.1.7.1 as 1.2.1.1

 

Chapter 1

Substituted heading “1.2.1: Introduction” with “1.2.2: Definitions”

 

1.2.2

Renumbered 1.2.1.1 as 1.2.2.1

1.6 contd

10.3

After subsection 10.3.2, inserted new subsections 10.3.3 (Implementation of low visibility operations; 10.3.4 (Protecting ILS critical and sensitive areas); and 10.3.5 (Informing pilots when critical and sensitive areas are not protected)

 

10.8.2.2 (e) (i)

Omitted “PRF” and inserted “positive radio fix”

 

10.3.2

Confirmed the following provision numbers: 10.3.2.1, 10.3.2.2, 10.3.2.3, 10.3.2.4, and 10.3.2.5

 

10.6.9

Confirmed provision number 10.6.9.4

 

10.13

Confirmed provision number 10.13.8

 

11.1

Confirmed the following provision numbers: 11.1.1, 11.1.1.1, 11.1.1.2, 11.1.1.3, 11.1.4.3, 11.1.4.4, 11.1.4.5, 11.1.4.6, 11.1.2, 11.1.2.1, 11.1.2.2, 11.1.3, 11.1.3.1, 11.1.3.2, 11.1.4, 11.1.4.1, and 11.1.4.2

1.5

May 2010

 

Refer Amend-ment (No. 1) 2010

1.1.7

New abbreviations added

 

1.2.1.1

New definition added

 

10.1

New subsections 10.1.4 and 10.1.5 added

 

10.3.2.1

Omitted

 

10.3.2.2

Substituted

 

10.3

New paragraphs 10.3.2.5 and 10.3.2.6 added

 

10.4

New paragraph 10.5.4.7 added

 

10.4.6

The table, Minima for T7c, Second condition: text substituted

 

 

10.6.10.2

Substituted

 

 

10.10.1.3

Substituted

 

 

10.12.1

Substituted

 

 

10.12.2

Substituted

 

 

10.12.3.1

Substituted

 

 

10.12.3.2

All words before paragraph (a) substituted

 

 

10.12.3.3

Substituted

 

 

10.12.3.4

Substituted

 

 

10.12.3.5

Substituted

 

 

10.12.3.7

Substituted

 

 

10.13.8

Omitted

 

 

10.13.9

Last table row substituted

 

 

11.1.1

Omitted

 

 

11.1.2.3

Substituted

1.5 contd

 

11.1.5.5

Substituted

 

 

11.1.5.6

Substituted

 

 

12.1.2

New paragraph 12.1.2.3 added

 

 

12.1

New subsection 12.1.8 added

 

 

12.3.3

New paragraph 12.3.3.9 added

 

 

12.4

Omitted

 

 

12.5

Omitted

 

 

12.6

Omitted

1.4

November 2008

10.6.9.2 (c)

Paragraph (c) substituted and paragraphs (d) and (e) added

 

 

10.6.9.4

Omitted

 

 

10.6.9.6

Omitted

 

 

10.8.3.9

Substituted

 

 

10.9.2.1

Omitted

1.3

April 2006

1.1.7.1

New abbreviations added

 

 

 

 

Refer Amendment No. 1 – 2006, 21 Mar 2006

 

Schedule 1 and Schedule 2

1.2.1.1

New definitions added

 

 

10.2

Heading changed

 

 

10.2.1 and 10.2.1.1

New section substituted

 

 

10.2.2 and subsection

Moved to 10.2.7 and new Section 10.2.2 inserted

 

 

10.2.3 and subsection

Heading changed and moved to 10.2.8 and new Section 10.2.3 inserted

 

 

10.2.4 and subsections

New text substituted, moved to 10.2.9 and new Section 10.2.4 inserted

 

 

10.2.5 and subsection

New text substituted, moved to 10.2.10 and new Section 10.2.5 inserted

 

 

10.2.6 and subsections

New text substituted, moved to 10.2.11 and new Section 10.2.6 inserted

 

 

10.2.7 and subsection

Moved to 10.2.12 and new Section 10.2.7 inserted

 

 

10.2.8 and subsections

Moved to 10.2.13 and new Section 10.2.8 inserted

 

 

10.4.1.2

New text substituted

1.3 contd

 

10.5.4.3

“radar” omitted

 

 

10.5.4.4

New text substituted

 

 

10.5.4.5

New text substituted

 

 

10.5.4.6

“radar standard” substituted with “ATS surveillance system separation minimum”

 

 

10.5.5

Heading changed

 

 

10.5.5.1(b)(ii)

“displays” replaced with “displays, and”

 

 

10.5.5.1(b)

New paragraph inserted and rest renumbered

 

 

10.5.5.4

New text substituted

 

 

10.5.5.5

New text substituted

 

 

10.5.5.6

New text substituted

 

 

In table 10.6.4 text

Following replaced as shown:
“radar” “ATS surveillance system”
“Radar observation: replaced with “ATS surveillance system observation”
”5-minute” replaced with “5 min”
”One aircraft” replaced with “1 aircraft”

 

April 2006

In table 10.6.4 diagrams

“PRF/ATC Radar Posn” replaced with
”PRF/Posn (see text)”

 

 

10.6.7.9

New text substituted

 

 

10.6.7.10

New text substituted

 

 

10.6.10.2

New text substituted

 

 

10.6.10.4

New text substituted

 

 

Table 10.6.11

New sections substituted

 

 

10.8.2.1

New text substituted

 

 

10.8.2.2

New text substituted

 

 

10.8.3.11

New text substituted

 

 

Table 10.8.6

New table substituted

 

 

10.12.3.6(c)

New text substituted

 

 

10.12.3.7

“radar” replaced with “ATS surveillance system”

 

 

10.13.2.4

“radar” replaced with “ATS surveillance system”

 

 

10.13.2.5

“radar” replaced with “ATS surveillance system”

 

 

11.1.5.1

“radar” replaced with “ATS surveillance”

 

 

11.1.5.2

“Mode C” replaced with “pressure altitude derived”

 

 

12.1.7

New section inserted

 

 

12.2.2.2(c)(i)

“radar” deleted

 

 

12.2.2.3

“radar” replaced with “ATS surveillance system”

 

 

12.2.3.3

“radar” deleted

 

 

12.2.4.1(d)

“radar” replaced with “ATS surveillance system”

 

 

12.2.4.4

“radar” deleted

 

 

12.2.4.5

New text substituted

 

 

14.1.1.1(d)

“or SID radar” deleted

1.2

September 2005

 

 

 

Refer Amendment No. 1 – 2005, 12 Sept 2005

 

Schedule 1 and

Schedule 2

1.1.1.1

New text substituted

 

1.1.2.1 and 1.1.2.2

New text substituted

 

1.1.2.4

Second para changed

 

1.1.5

Entire section replaced

 

1.2.1

New section added

 

6.1.1 and 6.1.2

New text substituted

 

10.5

Title changed

 

10.5.5.1 to 10.5.5.2

New text substituted

 

10.5.6

New section added

 

10.6.4

Table replaced

 

10.6.7.4

New text substituted

 

10.6.7.6

New section inserted and subsequent sections renumbered

 

10.6.9.2 and 10.6.9.3

New text substituted

 

10.6.10

New text substituted

 

10.6.11, 10.6.12

Tables replaced

 

10.6.13

Table replaced

 

10.7.1.2

New text substituted

 

10.7.7

New section inserted and subsequent sections renumbered

 

10.7.11

Table replaced

 

10.8.2.3

New text substituted

 

10.9.4.2

References 10.6.11 and 10.6.13 removed

 

10.10.2.3

New text substituted

 

10.12.2

New text and tables substituted

 

10.12.3.1 to 10.12.3.3

New text substituted

 

10.13.4.1

New text substituted

 

10.13.5.3 and 10.13.5.4

New text substituted

 

10.13.8.3

New text substituted

 

10.13.9

Table replaced

 

11.1.5.3 to 11.1.5.6

New text added

 

12.2.4.5

New text substituted

 

12.6.1.1

New text substituted

 

12.6.1.6

Removed

 

13.1 and 13.1.1

Titles changed

 

13.1.1.3

Para 13.1.1.3 replaced by Note

1.1

March 2003

1.1.1.1
1.1.2.4 and
1.1.6.1
1.1.4.1
1.1.5.4
1.1.5.5

‘CASR’ inserted
Major changes to Paragraphs

‘Gen 1.7’ replaced by ‘Supplement’
Minor text changes.
New paragraph added.

 

 

2.1.2.1 (I) (iii)
2.1.2.1 (j)

Minor text change
‘and hours of operation’ deleted

1.1 contd

 

3.1.2.1 (a)
3.1.2.1 (d) (iii)

Minor text changes.

 

 

5.1.2.1

Minor change

 

 

9.1.3.1 (a), (b), (c)
9.1.3.3
9.1.4.5

Reference to ICAO deleted.

90 days changed to 30 days
Major change

 

 

10.1.1.1
10.1.4
10.2.4.1
10.3.2

10.4.8.1 (b)
10.6.5.3
10.6.11, Row R3, subpara 3
10.8.4
10.11.1.2
10.11.6

Changes to text
Deleted
Changes to text
Of version 1.0 deleted (subsequent paragraphs renumbered)
New text added
Text inserted
Text added to ‘Condition’ column in table
Entire paragraph deleted
Text added
New paragraph inserted (subsequent paragraphs renumbered)

 

 

11.1.2.1

Changed.

 

 

12.2.3.4
12.2.4.2

Section 12.4 and Section 12.5

Paragraphs deleted (subsequent paragraphs renumbered)

Two new sections added:
Previous Section 12.4 renumbered as Section 12.6.

 

 

14.1.1.1

Changed

1.0

June 2002

All

First issue of MOS Part 172