I, JOHN FRANCIS McCORMICK, Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 172.022 of the Civil Aviation Safety Regulations 1998.
[Signed John F. McCormick]
John F. McCormick
Director of Aviation Safety
25 May 2010
Manual of Standards Part 172 Amendment (No. 1) 2010
1 Name of instrument
This instrument is the Manual of Standards Part 172 Amendment (No. 1) 2010.
2 Commencement
This instrument commences on 3 June 2010.
3 Amendment of the Manual of Standards Part 172
Schedule 1 amends Manual of Standards Part 172.
Schedule 1 Amendments
[1] Subsection 1.1.7.1, the table of Abbreviation and Meaning
after
ADS-C | Automatic dependent surveillance — contract |
insert
ATC | Air traffic control |
ATS | Air traffic service |
[2] Subsection 1.1.7.1, the table of Abbreviation and Meaning
after
HPL | Horizontal protection limit |
insert
MLJ | Military low jet |
[3] Subsection 1.2.1.1, the table of Definition and Meaning
after
Vectoring | Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system. |
insert
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. |
[4] After subsection 10.1.3
insert
10.1.4 Relaxation of Speed Restrictions
10.1.4.1Subject to subsection 10.1.4.2, in providing an air traffic service in Class D airspace, including a Class D CTR, ATC may permit an aircraft to exceed the 200 KT Class D airspace speed limit.
Note The 200 KT speed limit for Class D airspace is a CASA direction to pilots under subregulation 99AA (5) of the Civil Aviation Regulations 1988.
10.1.4.2After taking account of air traffic conditions, ATC may permit:
(a) a maximum speed limit of 250 KT; or
(b) if the pilot in command of an aircraft informs ATC that a speed greater than 250 KT is an operational requirement — a maximum speed limit of greater than 250 KT.
10.1.5 SARWATCH for IFR Aircraft conducting VFR Operations
10.1.5.1The unit providing an ATS to an IFR aircraft must provide a SARWATCH service for the aircraft if it is conducting any of the following:
(a) a departure, climb or descent under the VFR;
(b) a VFR-on-top procedure.
10.1.5.2 Subsection 10.1.5.1 does not apply if the pilot in command has expressly cancelled the IFR flight plan.
Note SARWATCH service is a function of the flight plan, not of the particular procedure being flown at the relevant time.
[5] Subsection 10.3.2.1
omit
[6] Subsection 10.3.2.2
substitute
10.3.2.2In addition to ICAO PANS-ATM applications, ATC may use parallel runways for Simultaneous Opposite Direction Operations (SODPROPS) (see subsection 10.4.8).
[7] After subsection 10.3.2.4
insert
10.3.2.5At Class D aerodromes, ATC may authorise simultaneous, same direction operations on:
(a) parallel runways; or
(b) parallel landing areas; or
(c) a runway and a parallel landing area;
only if:
(d) Class D visual meteorological conditions exist, or visual separation between the relevant aircraft is applied; and
(e) 2-way radio communication is maintained with the aircraft involved; and
(f) pertinent traffic information is issued; and
(g) the minimum distance between the runways or landing areas is in accordance with the spacing specified for the categories of aircraft in the following table:
Aircraft | Distance between runway centrelines | Distance between edges of adjacent landing areas or runway and landing area |
Single engine, propeller driven | 90 m | 60 m |
Twin engine, propeller driven | 150 m | 120 m |
All others | 210 m | 180 m |
(h) for the table in paragraph (g):
(i) where aircraft of more than 1 category are operating at the same time, the greater or greatest of the minimum distances applies; and
(ii) a landing area includes a glider runway strip.
10.3.2.6If the parallel runways at a Class D aerodrome do not meet the minimum spacing requirements under paragraph 10.3.2.5 (g), CASA may, in writing, approve simultaneous, same direction operations subject to conditions, if appropriate.
[8] After subsection 10.5.4.6
insert
10.5.4.7ATC may treat IFR aircraft or aircraft operating on a special VFR clearance (relevant aircraft) operating in Class D airspace as if they are operating under the VFR when:
(a) the relevant aircraft is:
(i) operating in the aerodrome circuit; and
(ii) established on the same radio frequency as the ATC tower; and
(b) the ATC treatment is for the purpose of separating the relevant aircraft from aircraft in adjacent Class C airspace.
[9] Subsection 10.6.4, the table, Minima for T7c, Second condition
omit
FL 125
insert
10 000 ft
[10] Subsection 10.6.10.2
substitute
10.6.10.2 Longitudinal distance separation using ADS-C may be established by measuring the distance between:
(a) the displayed positions of 2 or more FANS-1/A aircraft reporting by ADS‑C; or
(b) an ADS-C report symbol of a FANS-1/A aircraft and the position of another aircraft determined by an alternative form of position fixing, such as radar, ADS-B, voice or CPDLC reports.
[11] Subsection 10.10.1.3
substitute
10.10.1.3 ATC may assign to the pilot of 1 aircraft responsibility to maintain separation with another aircraft only if:
(a) the aircraft to be separated are operating at or below 10 000 ft; and
(b) the pilot has:
(i) reported the other aircraft in sight; and
(ii) accepted responsibility to follow, or maintain his or her own separation with, that aircraft;
[12] Subsection 10.12.1
substitute
10.12.1 Interpretation
10.12.1In this section, the following applies:
(a) for lateral extent, when applying wake turbulence separation, directly behind means that an aircraft is operating within 760 m of the flight path of the aircraft in front of it.
(b) intermediate part — ICAO PANS-ATM, of a runway, including of a parallel runway separated from the runway by less than 760 m, means a point more than 150 m after the take-off commencement point of the preceding aircraft using the runway or the parallel runway.
10.12.2In addition to the categories of aircraft specified in PANS-ATM, the Airbus A380 is taken to constitute the SUPER wake turbulence category of aircraft.
[13] Subsection 10.12.2
substitute
10.12.2.1 Time-based wake turbulence separation minima.
Full Length operations | |||
Aircraft Categories | Separation Minima | ||
Leading aircraft | Following | 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 | |
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 |
| ||
10.12.2.2 Distance-based wake turbulence separation
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 |
| ||
[14] Subsection 10.12.3.1
substitute
10.12.3.1 Subject to subsection 10.12.3.3, ATC must apply an appropriate wake turbulence separation minimum in all controlled airspace when an aircraft is:
(a) operating directly behind another aircraft’s flight path; and
(b) at the same level as the other aircraft, or not more than 1 000 ft below it.
[15] Subsection 10.12.3.2
omit
all words before paragraph (a)
insert
Subject to subsection 10.12.3.3, ATC must apply appropriate wake turbulence separation minima to aerodrome traffic when:
[16] Subsection 10.12.3.3
substitute
10.12 3.3 ATC is not required to apply wake turbulence separation in the following situations:
(a) when a MEDIUM fixed-wing aircraft of less than 25 000 kg MTOW precedes a LIGHT aircraft;
(b) when an aircraft is landing behind another aircraft that is taking-off on the same runway;
(d) when a VFR aircraft is in flight and is:
(i) operating directly behind a preceding HEAVY or MEDIUM aircraft; or
(ii) landing on the same runway as a preceding HEAVY or MEDIUM aircraft; or
(iii) landing on a parallel runway separated by less than 760 m from the runway of a preceding HEAVY or MEDIUM aircraft;
(e) when an IFR aircraft is in flight and the pilot has:
(i) reported the preceding aircraft in sight; and
(ii) accepted responsibility to follow, or maintain his or her own separation with, that aircraft.
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.
[17] Subsection 10.12.3.4
substitute
10.12 3.4 For a LIGHT or MEDIUM fixed-wing aircraft, ATC may not waive the relevant wake turbulence separation minimum if:
(a) the aircraft is taking-off behind, or in a reciprocal direction to, a HEAVY or SUPER aircraft; and
(b) the HEAVY or SUPER aircraft has taken-off, or made a low or missed approach.
[18] Subsection 10.12.3.5
substitute
10.12 3.5 ATC must issue a wake turbulence caution to the pilot of an aircraft if:
(a) less than the applicable wake turbulence separation minima may exist; or
(b) the applied wake turbulence separation minima may be infringed; or
(c) the pilot has waived the relevant departure wake turbulence separation requirement; or
(d) wake turbulence separation is not provided because of paragraph 10.12.3.3 (d) or (e), and wake turbulence may have an adverse effect on the aircraft.
[19] Subsection 10.12.3.7
substitute
10.12 3.7 If the required wake turbulence separation can be determined by distance using an aircraft report or ATS surveillance system, ATC is not required to apply the relevant time minimum:
(a) between arriving aircraft; or
(b) unless the aircraft following will commence take-off from an intermediate point — between departing aircraft.
Note Intermediate point is explained in subsection 10.12.1.
[20] Subsection 10.13.8
omit
[21] Subsection 10.13.9
omit
Minimum | Application | Conditions | Diagram |
Landing behind preceding aircraft | GAAP aerodromes only | A landing aircraft may be permitted to cross the runway threshold behind a preceding aircraft, while the preceding aircraft occupies the runway, if in the opinion of tower controller no collision risk exists. |
|
insert
Minimum | Application | Conditions | Diagram |
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. |
|
[22] Subsection 11.1.1
omit
[23] Subsection 11.1.2.3
substitute
11.1.2.3 ATIS ZULU:
(a) must include the following:
(i) the expected re-opening time of the Tower;
(ii) CTAF and PAL frequency;
(iii) the preferred runway or circuit direction;
(iv) noise abatement procedures;
(v) works in progress; and
(b) may include operational information of an unchanging nature which provides immediately useful information to pilots.
[24] Subsection 11.1.5.5
substitute
11.1.5.5 If the pilot in command of an IFR or MLJ aircraft at a non-towered aerodrome reports to the unit providing an ATS for the aerodrome that his or her aircraft is taxiing at or airborne from, the aerodrome, the unit must inform the pilot of conflicting traffic which is not on the CTAF.
[25] Subsection 11.1.5.6
substitute
11.1.5.6 The unit providing an ATS for a non-towered aerodrome must inform IFR or MLJ aircraft inbound to the aerodrome of conflicting traffic regardless of where the confliction will occur. However, this obligation ceases when the pilot reports “CHANGING CTAF” or that he or she is changing to the MULTICOM frequency.
[26] After subsection 12.1.2.2
insert
12.1.2.3Unless ATC instructs otherwise, a pilot intending to land at an aerodrome within Class D airspace may descend to join the aerodrome traffic circuit after he or she has established 2-way communications with the Tower.
[27] After subsection 12.1.7
insert
12.1.8 Clearance by Establishment of 2-way Communications
12.1.8.1For this subsection, 2-way communication is established if ATC responds to a pilot’s radio call with the aircraft’s radio identification.
12.1.8.2 In addition to issuing a pilot with a specific clearance or instruction, ATC may authorise an aircraft to enter Class D airspace by establishing 2-way communication with it.
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.
[28] After subsection 12.3.3.8
insert
12.3.3.9Within a Class D CTR, a clearance to take-off is a clearance to operate within the CTR.
[29] Section 12.4
omit
[30] Section 12.5
omit
[31] Section 12.6
omit