4-1 Manual of Air Traffic Services

Ministry of Transport Department of Civil Aviation

MANUAL OF AIR TRAFFIC SERVICES

Department of Civil Aviation, Myanmar

FIRST EDITION

1st January 2009

Manual of Air Traffic Services

RECORD OF AMENDMENTS RECORD OF CORRIGENDA

AMENDMENTS CORRIGENDA Date Date Entered Date Date Entered No applicable entered by No applicable entered by

1 19/11/09 - ANS,DCA

2 18/11/10 1/10/10 ANS,DCA

3 14/11/12 1/10/12 ANS, DCA

LOA -1 TABLE OF CONTENTS

Page

PREFACE------0-7 CHAPTER 1 DOCUMENTATION IDENTIFICATION AND CONTROL 1.1 Title ------1-1 1.2 Purpose of the chapter------1-1 1.3 Purpose of the document ------1-1 1.4 Responsibility for documentation and publication ------1-1 1.5Authority/responsibility for changes ------1-1 1.6 Review ------1-1 1.7 Interpretation of words ------1-2 1.8 Effective date ------1-2 1.9 Change history ------1-2 1.10 Format ------1.2 1.11 Distribution of the manual ------1.2 1.12 Master copy------1-2 1.13 Checking currency of the manual ------1-2 CHAPTER 2 DEFINATIONS ------2.1

CHAPTER 3 GENERAL 3.1 Organizational structure and functions ------3.1 3.1.2 Functions of Department of Civil Aviation of Myanmar and ATM Division ------3.1 3.2 Roles and responsibilities of air traffic services operation Division ------3.2 3.3 0 perational supervision ------3.3 3.4 ATM staffing ------3.3 3.5 Provision of air traffic services ------3.3 3.6 Search and rescue (SAR) ------3.5 3.6.1 Responsible Authority ------3.5 3.6.2Area of Responsibility------3.5 3.6.3 Search and Rescue Coordination Centers ------3.5 3.6.4 Satellite aided Search and Rescue ------3.5 3.6.5 Provision of SAR Service ------3.5 3.6.6 SAR Agreements ------3.6

3.7 Recruitment procedure for air traffic control officers ------3.6 3.8 ATC training ------3.6 3.8.3 Admission Criteria ------3.6 3.8.4 Course Examination at CATI ------3.6 3.9 On-the-job training and rating ------3.6 3.10 Checking program ------3.7 3.10.1 Regular Assessment ------3.7 3.10.2 Periodic assessment ------3.7

CHAPTER 4 AIR TRAFFIC SERVICES

4.1 Objectives of the air traffic services ------4.1 4.2 Divisions of the air traffic services ------4.1 4.3 Classification of airspaces ------4.2 4.4 Application of air traffic control service ------4.2 4.5 Provision of air traffic control service ------4.2 4.5.1 Area control service ------4.2 4.5.2 Approach control service ------4.2 4.5.3 Aerodrome control service ------4.3 4.6 Operation of air traffic control service ------4.3 4.7 Responsibility for control ------4.3 4.7.1 Responsibility for control of individual flights ------4.3 4.7.2 Responsibility for control within a given block of airspace ------4.3 4.8 Transfer of responsibility for control ------4.3 4.8.1 Place or time of transfer ------4.3 4.9 Responsibilities for the provision of flight information service and alerting service ------4.4 4.10 Time in air traffic services ------4.5 4.11 Flight Plan ------4.5 4.11.1 Flight plan form ------4.5 4.11.2 Submission of a flight plan ------4.5 4.11.3 Acceptance of a flight plan ------4.6 4.12 Air traffic control clearances ------4.6 4.12.1 Scope and purpose ------4.6 4.12.2 Aircraft subject to ATC for part of flight ------4.7 4.12.3 Flights through intermediate stops ------4.7 4.12.4 Contents of clearance ------4.7 4.12.5 Departing aircraft ------4.7 4.12.6 En-route aircraft ------4.7 4.12.7 Description of air traffic control clearance ------4.8 4.13 Horizontal speed control instructions ------4.9 4.13.1 GeneraI ------4.9 4.13.2 Methods of application ------4.10 4.13.3 Descending and arriving aircraft ------4.11 4.13.4 Termination ------4.12 4.14 Vertical Speed Control Instruction ------4.12 4.14.1 General ------4.12 4.14.2 Methods of application ------4.12 4.15Changefrom IFRtoVFR ------4.12 4.16 Altimeter Setting Procedures ------4.13 4.16.1 Expression of vertical position of aircraft ------4.13 4.16.2 Determination of the transition level ------4.13 4.16.3 Minimum cruising level for IFR flights ------4.13 4.16.4 Provision of altimeter setting information ------4.13

CHAPTER 5 SEPARATION METHODS AND MINIMA

5.1 Provision for the separation of controlled traffic ------5.1 5.2 Reduction in separation minima ------5.1 5.2.1 In the vicinity of aerodromes ------5.1 5.2.2 In the event of complete failure of radar equipment ------5.1 5.3 Loss of separation ------5.1 5.4 Essential traffic informatio n ------5.2 5.5VerticaIseparation ------5.2 5.5.1 VerticaI Separation Minimum ------5.2 5.5.2 Cruise climb ------5.2 5.5.3 Vertical Separation during climb and descent ------5.2 5.5.5 Step climband descents ------5.2 5.5.6 VMC climband desce nt ------5.2 5.6 HorizontaIseparation------5.3 5.6.1LateraIseparation ------5.3 5.6.2 Longitudinal separation ------5.5 5.6.3 Separation of aircraft holding in flight ------5.18 5.7 Minimum separation between departing aircraft------5.18 5.8 Separation of departing aircraft from arriving aircraft------5.19 5.9 Time-based wake turbulence longitudinal separation minima ------5.20 5.9.1 Categorization of aircraft: ------5.20 5.9.4 Arrivi ng aircraft ------5.20 5.9.5 Departing aircraft ------5.20 5.9.6 0 pposite direction ------5.21 5.9.7 0 isplaced landing threshold ------5.21 5.10 Clearance to fly maintaining own separation while in visual meteorological conditions ----- 5.22 5.11 Essential Traffic Information ------5.22 5.11.1 General ------5.22 5.11.2 Information to be provided ------5.23 5.12 Reduction in Separation Minima ------5.23 CHAPTER 6 SEPARATION IN THE VICINITY OF AERODROMES

6.1 Reduction and Separation Minima in the Vicinity of Aerodromes ------6.1 6.2 Essential Local Traffic ------6.1 6.3 Procedures for Departing Aircraft ------6.1 6.3.1 General ------6.1 6.3.2 Departure Sequence ------6.1 6.4 Information for Departing Aircraft ------6.1 6.4.1MeteorologicaIconditions ------6.1 6.4.2 Operational status of visual or non-visual aids ------6.2 6.5 Procedures for Arriving Aircraft------6.2 6.5.1 General------6.2 6.5.2 Visual Approach ------6.2 6.5.3 Instrument approach ------6.5 6.5.4 Holdin9 ------6.5 6.5.5 Approach sequence ------6.6 6.5.6 Expected approach time ------6.7 6.5.7 Onward clearance time ------6.7 6.6 Information for Arriving Aircraft ------6.8

CHAPTER 7 PROCEDURES FOR AERODROME CONTROL SERVICE

7.1 Functions of Aerodrome Control Towers------7.1 7.2 Alerting Service Provided by Aerodrome Control Towers------7.1 7.3 Failure or Irregularity of AIDS and Equipment------7.2 7.4 Selection of Runway-in-use------7.2 7.5 Initial Call to Aerodrome Control Tower------7.3 7.6 Information to Aircraft by Aerodrome Control Towers------7.3 7.6.1 Information related to the operation of aircraft------7.3 7.6.2 Essential Locl Traffic Information ------7.4 7.6.3 Runway Incursion or Obstructed Runway ------7.4 7.6.4 Uncertainty of position on the maneuvering area ------7.4 7.6.5 Wake Turbulence and Jet Blast Hazard ------7.5 7.6.6 Abnormal Aircraft Configuration and Condition------7.5 7.7 Essential Information on Aerodrome Conditions ------7.5 7.8 Control of Aerodrome Traffic ------7.6 7.8.1 General ------7.6 7.8.2 Designated positions of aircraft in the aerodrome traffic and taxi circuits ------7.6 7.8.3 Traffic on the maneuvering area ------7.7 7.8.4 Helicopter Taxiing Operations ------7.7 7.8.5.Control of Other than Aircraft Traffic ------7.8 7.9 Control of Traffic in the Traffic Circuit------7.9 7.9.1General ------7.9 7.9.2 Entry of traffic circuit ------7.9 7.9.3 Priority for landing ------7.10 7.10 Order of Priority for Arriving and Departing Aircraft------7.10 7.11 Control of Departing Aircraft------7.10 7.11.1 Departure sequence ------7.10 7.11.2 Separation of departing aircraft ------7.10 7.11.3 Take-off clearance ------7.10 7.12 Control of Arriving Aircraft ------7.11 7.12.1 Separation of landing aircraft and preceding landing and departing aircraft using the same runway ------7.11 7.12.2 Clearance to land ------7.11 7.12.3 Landing and roll-out maneuvers ------7.11 7.13 Reduced Runway Separation Minima between Aircraft using the same Runway------7.12 7.14 Procedures for Low Visibility Operations ------7.13 7.14.1 Control of aerodrome surface traffic in conditions of low visibility ------7.13 7.15 Suspension of Visual Flight Rules Operations------7.13 7.16 Authorizations of Special VFR Flights: ------7.14 7.17 Aeronautical Ground Lights ------7.14 7.17.1 General ------7.14 7.17.2 Approach Lighting ------7.14 7.17.3 Runway Lighting ------7.15 7.17.4 Stop way lighting ------7.15 7.17.5 Taxiway lighting ------7.15 7.17.6 Stop bars ------7.15 7.17.7 Obstacle lighting ------7.15 7.17.8 Monitoring of visual aids ------7.15 7.18 Wind Shear Advisories------7.16 7.19 Designation of hot spot ------7.16

CHAPTER 8 ATS SURVEILLANCE SERVICES

8.1 General Provisions: ------8.1 8.2 Situation Display------8.1 8.3 Communications------8.2 8.4 Provision of ATS Surveillance Services ------8.2 8.5 Use of ATS Surveillance System in air Traffic Control Service------8.3 8.6 Use of SSR Transponders and ADS-B Transmitters------8.4 8.6.2 Use of SSR without Primary Radar: ------8.4 8.6.3 SSR Code management------8.5 8.6.4 Emergency Procedure: ------8.6 8.6.5 Radio Communication Failure------8.7 8.6.6 Unlawful Interference------8.7 8.6.7 Operation of SSR transponders: ------8.7 8.6.8 Operation of ADS-B transmitters------8.8 8.6.9 Level Information based on the use of pressure altitude information: ------8.8 8.7 Performance Checks ------8.9 8.8 Identification of Aircraft ------8.1.0 8.9 DoubtfuI Identification: ------8.1.1 8.10 Transfer of Radar Identification: ------8.1.2 8.11 Position Information------8.12 8.12 Vectoring ------8.13 8.13 Navigation Assistance ------8.14 8.14 Interruption or Termination of ATS Surveillance Service------8.14 8.15Minimum Levels ------8.15 8.16 Information Regarding Adverse Weather------8.15 8.17 Reporting of Significant Meteorological Information to Meteorological Offices ------8.15 8.18 Separation Application ------8.15 8.19 Separation minima based on ATS surveillance systems------8.17 8.20 Transfer of Control ------8.18 8.21 Speed Control ------8.19 8.22 Emergencies I Hazards and Equipment Failures ------8.20 8.22.1 Emergencies------8.20 8.22.2 CoIIision Hazard Information------8.20 8.22.3 Failure of Equipment------8.21 8.22.4 ATS SurveilIance System Failure------8.22 8.22.5 Degradation of Aircraft Position Source Data------8.22 8.22.6 Ground Radio FaiIure------8.22 8.23 Use of Radar in the Approach Control Service------8.23 8.23.1 GeneraI Provisions------8.23 8.23.2 Functions------8.23 8.23.3 General Approach Control Procedures using ATS Surveillance Systems: ------8.23 8.23.4 Vectoring to Pilot-Interpreted Final Approach Aid ------8.23 8.23.5 Vectoring for Visual Approach ------8.24 8.23.6 Surveillance Radar Approach ------8.24 8.23.7 FinaI Approach Procedures ------8.26 8.24 Use of ATS Surveillance System in the Aerodrome Control Service ------8.27 8.24.1 Approach Monitor Aid in Control Tower ------8.27 CHAPTER 9 FLIGHT INFORMATION SERVICE, ADVISORY SERVICE AND ALERTING SERVICE

9.1 Flight Information Service------9.1 9.1.1Application ------9.1 9.1.2 Scope of Flight Information Service------9.1 9.1.3 Recording and Transmission of Information on the Progress of Flights------9.2 9.1.4 Transfer of Responsibility for the Provision of Flight Information Service------9.2 9.1,5 Transmission of Information------9.2 9.2 Air Traffic Advisory Service------9,5 9.3 Alerting Service------9.6 9.3.1 Application------9.6 9.3.2 Notification of Rescue Coordination Centers------9.6 9.3.3 Use of Commu nication Facilities ------9.7 9.3.4 Plotting Aircraft in a State of Emergency ------9.7 9.3.5 Information to the Operator ------9.8 9.3.6 Information to Aircraft Operating in the Vicinity of an Aircraft in a State of Emergency ------9.8 9.3.7 Action by Air Traffic Services ------9.8

CHAPTER 10 COORDINATION

10.1 Coordination in Respect of the Provision of Air Traffic Control Service ------10.1 10.1.1 General ------10.1 10.1.2 Coordination between ATC Units Providing Air Traffic Service within Contiguous Control Areas ------10.1 10.1.3 Coordination between a Unit Providing Area Control Service and a unit providing Approach Control Service ------10.3 10.1.4 Coordination between a Unit Providing Approach Control Service and a Unit Providing Aerodrome Control Service ------10.4 10.1.5 Coordination between Control Positions within the Same Unit ------10.5 10.2 Coordination in Respect of the Provision of Flight Information Services and Alerting Service ------10.5 10.3 Coordination in Respect of the Provision of Air Traffic Advisory Services ------10.6 10.4 Coordination between the Operator and Air Traffic Services ------10.6 10.5 Coordination between Military Authorities and Air Traffic Services ------10.6 10.6 Coordination of Activities Potentially Hazardous to Civil Aircraft ------10.7 10.7 Coordination between Meteorological and ATS Authorities ------10.7 10.8 Coordination between Aeronautical Information Services (AIS) and Air Traffic Services (ATS) Units ------10.7

Chapter 11 AIR TRAFFIC SERVICES MESSAGES

11.1 Categories of Messages ------11.1 11.1.1 General ------11.1 11.1.2 Emergency Messages ------11.1 11.1 .3 Movement and Control Messages ------11.1 11.1.4 Flight Information Messages ------11.1 11.2 General Provisions ------11.2 11.2.1 Origination and Addressing of Messages ------11.2 11.2.2 Preparation and Transmission of Messages ------11.4 11.3 Methods of Message Exchange ------11.4 11.3.6 Movement of message exchange ------11.5 11.3.7 Coordination and Transfer Data ------11.5 11.3.8 Supplementary Data ------11.6 11.4 Message Types and their Application ------11.6 11.4.1 Emergency Messages ------11.6 11.4.2 Movement and Control Messages ------11.7 11.4.3 Flight Information Messages ------11.20

Chapter 12 PHRASEOLOGY

12.1 Introduction ------12.1 12.2 Transmitting Technique ------12.1 12.3 Familiarity with Radio Telephony Procedures ------12.1 12.4 ICAO Phonetics: ------12.2 12.4.1 Transmission of Numbers ------12.2 12.4.2 Transmission of Letter ------12.2 12.5 Transmissions of Numbers in Radiotelephony: ------12.3 12.6 Transmission of Time ------12.4 12.7 Standard Words and Phrases ------12.5 12.8 Call Signs ------12.7 12.8.1 Call Signs for Aeronautical Stations ------12.7 12.8.2 Aircraft Call Signs ------12.7 12.9 Establishment and Condition of Communications: ------12.7 12.10 Issue of Clearance and Readback Requirements: ------12.8 12.11 Take-off Procedures ------12.8 12.12 Final Approach and Landing ------12.9 12.13 After Landing ------12.9 12.14 General ------12.9 12.15 Grouping of Phraseologies ------12.9 12.16 ATC Phraseologies ------12.11 12.16.1 General ------12.11 12.16.2 Area Control Services ------12.19 12.16.3 Approach Control Services ------12.22 12.16.4 Phraseologies for use on and in the Vicinity of the Aerodrome ------12.25 12.16.5 Coordination between ATS Units ------12.33 12.16.6 Phraseologies to be used Related to CPDLC ------12.35 12. 17 ATS Surveillance Service Phraseologies ------12.36 12.17.1 General ATS Surveillance Service Phraseologies ------12.36 12.17.2 Radar in Approach Control Service ------12.39 12.17.3 Secondary Surveillance Radar (SSR) and ADS-B Phraseologies ------12.44 12.18 Automatic Dependent Surveillance-Contract (ASD) Phraseologies ------12.46 12.18.1 General ADS-C Phraseologies ------12.46 12.19 Alerting Phraseologies ------12.46 12.19.1 Alerting phraseologies ------12.46 12.20 Ground Crew / Flight Crew Phraseologies ------12.46 12.20.1 Ground Crew / Flight Crew Phraseologies ------12.46 Chapter 13 AUTOMATIC DEPENDENT SURVEILLANCE -CONTRACT(ADS -C) SERVICES

13.1 General ------13.1 13.2 ADS Ground System Capabilities ------13.1 13.3 ADS-C-Related Aeronautical Information ------13.2 13.4 Use of ADS-C in the Provision of Air Traffic Control Service ------13.2 13.4.1 General ------13.2 13.4.2 Presentation of ADS-C Data ------13.3 13.4.3 Provision of ADS-C Services ------13.3 13.5 Use of ADS-C in the Application of Separation Minima ------13.7 13.5.1 General ------13.7 13.5.2 Determination of Level Occupancy ------13.7 13.5.3 Application of Horizontal Separation using ADS-C Position Information ------13.8

Chapter 14 CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

14.1 General ------14.1 14.2 Establishment of CPDLC ------14.1 14.2.1 General ------14.1 14.2.2 Airborne-Initiated CPDLC ------14.1 14.2.3 ATC Unit-Initiated CPDLC ------14.1 14.3 Exchange of Operational CPDLC Messages ------14.1 14.3.1 General ------14.1 14.3.2 Attributes of CPDLC Message ------14.2 14.3.3 Transfer of CPDLC ------14.5 14.3.4 Free Text Messages ------14.5 14.3.5 Emergencies, Hazards ------14.5 14.3.6 Failure of CPDLC ------14.5 14.3.7 Intentional Shutdown of CPDLC ------14.6 14.3.8 Failure of a Single CPDLC Message ------14.6 14.3.9 Discontinuation of the Use of CPDLC Pilot Requests ------14.6 14.3.10 Testing of CPDLC ------14.6

Chapter 15 PROCEDURES RELATING TO EMERGENCIES,COMMUNICATION FAILURE AND CONTIGENCIES

15.1 Emergency Procedures ------15.1 15.1.1 General ------15.1 15.1.2 Priority ------15.1 15.1.3UnlawfuIInterference andAircraft BombThreat------15.1 15.1.4 Emergency Descent ------15.3 15.2 Special Procedures for in Flight Contingencies in Oceanic Airspace ------15.3 15.2.1 Introduction ------15.3 15.2.2 General Procedures ------15.3 15.2.3 Weather Deviation Procedures ------15.4 15.2.4 Procedures for Strategic Lateral Offsets in Oceanic and Remote Continental Airspace ------15.5 15.3 Air Ground Communications Failure ------15.6 15.4 Assistance to VFR Flights ------15.8 15.4.1 Strayed VFR Flights and VFR Flights Encountering Adverse Meteorological Conditions ------15.8 15.5 Other in-Flight Contingencies ------15.10 15.5.1 Strayed or Unidentified Aircraft ------15.11 15.5.2 Interception of Civil Aircraft ------15.11 15.5.3 Fuel Dumping ------15.11 15.6 ATC Contingencies ------15.12 15.6.1 Radio Communications Contingencies ------15.12 15.7 Other ATC Contingency Procedures ------15.13 15.7.1 Emergency Separation ------15.13 15.7.3 Procedures in Regard to Aircraft Equipped with a Collision Avoidance Systems (ACAS) ------15.14 15.7.4 Minimum Safe Altitude Warning (MSAW) Procedures ------15.15 15.7.5 Ground Proximity Warning System ------15.15 15.7.6 Change of Radiotelephony Call Sign for Aircraft ------15.15 15.8 Procedures for an ATC Unit When a Volcanic ASH Cloud is Reported or Forecast ------15.15 Chapter 16 MISCELANEOUS PROCEDURE

16.1 Responsibility in Regard to Military Traffic ------16.1 16.2 Responsibility in Regard to Unmanned Free Balloons ------16.1 16.3 Air Traffic Incident Report ------16.2 16.3.1 Submission of Report ------16.2 16.3.2 Reporting of Air Traffic Incidents ------16.2 16.3.3 Preliminary Investigation------16.2 16.3.4 Violation Reports ------16.3 16.4 Runway Incursion ------16.3 16.5 Information on the Operational Status of Navigations Aids ------16.4 16.6. ICAO Model Air Traffic Incident Report Form ------16.5

Chapter 17 ATS SAFETY MANAGEMENT

17.1 Safety Management System ------17.1 17.2 ATS Service Provider's Safety Policy ------17.1 17.2.1 Safe Operation of Aircraft ------17.1 17.2.2 Priority of Safety ------17.1 17.2.3 Management Responsibility ------17.1 17.2.4 Adoption of Explicit Safety Standards ------17.1 17.2.5 Safety Culture ------17.1 17.2.6 Systems ------17.1 17.3 Objectives of ATS Safety Management System ------17.1 Manual of Air Traffic Services

FOREWORD

Department of Civil Aviation, Myanmar provides air traffic services in accordance with Annex 11 to the Chicago Convention. These services are flight information service, alerting service and air traffic control service. In order to achieve the objectives of air traffic services there is a need to specify procedures necessary for the safety of air navigation for uniform application throughout Myanmar.

Maintaining the acceptable levels of safety calls for standardization and quality assurance in every sub systems of Air Traffic System at one end and maintaining harmony with the ICAO standards and recommended practices at the other. This Manual of Air Traffic Services has been developed by Department of Civil Aviation as a part of comprehensive documentation to achieve this objective.

The purpose of this document is to establish procedures, provide information and instructions which are essential for the provision of safe and efficient air traffic services within Yangon FIR and at airports where air traffic services are provided by DCA. It is published for use and guidance of its ATS personnel.

The ATS in-Charge of an ATC center will ensure that the provision of air traffic service under his jurisdiction comply with the processes, procedures and instructions contained in this manual.

I am sure that this manual will fulfill the need for best practices in provision of Air Traffic Services according to international & national standards and recommended practices and in meeting the requirement of ICAO Universal Safety Audit Oversight Programme, which aims at documenting what we do, doing what we have documented and finally demonstrating that we are doing so.

I, therefore, call upon all the personnel engaged in the provisions of Air Traffic Services to comply with the standards, recommended practices and procedures given in this manual for enhancing safety in the airspace under their jurisdiction.

Director General Department of Civil Aviation

FOR -1

Manual of Air Traffic Services

LIST OF EFFECTIVE PAGES

Section Page Amendment No. Date Foreword FOR-1 Initial Issue 1/1/2009 List of Amendments LOA-1 Initial Issue 1/1/2009 List of Effective Pages LEP-1 Initial Issue 1/1/2009 Table of Contents TOC-1 Initial Issue 1/1/2009 TOC-15

Preface 0-1 Initial Issue 1/1/2009 Chapter 1 1-1 Initial Issue 1/1/2009 1-2 Initial Issue 1/1/2009 Chapter 2 2-1 Amendment 02 18/11/10 2-2 Amendment 02 18/11/10 2-3 Amendment 02 18/11/10 2-4 Amendment 03 15/11/12 2-5 Amendment 02 18/11/10 2-6 Amendment 02 18/11/10 2-7 Amendment 02 18/11/10 2-8 Amendment 02 18/11/10 2-9 Amendment 02 18/11/10 2-10 Amendment 02 18/11/10 2-11 Amendment 03 15/11/12 2-12 Amendment 02 18/11/10 2-13 Amendment 02 18/11/10 2-14 Amendment 02 18/11/10 2-15 Amendment 02 18/11/10 2-16 Amendment 02 18/11/10 Chapter 3 3-1 Initial Issue 1/1/2009 3-2 Initial Issue 1/1/2009 3-3 Initial Issue 1/1/2009 3-4 Initial Issue 1/1/2009 3-5 Initial Issue 1/1/2009 3-6 Initial Issue 1/1/2009 3-7 Initial Issue 1/1/2009 3-8 Initial Issue 1/1/2009 Chapter 4 4-1 Amendment 02 18/11/10 4-2 Amendment 02 18/11/10 4-3 Amendment 02 18/11/10 4-4 Amendment 02 18/11/10 4-5 Amendment 02 18/11/10 4-6 Amendment 02 18/11/10 4-7 Amendment 03 15/11/12 4-8 Amendment 02 18/11/10 4-9 Amendment 02 18/11/10 4-10 Amendment 02 18/11/10 4-11 Amendment 02 18/11/10 4-12 Amendment 02 18/11/10 4-13 Amendment 02 18/11/10 4-14 Amendment 02 18/11/10 4-15 Amendment 02 18/11/10

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Manual of Air Traffic Services

Section Page Amendment No. Date Chapter 4 4-16 Amendment 02 18/11/10 4-17 Amendment 02 18/11/10 4-18 Amendment 02 18/11/10 Chapter 5 5-1 Amendment 02 18/11/10 5-2 Amendment 02 18/11/10 5-3 Amendment 02 18/11/10 5-4 Amendment 02 18/11/10 5-5 Amendment 02 18/11/10 5-6 Amendment 02 18/11/10 5-7 Amendment 02 18/11/10 5-9 Amendment 02 18/11/10 5-10 Amendment 02 18/11/10 5-11 Amendment 02 18/11/10 5-12 Amendment 02 18/11/10 5-13 Amendment 02 18/11/10 5-14 Amendment 02 18/11/10 5-15 Amendment 02 18/11/10 5-16 Amendment 02 18/11/10 5-17 Amendment 02 18/11/10 5-18 Amendment 02 18/11/10 5-19 Amendment 02 18/11/10 5-20 Amendment 02 18/11/10 5-21 Amendment 02 18/11/10 5-22 Amendment 02 18/11/10 5-23 Amendment 02 18/11/10 Chapter 6 6-1 Initial Issue 1/1/2009 6-2 Initial Issue 1/1/2009 6-3 Initial Issue 1/1/2009 6-4 Initial Issue 1/1/2009 6-5 Initial Issue 1/1/2009 6-6 Initial Issue 1/1/2009 6-7 Initial Issue 1/1/2009 6-8 Amendment 03 15/11/12 6-9 Initial Issue 1/1/2009 6-10 Initial Issue 1/1/2009 6-11 Initial Issue 1/1/2009 Chapter 7 7-1 Amendment 01 19/11/09 7-2 Amendment 01 19/11/09 7-3 Amendment 01 19/11/09 7-4 Amendment 01 19/11/09 7-5 Amendment 01 19/11/09 7-6 Amendment 01 19/11/09 7-7 Amendment 01 19/11/09 7-8 Amendment 01 19/11/09 7-9 Amendment 01 19/11/09

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Chapter 7 7-10 Amendment 01 19/11/09 7-11 Amendment 01 19/11/09 7-12 Amendment 01 19/11/09 7-13 Amendment 01 19/11/09 7-14 Amendment 01 19/11/09 Chapter 8 8-1 Amendment 03 15/11/12 8-2 Amendment 03 15/11/12 8-3 Amendment 03 15/11/12 8-4 Amendment 03 15/11/12 8-5 Amendment 03 15/11/12 8-6 Amendment 03 15/11/12 8-7 Amendment 03 15/11/12 8-8 Amendment 03 15/11/12 8-9 Amendment 03 15/11/12 8-10 Amendment 03 15/11/12 8-11 Amendment 03 15/11/12 8-12 Amendment 03 15/11/12 8-13 Amendment 03 15/11/12 8-14 Amendment 03 15/11/12 8-15 Amendment 03 15/11/12 8-16 Amendment 03 15/11/12 8-17 Amendment 03 15/11/12 8-18 Amendment 03 15/11/12 8-19 Amendment 03 15/11/12 8-20 Amendment 03 15/11/12 8-21 Amendment 03 15/11/12 8-22 Amendment 03 15/11/12 8-23 Amendment 03 15/11/12 8-24 Amendment 03 15/11/12 8-25 Amendment 03 15/11/12 8-26 Amendment 03 15/11/12 Chapter 9 9-1 Initial Issue 1/1/2009 9-2 Initial Issue 1/1/2009 9-3 Initial Issue 1/1/2009 9-4 Initial Issue 1/1/2009 9-5 Initial Issue 1/1/2009 9-6 Initial Issue 1/1/2009 9-7 Initial Issue 1/1/2009 9-8 Initial Issue 1/1/2009 Chapter 10 10-1 Initial Issue 1/1/2009 10-2 Initial Issue 1/1/2009 10-3 Initial Issue 1/1/2009 10-4 Initial Issue 1/1/2009 10-5 Amendment 03 15/11/12 10-6 Initial Issue 1/1/2009 10-7 Initial Issue 1/1/2009

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Chapter 11 11-1 Amendment 01 19/11/09 11-2 Amendment 01 19/11/09 11-3 Amendment 01 19/11/09 11-4 Amendment 01 19/11/09 11-5 Amendment 01 19/11/09 11-6 Amendment 01 19/11/09 11-7 Amendment 01 19/11/09 11-8 Amendment 01 19/11/09 11-9 Amendment 01 19/11/09 11-10 Amendment 01 19/11/09 11-11 Amendment 01 19/11/09 11-12 Amendment 01 19/11/09 11-13 Amendment 01 19/11/09 11-14 Amendment 01 19/11/09 11-15 Amendment 01 19/11/09 11-16 Amendment 01 19/11/09 11-17 Amendment 01 19/11/09 11-18 Amendment 01 19/11/09 11-19 Amendment 01 19/11/09 11-20 Amendment 01 19/11/09 Chapter 12 12-1 Initial Issue 1/1/2009 12-1 Initial Issue 1/1/2009 12-1 Initial Issue 1/1/2009 12-1 Initial Issue 1/1/2009 12-1 Initial Issue 1/1/2009 12-1 Initial Issue 1/1/2009 12-2 Initial Issue 1/1/2009 12-3 Initial Issue 1/1/2009 12-4 Initial Issue 1/1/2009 12-5 Initial Issue 1/1/2009 12-6 Initial Issue 1/1/2009 12-7 Initial Issue 1/1/2009 12-8 Initial Issue 1/1/2009 12-9 Initial Issue 1/1/2009 12-10 Initial Issue 1/1/2009 12-11 Initial Issue 1/1/2009 12-12 Initial Issue 1/1/2009 12-13 Initial Issue 1/1/2009 12-14 Initial Issue 1/1/2009 12-15 Initial Issue 1/1/2009 12-16 Initial Issue 1/1/2009 12-17 Initial Issue 1/1/2009 12-18 Initial Issue 1/1/2009 12-19 Initial Issue 1/1/2009 12-20 Initial Issue 1/1/2009

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Manual of Air Traffic Services

Chapter 12 12-21 Initial Issue 1/1/2009 12-22 Initial Issue 1/1/2009 12-23 Initial Issue 1/1/2009 12-24 Initial Issue 1/1/2009 12-25 Initial Issue 1/1/2009 12-26 Initial Issue 1/1/2009 12-27 Initial Issue 1/1/2009 12-28 Initial Issue 1/1/2009 12-29 Initial Issue 1/1/2009 12-30 Initial Issue 1/1/2009 12-31 Initial Issue 1/1/2009 12-32 Initial Issue 1/1/2009 12-33 Initial Issue 1/1/2009 12-34 Initial Issue 1/1/2009 12-35 Initial Issue 1/1/2009 12-36 Initial Issue 1/1/2009 12-37 Initial Issue 1/1/2009 12-38 Initial Issue 1/1/2009 12-39 Initial Issue 1/1/2009 12-40 Initial Issue 1/1/2009 12-41 Initial Issue 1/1/2009 12-42 Initial Issue 1/1/2009 12-43 Initial Issue 1/1/2009 12-44 Initial Issue 1/1/2009 12-45 Initial Issue 1/1/2009 12-46 Initial Issue 1/1/2009 12-47 Initial Issue 1/1/2009 12-48 Initial Issue 1/1/2009 12-49 Initial Issue 1/1/2009 12-50 Initial Issue 1/1/2009 12-51 Initial Issue 1/1/2009 12-52 Initial Issue 1/1/2009 12-53 Initial Issue 1/1/2009 12-54 Initial Issue 1/1/2009 12-55 Initial Issue 1/1/2009 12-56 Initial Issue 1/1/2009 12-57 Initial Issue 1/1/2009 Chapter 13 13-1 Initial Issue 1/1/2009 13-2 Initial Issue 1/1/2009 13-3 Initial Issue 1/1/2009 13-4 Initial Issue 1/1/2009 13-5 Initial Issue 1/1/2009 13-6 Initial Issue 1/1/2009 13-7 Initial Issue 1/1/2009 13-8 Initial Issue 1/1/2009

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Manual of Air Traffic Services

Chapter 14 14-1 Initial Issue 1/1/2009 14-2 Initial Issue 1/1/2009 14-3 Initial Issue 1/1/2009 14-4 Initial Issue 1/1/2009 14-5 Initial Issue 1/1/2009 14-6 Initial Issue 1/1/2009 Chapter 15 15-1 Amendment 03 15/11/12 15-2 Amendment 03 15/11/12 15-3 Amendment 01 19/11/09 15-4 Amendment 01 19/11/09 15-5 Amendment 01 19/11/09 15-6 Amendment 03 15/11/12 15-7 Amendment 03 15/11/12 15-8 Amendment 03 15/11/12 15-9 Amendment 01 19/11/09 15-10 Amendment 01 19/11/09 15-11 Amendment 03 15/11/12 15-12 Amendment 03 15/11/12 15-13 Amendment 03 15/11/12 15-14 Amendment 03 15/11/12 15-15 Amendment 03 15/11/12 15-16 Amendment 03 15/11/12 Chapter 16 16-1 Amendment 01 19/11/09 16-2 Amendment 01 19/11/09 16-3 Amendment 01 19/11/09 16-4 Amendment 01 19/11/09 16-5 Amendment 01 19/11/09 16-6 Amendment 01 19/11/09 16-7 Amendment 01 19/11/09 16-8 Amendment 01 19/11/09 16-9 Amendment 01 19/11/09 16-10 Amendment 01 19/11/09 Chapter 17 17-1 Initial Issue 1/1/2009 17-2 Initial Issue 1/1/2009 17-3 Initial Issue 1/1/2009 17-4 Initial Issue 1/1/2009 17-5 Initial Issue 1/1/2009 Chapter 18 18-1 Initial Issue 1/1/2009 18-2 Initial Issue 1/1/2009 18-3 Initial Issue 1/1/2009 Chapter 19 19-1 Initial Issue 1/1/2009 19-2 Initial Issue 1/1/2009 19-3 Initial Issue 1/1/2009 19-4 Initial Issue 1/1/2009 19-5 Initial Issue 1/1/2009 19-6 Initial Issue 1/1/2009 19-7 Initial Issue 1/1/2009 19-8 Initial Issue 1/1/2009 19-9 Initial Issue 1/1/2009

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PREFACE

1) This Manual of Air Traffic Services (MATS) is prepared and maintained by the Air Traffic Management Division, DCA, Myanmar for the use and guidance of ATC personal. The Manual provides processes, procedures and instructions that are essential for the provision of safe and efficient air services within the airspaces under the jurisdiction of Yangon ACC and at airports where air traffic services are provided.

2) This Manual has been developed as a part of comprehensive documentation of the ATS procedures, processes and facilities supporting conformance to organizational requirements and compliance with National Regulations and Standards & Recommended Practices of ICAO ANNEX 11, PANS -ATM DOC4444 and other ICAO documents relevant to the provision of Air Traffic Services that are uniformly applicable to all the airports.

3) Differences from ICAO Standards and Recommended Practices of ICAO Annex 11 are published in AIP Myanmar.

5) Where ever there is a difference between a Standard prescribed by ICAO and one in this Manual, the standard prescribed in this manual shall prevail.

6) This Manual should be read in conjunction with the following:

(a) ICAO Annex 11 -Air Traffic Services

(b) PANS-ATM Doc 4444 -Procedures for Air Navigation Services -Air Traffic Management

(d) Doc 9426 -Air Traffic Services Planning Manual

(e) Doc 9613 -Manual on Required Navigation Performance (RNP)

(f) Doc 9683 -Human Factor Training Manual

(g) Doc 9694 -Manual of Air Traffic Services Data Link Applications

(h) Doc 9734 -Safety Oversight Manual

7) It is to be recognized that in the changing aviation safety environment, the need to amend the Manual may be necessitated by a number of causes, such as:

a) Changes / amendments to ICAO Annexes / Documents.

(b) Changes / introduction of DGCA CARS

(d) Requirements from ATS, Airlines or any other concerned agency

8) It is intended to keep this Manual up to date. This edition of the Manual is based on the basis of experience gained and of comments & suggestions received from the users of this Manual. Views, comments & suggestions for improvement of this edition, may be sent to the Director (Air Traffic Management), Department of Civil Aviation. Manual of Air Traffic Services Chapter 1- Document Identification and Control

CHAPTER 1 DOCUMENT IDENTIFICATION AND CONTROL

1.1 Title of the document: 1.5 Authority/responsibility for Changes

This document is identified as Manual of Air Traffic 1.5.1 The Head of Air Traffic Management, DCA is Services. responsible for incorporating amendments to the Manual of Air Traffic Services, when necessary, after 1.2 Purpose of this chapter: endorsement by approval of the DGCA.

This chapter details the procedures for writing, 1.5.2 Holders of hard-copies of MATS are approving, controlling and amending documentation responsible for ensuring that the Manual is kept up to in MATS. date. This includes inserting new chapters or chapter amendments in a timely manner and complying with 1.3 Purpose of the document: any instructions on amendment advice.

1.3.1 The purpose of this document is to establish 1.5.3 The user of MATS will be responsible for procedures, provide information and instructions verifying the currency of documentation in the which are essential for the provision of safe and Manual. efficient air traffic services at aerodromes or within Myanmar airspace where air traffic services are 1.6 Review provided by ATS unit of aerodromes and Yangon ATCC. It is published for use and guidance of its 1.5.1 1.5.2 1.6.1 The ATS Inspector (Standards & ATS personnel. Procedures) will conduct a six monthly audit/ review of this Manual to ensure accuracy and updating of all 1.3.2 The in-charge of an ATC center will ensure that its contents and reference data. The results of such the provision of air traffic services under his audit and action taken thereupon will be documented jurisdiction are provided in compliance with the and presented through Director (ATM) to Member processes, procedures and instructions contained in (ATC Operations) for his endorsement and to the this manual. DGCA for his approval.

1.4 Responsibility for documentation and 1.6.2 Incorporating Changes publication: The ATS Inspector (S&P) on behalf of the Director 1.4.1 This Manual of Air Traffic Services has been (ANSD) will ensure that the: prepared by Head of Air Traffic Management, endorsed by Member (ATC Operations) and finally 4 relevant pages in the Manual are revised. approved by the Director General of Civil Aviation. The Head of ATM is responsible to publish and 4 amendment/ advice is issued in time to all maintain this Manual on behalf of the DGCA. concerned in respect of new chapter(s) and the same is inserted in the Manual. 1.4.2 The Head of Air Traffic Management, DCA, Myanmar will ensure that the provisions of air traffic 4 master- copy of the Manual is updated. services as detailed in this manual are in conformance with the regulatory 1.7 Interpretation of Words: provisions on air traffic services contained in the 1.7.1 To avoid any misunderstanding within the Annexes to the Convention on International Civil Manual of Air Traffic Services, certain words are to Aviation, & various ICAO Documents relevant to the be interpreted as having specific meanings when they provision of Air Traffic Services. are the operative words in an instruction.

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Manual of Air Traffic Services Chapter 1- Document Identification and Control

Air Traffic Services. Subsequent changes will be Words Meanings indicated on ’Record of Amendments and Corrigenda’ page. 'shall', 'is to', The instruction is mandatory 'are to' 1.10 Format and 'must' Amendment-documentation being inserted in the manual must contain headers and footers that are 'will' It is only used for informative consistent with those residing in this document. or descriptive writing, e.g. 'pilots will file . . . . . ' is not an instruction to the 1.11 Distribution of the Manual controller Director of Air Traffic Management may produce hard copies and control the distribution of these 'may' It means that the instruction copies, as they deem appropriate. is permissive, optional or alternative, e.g. 'a controller 1.12 Master Copy may seek assistance . . . . . ' but would not if he did not An electronic and a hard Master Copy of each need it. chapter contained in the Manual will be held and maintained by the ATM Directorate..

1.13 Checking Currency of the Manual 'should' It means that it is strongly advisable that an instruction A current copy of the Manual will be published on is carried out; it is Aerodrome ATS units and Yangon ACC. recommended or discretionary. It is applied where the more positive 'shall' is unreasonable but nevertheless a controller would have to have a good reason for not doing so.

'miles' It always refers to nautical miles

1.7.2 In the interests of simplicity, any reference to the masculine gender can be taken to mean either male or female.

1.8 Effective Date:

1.8.1 Effective date of an instruction is indicated at the foot of the page.

1.9 Amendment:

1.9.1 This is the first edition of the Manual of

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Manual of Air Traffic Services Chapter 2- Definitions

CHAPTER 2 DEFINITIONS

When the following terms are used in context of instructions and application of Annex 11 and PANS ATM DOC 4444, they have the following meanings: c) The aircraft is missing or is completely A inaccessible. Accepting unit/ controller. Air Traffic Control Unit/ Air Traffic Controller next to take control of an Note 1 — For statistical uniformity only, an injury aircraft. resulting in death within thirty days of the date of the accident is classified as a fatal injury by ICAO. Accident. An occurrence associated with the operation of an aircraft which takes place between the Note 2 — An aircraft is considered to be missing time any person boards the aircraft with the intention when the official search has been terminated and the of flight until such time as all such persons have wreckage has not been located. disembarked, in which: a) A person is fatally or seriously injured as Accuracy. A degree of conformance between the a result of: estimated or measured value and the true value. Note. — For measured positional data the accuracy is 4 being in the aircraft, or normally expressed in terms of a distance from a stated position within which there is a defined 4 direct contact with any part of the aircraft, confidence of the true position falling. including parts which have become detached from the aircraft, Acknowledgement. Notification that a given or communication has been correctly received and understood. 4 direct exposure to jet blast, except when the injuries are from natural causes, self- ADS-C agreement. A reporting plan which inflicted or inflicted by other persons, or establishes the conditions of ADS-C data reporting when the injuries are to stowaways hiding (i.e. data required by the air traffic services unit and outside the areas normally available to the frequency of ADS reports which have to be agreed to passengers and crew; or prior to using ADS-C in the provision of air traffic services). b) The aircraft sustains damage or structural failure which: Note. — The terms of the agreement will be exchanged between the ground system and the 4 adversely affects the structural strength, aircraft by means of a contract, or a series of performance or flight characteristics of contracts. the aircraft, and Automatic dependent surveillance – contract 4 would normally require major repair or (ADS-C). A means by which the terms of an ADS-C agreement will be exchanged between the ground 4 replacement of the affected component, system and the aircraft, via a data link, specifying except for engine failure under what conditions ADS-C reports would be initiated, and what data would be contained in the 4 or damage, when the damage is limited reports. to the engine, its cowlings or accessories; or for damage limited to Note.— The abbreviated term “ADS contract” is propellers, wing tips, antennas, tires, commonly used to refer ADS event contract, ADS brakes, fairings, small dents or puncture demand contract, ADS periodic contract or an holes in the aircraft skin; or emergency mode.

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Advisory airspace. An airspace of defined Aeronautical fixed station. A station in the dimensions, or designated route, within which air aeronautical fixed service. traffic advisory service is available. Aeronautical ground light. Any light specially Advisory route. A designated route along which air provided as an aid to air navigation, other than a light traffic advisory service is available. displayed on an aircraft.

Note.— Air traffic control service provides a much Aeronautical Information Publication (AIP). A more complete service than air traffic advisory publication issued by or with the authority of a State service; advisory areas and routes are therefore not and containing aeronautical information of a lasting established within controlled airspace, but air traffic character essential to air navigation. advisory service may be provided below and above control areas. Aeronautical mobile service. A mobile service between aeronautical stations and aircraft stations, or Aerodrome. A defined area on land or water between aircraft stations, in which survival craft (including any buildings, installations and equipment) stations may participate; emergency position- intended to be used either wholly or in part for the indicating radio beacon stations may also participate arrival, departure and surface movement of aircraft. in this service on designated distress and emergency frequencies. Note. — The term “aerodrome” where used in the provisions relating to flight plans and ATS messages Aeronautical station. A land station in the is intended to cover also sites other than aerodromes aeronautical mobile service. In certain instances, an which may be used by certain types of aircraft, e.g. aeronautical station may be located, for example, on helicopters or balloons. board ship or on a platform at sea.

Aerodrome control service. Air traffic control Aeronautical telecommunication station. service for aerodrome traffic. A station in the aeronautical telecommunication service. Aerodrome control tower. A unit established to provide air traffic control service to aerodrome traffic. AFIL. An alpha character group used to designate an air-filed flight plan. Aerodrome elevation. The elevation of the highest point of the landing area. Airborne Collision Avoidance System (ACAS). An aircraft system based on secondary Aerodrome traffic. All traffic on the manoeuvring surveillance radar (SSR) transponder signals which area of an aerodrome and all aircraft flying in the operate independently of ground-based equipment to vicinity of an aerodrome. provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Note.— An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic Aircraft. Any machine that can derive support in the circuit. atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. Aerodrome traffic circuit. The specified path to be flown by aircraft operating in the vicinity of an Aircraft address. A unique combination of 24 bits aerodrome. available for assignment to an aircraft for the purpose of air-ground communications, navigation and Aerodrome traffic zone. An airspace of defined surveillance. dimensions established around an aerodrome for the protection of aerodrome traffic. Aircraft identification. A group of letters, figures or a combination thereof which is either identical to, or Aeronautical fixed service (AFS). A the coded equivalent of, the aircraft call sign to be telecommunication service between specified fixed used in air ground communications, and which is used points provided primarily for the safety of air to identify the aircraft in ground-ground air traffic navigation and for the regular, efficient and services communications. economical operation of air services. Aircraft observation. The evaluation of one

18/11/10 Page 2‐ 2 Amendment 2 Manual of Air Traffic Services Chapter 2- Definitions or more meteorological elements made from an aircraft in flight. Note.— The actual height may vary, and some helicopters may require air-taxiing above 8 m (25 ft) Aircraft proximity. A situation in which, in the AGL to reduce ground effect turbulence or provide opinion of a pilot or air traffic services personnel, the clearance for cargo sling loads. distance between aircraft as well as their relative positions and speed have been such that the safety of Air-to-ground communication. One-way the aircraft involved may have been compromised. An communication from aircraft to stations or locations aircraft proximity is classified as follows: on the surface of the earth.

Risk of collision. The risk classification of an aircraft Air traffic. All aircraft in flight or operating on the proximity in which serious risk of collision has manoeuvring area of an aerodrome. existed. Air traffic advisory service. A service provided Safety not assured. The risk classification of an within advisory airspace to ensure aircraft proximity in which the safety of the aircraft may have been compromised. separation, in so far as practical, between aircraft No risk of collision. The risk classification of an which are operating on IFR flight plans. aircraft proximity in which no risk of collision has existed. Air traffic control clearance. Authorization for an aircraft to proceed under conditions specified by an Risk not determined. The risk classification of an air traffic control unit. aircraft proximity in which insufficient information was available to determine the risk involved, or Note 1.— For convenience, the term “air traffic inconclusive or conflicting evidence precluded such control clearance” is frequently abbreviated to determination. “clearance” when used in appropriate contexts. Note 2.— The abbreviated term “clearance” may Air-filed flight plan (AFIL). A flight plan provided be prefixed by the words “taxi”, “take-off”,“ to an air traffic services unit by an aircraft during its departure”, “en-route”, “approach” or “landing” to flight. indicate the particular portion of flight to which the air traffic control clearance relates.

Air-ground communication. Two-way Air traffic control instruction. Directives issued by communication between aircraft and stations or air traffic control for the purpose of requiring a pilot locations on the surface of the earth. to take a specific action.

AIRMET information. Information issued by a Air traffic control service. A service provided for meteorological watch office concerning the the purpose of: occurrence or expected occurrence of specified en- route weather phenomena which may affect the safety a) preventing collisions: of low-level aircraft operations and which was not 1) between aircraft, and already included in the forecast issued for low-level 2) on the manoeuvring area between aircraft flights in the flight information region concerned or and obstructions; and sub-area thereof. b) expediting and maintaining an orderly flow of air traffic. AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity. Air traffic control unit. A generic term meaning variously, area control centre, approach control unit Air-report. A report from an aircraft in flight or aerodrome control tower. prepared in conformity with requirements for position and operational and/or meteorological reporting. Air traffic flow management (ATFM). A service established with the objective of contributing to a Air-taxiing. Movement of a helicopter/VTOL above safe, orderly and expeditious flow of air traffic by the surface of an aerodrome, normally in ground ensuring that ATC capacity is utilized to the effect and at a ground speed normally less than 20 kt. maximum extent possible, and that the traffic volume

18/11/10 Page 2‐ 3 Amendment 2 Manual of Air Traffic Services Chapter 1- Definitions is compatible with the capacities declared by the appropriate ATS authority. Allocation, allocate. Distribution of frequencies, SSR Codes, etc. to a State, unit or service. Distribution of Air traffic management (ATM). The dynamic, 24-bit aircraft addresses to a State or common mark integrated management of air traffic and airspace registering authority. (including air traffic services, airspace management and air traffic flow management) – safely, Alphanumeric characters (alphanumeric). A economically and efficiently – through the provision of collective term for letters and figures (digits) facilities and seamless services in collaboration with all parties and involving airborne and ground-based Alternate aerodrome. An aerodrome to which an functions. aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at Air traffic management system. A system that the aerodrome of intended landing. Alternate provides ATM through the collaborative integration of aerodromes include the following: humans, information, technology, facilities and services, supported by air and ground- and/or space Take-off alternate. An alternate aerodrome at which an based communications, navigation and surveillance. aircraft can land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. Air traffic service (ATS). A generic term meaning variously, flight information service, alerting service, En-route alternate. An aerodrome at which an aircraft air traffic advisory service, air traffic control service would be able to land after experiencing an abnormal (area control service, approach control service or or emergency condition while en route. aerodrome control service).

Destination alternate. An alternate aerodrome to which Air traffic services airspaces. Airspaces of defined an aircraft may proceed should it become either dimensions, alphabetically designated, within which impossible or inadvisable to land at the aerodrome of specific types of flights may operate and for which air intended landing. traffic services and rules of operation are specified. Note.— The aerodrome from which a flight departs

may also be an en-route or a destination alternate Note.— ATS airspaces are classified as Class A aerodrome for that flight. to G

Altitude. The vertical distance of a level, a point or an Air traffic services reporting office. A unit object considered as a point, measured from mean sea established for the purpose of receiving reports level (MSL). concerning air traffic services and flight plans submitted before departure. Approach control service. Air traffic control service

for arriving or departing controlled flights. Note.— An air traffic services reporting office may be established as a separate unit or combined with an Approach control unit. A unit established to provide existing unit, such as another air traffic services unit, air traffic control service to controlled flights arriving or a unit of the aeronautical information service. at, or departing from, one or more aerodromes.

Air traffic services unit. A generic term meaning Approach sequence. The order in which two or more variously, air traffic control unit, flight information aircraft are cleared to approach to land at the centre or air traffic services reporting office. aerodrome.

Airway. A control area or portion thereof established Appropriate ATS authority. The relevant authority in the form of a corridor. designated by the State responsible for providing air

traffic services in the airspace concerned. ALERFA. The code word used to designate an alert phase.

Alerting service. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

Alert phase. A situation wherein apprehension exists as to the safety of an aircraft and its occupants. 15/11/12 Page 2- 4 Amendment 3

Manual of Air Traffic Services Chapter 2- Definitions

ATS surveillance service. Term used to indicate a Appropriate authority. service provided directly by means of an ATS surveillance system. a) Regarding flight over the high seas: The relevant authority of the State of Registry. ATS surveillance system. A generic term meaning variously, ADS-B, PSR, SSR or any comparable b) Regarding flight other than over the high seas: The ground-based system that enables the identification of relevant authority of the State having sovereignty aircraft. over the territory being over flown. Note.- A comparable ground-based system is one that Apron. A defined area, on a land aerodrome, has been demonstrated, by comparative assessment or intended to accommodate aircraft for purposes of other methodology, to have a level of safety and loading or unloading passengers, mail or cargo, performance equal to or better than monopulse SSR. fuelling, parking or maintenance. Automatic dependent surveillance –broadcast Apron management service. A service provided to (ADS-B). A means by which aircraft, aerodrome regulate the activities and movement of aircraft and vehicle and other objects can automatically transmit vehicles on an apron. and/or receive data such as identification, position and additional data, as appropriate, in a broadcast mode Area control centre (ACC). A unit established to via a data link. provide air traffic control service to controlled flights in control areas under its jurisdiction. Automatic dependent surveillance — contract (ADS-C). A means by which the terms of an ADS-C Area control service. Air traffic control service for agreement will be exchanged between the ground controlled flights in control areas. system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be Area navigation (RNAV). A method of navigation initiated, and what data would be contained in the which permits aircraft operation on any desired flight reports. path within the coverage of station-referenced navigation aids or within the limits of the capability Note.— The abbreviated term “ADS contract” is of self-contained aids, or a combination of these. commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract or an Area navigation route. An ATS route established for emergency mode. the use of aircraft capable of employing area navigation. Automatic terminal information service (ATIS). The automatic provision of current, routine Assignment, assign. Distribution of frequencies to information to arriving and departing aircraft stations. Distribution of SSR Codes or 24-bit aircraft throughout 24 hours or a specified portion thereof: addresses to aircraft. Data link-automatic terminal information service (D- ATIS). The provision of ATIS via data link. Voice- ATIS. The symbol used to designate automatic automatic terminal information service (Voice- terminal information service. ATIS). The provision of ATIS by means of continuous and repetitive voice broadcasts. ATS route. A specified route designed for channeling the flow of traffic as necessary for the provision of air B traffic services. Base turn. A turn executed by the aircraft during the Note 1.— The term “ATS route” is used to mean initial approach between the end of the outbound variously, airway, advisory route, controlled or track and the beginning of the intermediate or final uncontrolled route, arrival or departure route, etc. approach track. The tracks are not reciprocal. Note 2.— An ATS route is defined by route specifications which include an ATS route designator, Note.— Base turns may be designated as being made the track to or from significant points (waypoints), either in level flight or while descending, according to distance between significant points, reporting the circumstances of each individual procedure. requirements and, as determined by the appropriate

ATS authority, the lowest safe altitude.

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Blind transmission. A transmission from one station Computer. A device which performs sequences of to another station in circumstances where two-way arithmetical and logical steps upon data without communication cannot be established but where it is human intervention. believed that the called station is able to receive the Note.— When the word “computer” is used in this transmission. document it may denote a compute complex, which includes one or more computers and peripheral Broadcast. A transmission of information relating to equipment. air navigation that is not addressed to a specific station or stations. Conference communication Communication facilities whereby direct speech conversation may be conducted between three or more locations C simultaneously.

Calendar. Discrete temporal reference system that Contact point. A specified position, time or level at provides the basis for defining temporal position to a which an aircraft is required to establish radio resolution of one day (ISO 19108). communication with an air traffic control unit.

Ceiling. The height above the ground or water of the Control area. A controlled airspace extending base of the lowest layer of cloud below 20 000 ft upwards from a specified limit above the earth. covering more than half the sky.

Controlled aerodrome. An aerodrome at which air Change-over point. The point at which an aircraft traffic control service is provided to aerodrome navigating on an ATS route segment defined by traffic. reference to very high frequency omni directional Note.— The term “controlled aerodrome” indicates radio ranges is expected to that air traffic control service is provided to

aerodrome traffic but does not necessarily imply that transfer its primary navigational reference from the a control zone exists. facility behind the aircraft to the next facility ahead of the aircraft. Controlled airspace. An airspace of defined Note.— Change-over points are established to dimensions within which air traffic control service is provide the optimum balance in respect of signal provided in accordance with the airspace strength and quality between facilities at all levels to classification. be used and to ensure a common source of azimuth guidance for all aircraft operating along the same Note.— Controlled airspace is a generic term which portion of a route segment. covers ATS airspace Classes A, B, C, D and E.

Clearance limit. The point to which an aircraft is Controlled flight. Any flight which is subject to an granted an air traffic control clearance. air traffic control clearance.

Clearance void time. A time specified by an air Controller-pilot data link communications traffic control unit at which a clearance ceases to be (CPDLC). A means of communication between valid unless the aircraft concerned has already taken controller and pilot, using data link for ATC action to comply therewith. communications.

Code (SSR). The number assigned to a particular Control sector. A subdivision of a designated control multiple pulse reply signal transmitted by a area within which responsibility is assigned to one transponder in Mode A or Mode C. controller or to a small group of controllers.

Common Point. A point on the surface of the earth Control zone. A controlled airspace extending common to the path of two aircraft, used as a basis for upwards from the surface of the earth to a specified describing longitudinal separation minima (e.g., upper limit. significant point, waypoint, navigation aid, fix).

Note..- Common point is not used for operational Co-ordination. The process of obtaining agreement purposes or in pilot/controller communications. on clearances, transfer of control, advice or

information to be issued to aircraft, by means of information exchanged between air traffic services

18/11/10 Page 2‐ 6 Amendment 2 Manual of Air Traffic Services Chapter 2- Definitions units or between controller positions within such Data quality. A degree or level of confidence that the units. data provided meets the requirements of the data user in terms of accuracy, resolution and integrity. Cruise climb. An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane Datum. Any quantity or set of quantities that mass decreases. may serve as a reference or basis for the calculation of other quantities (ISO 19104). Cruising level. A level maintained during a significant portion of a flight. Decision altitude (DA) or decision height (DH). A specified altitude or height in the precision Current data authority. The designated ground approach or approach with vertical guidance at which system through which a CPDLC a missed approach must be initiated if the required visual reference to continue the approach has not been dialogue between a pilot and a controller currently established. responsible for the flight is permitted to take place. Note 1.— Decision altitude (DA) is referenced to Current flight plan (CPL). The flight plan, mean sea level and decision height (DH) is referenced including changes, if any, brought about by to the threshold elevation. subsequent clearances. Note 2.— The required visual reference means that Note.— When the word “message” is used as a suffix section of the visual aids or of the approach area to this term, it denotes the content and format of the which should have been in view for sufficient time for current flight plan data sent from one unit to another. the pilot to have made an assessment of the aircraft position and rate of Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression of data that change of position, in relation to the desired flight provides a level of assurance against loss or alteration path. In Category III operations with a decision height of data. the required visual reference is that specified for the particular procedure and operation. D Note 3.— For convenience where both expressions Danger area. An airspace of defined dimensions are used they may be written in the form “decision within which activities dangerous to the flight of altitude/ height” and abbreviated “DA/H”. aircraft may exist at specified times. Declared capacity. A measure of the ability of the Data convention. An agreed set of rules governing ATC system or any of its subsystems or operating the manner or sequence in which a set of data may be positions to provide service to aircraft during normal combined into a meaningful communication. activities. It is expressed as the number of aircraft entering a specified portion of airspace in a given Data link communication. A form of period of time, taking due account of weather, ATC communication intended for the exchange of unit configuration, staff and equipment available, and messages via data link. any other factors that may affect the workload of the controller responsible for the Data link initiation capability (DLIC). A data link airspace. application that provides the ability to exchange addresses, names and version numbers necessary to Dependent parallel approaches. initiate data link applications. Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima Data processing. A systematic sequence of between aircraft on adjacent extended runway centre operations performed on data. lines are prescribed. Note.— Examples of operations are the merging, sorting, computing or any other transformation or DETRESFA. The code word used to designate a rearrangement with the object of extracting or distress phase. revising information, or of altering the representation of information. Discrete code. A four-digit SSR Code with the last two digits not being “00”.

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suffix to this term, it denotes the content and Distress phase. A situation wherein there is format of the filed flight plan data as transmitted. reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or Final approach. That part of an instrument approach require immediate assistance. procedure which commences at the specified final approach fix or point, or where such a fix or point is Downstream clearance. A clearance issued to an not specified, aircraft by an air traffic control unit that is not the current controlling authority of that aircraft. a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or Downstream data authority. A designated ground system, different from the current data authority b) at the point of interception of the last track through which the pilot can contact an appropriate specified in the approach procedure; and ends at a ATC unit for the purposes of receiving a downstream point in the vicinity of an aerodrome from which: clearance. 1) a landing can be made; or 2) a missed approach procedure is initiated. E Elevation. The vertical distance of a point or a level, Flight crew member. A licensed crew member on or affixed to the surface of the earth, measured charged with duties essential to the operation of an from mean sea level. aircraft during a flight duty period.

Emergency phase. A generic term meaning, as the Flight information centre. A unit established to case may be, uncertainty phase, alert phase or distress provide flight information service and alerting phase. service.

Estimated elapsed time. The estimated time required Flight information region (FIR). An airspace of to proceed from one significant point to another. defined dimensions within which flight information service and alerting service are provided. and Estimated off-block time. The estimated time at information useful for the safe and efficient conduct which the aircraft will commence movement of flights. associated with departure. Flight level. A surface of constant atmospheric Estimated time of arrival. For IFR flights, the time pressure which is related to a specific pressure datum, at which it is estimated that the aircraft will arrive 1 013.2 hectopascals (hPa), and is separated from over that designated point, defined by reference to other such surfaces by specific pressure intervals. navigation aids, from which it is intended that an instrument approach procedure will be commenced, Note 1.— A pressure type altimeter calibrated in or, if no navigation aid is associated with the accordance with the Standard Atmosphere: aerodrome, the time at which the aircraft will arrive a) when set to a QNH altimeter setting, will indicate over the aerodrome. For VFR flights, the time at altitude; which it is estimated that the aircraft will arrive over b) when set to QFE altimeter setting, will indicate the aerodrome. height above the QFE reference datum; c) when set to a pressure of 1 013.2 hPa, may be used Expected approach time. The time at which ATC to indicate flight levels. expects that an arriving aircraft, following a delay, Note 2.— The terms “height” and “altitude”, used in will leave the holding fix to complete its approach for Note 1 above, indicate altimetric rather than a landing. geometric heights and altitudes.

Note.— The actual time of leaving the holding fix Flight path monitoring. The use of ATS surveillance will depend upon the approach clearance. system for the purpose of providing aircraft with information and advice relative to significant F deviations from nominal flight path, including Filed flight plan (FPL). The flight plan as filed with deviations from the terms of their air traffic control an ATS unit by the pilot or a designated clearances. representative, without any subsequent changes. Note.— When the word “message” is used as a Note.- Some applications may require a specific

18/11/10 Page 2‐ 8 Amendment 2 Manual of Air Traffic Services Chapter 2- Definitions technology e.g. radar, to support the function of Gregorian calendar. Calendar in general use; first flight monitoring. introduced in 1582 to define a year that more closely approximates the tropical year than the Julian Flight plan. Specified information provided to air calendar (ISO19108). traffic services units, relative to an intended flight or portion of a flight of an aircraft. Ground visibility. The visibility at an aerodrome, as reported by an accredited observer. Note.— Specifications for flight plans are contained in Annex 2. A Model Flight Plan Form is contained in H Appendix 2 to PANS-ATM. Heading. The direction in which the longitudinal axis Flight progress board. A board designed and used of an aircraft is pointed, usually expressed in degrees for the tabular display of flight data. from North (true, magnetic, compass or grid).

Flight progress display. A display of data from Height. The vertical distance of a level, a point or an which the actual and intended progress of flights may object considered as a point, measured from a be readily determined. specified datum.

Flight progress strip. Strip used for the display of Holding fix. A geographical location that serves as a flight data on a flight progress board. reference for a holding procedure.

Flight visibility. The visibility forward from the Holding procedure. A predetermined manoeuvre cockpit of an aircraft in flight. which keeps an aircraft within a specified airspace while awaiting further clearance. Flow control. Measures designed to adjust the flow of traffic into a given airspace, along Hot spot. A location on an aerodrome movement area a given route, or bound for a given aerodrome, so as with a history or potential risk of collision or runway to ensure the most effective utilization of the airspace. incursion, and where heightened attention by pilots/drivers is necessary. Forecast. A statement of expected meteorological conditions for a specified time or period, and for a Human Factors principles. Principles which apply specified area or portion of airspace. to aeronautical design, certification, training, G operations and maintenance and which seek safe interface between the human and other system Garbling. The degradation of code information due components by proper consideration to human to the simultaneous presence in a decoder of performance. overlapping reply pulse trains. Human performance. Human capabilities and Geodetic datum. A minimum set of parameters limitations which have an impact on the safety and required to define location and orientation of the local efficiency of aeronautical reference system with respect to the global reference operations. system/frame. I

Glide path. A descent profile determined for vertical IFR. The symbol used to designate the instrument guidance during a final approach. flight rules.

Ground effect. A condition of improved performance IFR flight. A flight conducted in accordance with the (lift) due to the interference of the surface with the instrument flight rules. airflow pattern of therotor system when a helicopter or other VTOL aircraft is operating near the ground. IMC. The symbol used to designate instrument Note.— Rotor efficiency is increased by ground meteorological conditions. effect to a height of about one rotor diameter for most INCERFA. The code word used to designate an helicopters. uncertainty phase.

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Incident. An occurrence, other than an accident, (IMC). Meteorological conditions expressed in terms associated with the operation of an aircraft which of visibility, distance from cloud, and ceiling, less affects or could affect the safety of operation. than the minima specified for visual meteorological Note.— The type of incidents which are of main conditions. interest to the International Civil Aviation Organization for accident prevention studies are listed Note 1.— The specified minima for visual in the ICAO Accident/Incident Reporting Manual meteorological conditions are contained in (Doc 9156). Chapter 3 of Annex 2.

Independent parallel approaches. Note 2.— In a control zone, a VFR flight may proceed Simultaneous approaches to parallel or near-parallel under instrument meteorological conditions if and as instrument runways where radar separation minima authorized by air traffic control. between aircraft on adjacent extended runway centre lines are not prescribed. L

Independent parallel departures. Landing area. That part of a movement area intended Simultaneous departures from parallel or near-parallel for the landing or take-off of aircraft. instrument runways. Level. A generic term relating to the vertical position Initial approach segment. That segment of an of an aircraft in flight and meaning variously, height, instrument approach procedure between the initial altitude or flight level. approach fix and the intermediate approach fix or, where applicable, the final approach fix or point. Location indicator. A four-letter code group formulated in accordance with rules prescribed by Instrument approach procedure (IAP). A ICAO and assigned to the location of an aeronautical series of predetermined manoeuvres by reference to fixed station. flight instruments with specified protection from obstacles from the initial approach M fix, or where applicable, from the beginning of a Manoeuvring area. That part of an aerodrome to be defined arrival route to a point from which a landing used for the take-off, landing and taxiing of aircraft, can be completed and thereafter, if a landing is not excluding aprons. completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach Meteorological information. procedures are classified as follows: Meteorological report, analysis, forecast, and any other statement relating to existing or expected Non-precision approach (NPA) procedure. An meteorological conditions. instrument approach procedure which utilizes lateral guidance but does not utilize vertical guidance. Meteorological office. An office designated to provide meteorological service for international air Approach procedure with vertical guidance (APV). navigation. An instrument approach procedure which utilizes lateral and vertical guidance but does not meet the Meteorological report. A statement of observed requirements established for precision approach and meteorological conditions related to a specified time landing operations. and location.

Precision approach (PA) procedure. An instrument Minimum fuel. The term used to describe a situation approach procedure using precision lateral and in which an aircraft’s fuel supply has reached a state vertical guidance with minima as determined by the where little or no delay can be accepted. category of operation. Note.— This is not an emergency situation but Note – Lateral and vertical guidance refers to the merely indicates that an emergency situation is guidance provided either by: possible, should any undue delay occur. a) a ground-based navigational aid; or b) computer-generated navigational data. Missed approach procedure. The procedure to be followed if the approach cannot be continued. Instrument meteorological conditions

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Mode (SSR). The conventional identifier related to applicable, used in establishing compliance with specific functions of the interrogation signals appropriate obstacle clearance criteria. transmitted by an SSR interrogator. There are four modes specified in Annex 10: A, C, S and intermode. Note 1. — Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is Movement area. That part of an aerodrome to be used referenced to the threshold elevation or in the case of for the take-off, landing and taxiing of aircraft, non-precision approaches to the aerodrome elevation consisting of the manoeuvring area and the apron(s). or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance Multilateration (MLAT) system. A group of height for a circling approach is equipment configured to provide position derived from referenced to the aerodrome elevation. the secondary surveillance radar (SSR) transponder signals (replies or squitters) primarily using time Note 2.— For convenience when both expressions are difference of arrival (TDOA) techniques. Additional used they may be written in the form “obstacle information, including identification, can be extracted clearance altitude/height” and abbreviated “OCA/H”. from the received signals. Operational control. The exercise of authority over N the initiation, continuation, diversion or termination of Near-parallel runways. Non-intersecting runways a flight in the interest of the safety of the aircraft and whose extended centre lines have an angle of the regularity and efficiency of the flight. convergence/ divergence of 15 degrees or less. Operator. A person, organization or enterprise Next data authority. The ground system so engaged in or offering to engage in an aircraft designated by the current data authority through which operation. an onward transfer of communications and control can take place. P

Normal operating zone (NOZ). Airspace of defined Pilot-in-command. The pilot designated by the dimensions extending to either side of an ILS localizer operator, or in the case of general aviation, the owner, course and/or MLS final approach track. Only the as being in command and charged with the safe inner half of the normal operating zone is taken into conduct of a flight. account in independent parallel approaches.

Position indication. The visual indication, in non- NOTAM. A notice distributed by means of symbolic and/or symbolic form, on a situation display, telecommunication containing information concerning of the position of an aircraft, aerodrome vehicle or the establishment, condition or change in any other object. aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel Position symbol. The visual indication in symbolic concerned with flight operations. form, on a situation display, of the position of an

aircraft, aerodrome vehicle or other object obtained No transgression zone (NTZ). In the context of after automatic processing of position data, derived independent parallel approaches, a corridor of airspace from any sources. of defined dimensions located centrally between the two extended runway centre lines, where a penetration Pressure-altitude. An atmospheric pressure expressed by an aircraft requires a controller intervention to in terms of altitude which corresponds to that pressure manoeuvre any threatened aircraft on the adjacent in the Standard Atmosphere.* approach.

O Primary radar. A radar system which uses reflected

radio signals. Obstacle. All fixed (whether temporary or permanent) and mobile objects, parts thereof, that are located on an area intended for the surface movement of aircraft or that extends above a defined surface intended to protect aircraft in flight.

Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as

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Manual of Air Traffic Services Chapter 2- Definitions

Primary surveillance radar (PSR). A surveillance radar system which uses reflected radio signals. Identification. The situation which exists when the position indication of a particular aircraft is seen on a Printed communications. Communications which situation display and positively identified. automatically provide a permanent printed record at each terminal of a circuit of all messages which pass Radar separation. The separation used when aircraft over such circuit. position information is derived from radar sources.

Procedural control. Term used to indicate that Radiotelephony. A form of radio communication information derived from an ATS surveillance system primarily intended for the exchange of information in is not required for the provision of air traffic control the form of speech. service. RCP type. A label (e.g. RCP 240) that represents the Procedural separation. The separation used when values assigned to RCP parameters for providing procedural control. communication transaction time, continuity, availability and integrity. Procedure turn. A manoeuvre in which a turn is made away from a designated track followed by a Receiving unit/controller. Air traffic services unit/air turn in the opposite direction to permit the aircraft to traffic controller to which a message is sent. intercept and proceed along the reciprocal of the designated track. Release time. Time prior to which an aircraft should be given further clearance or prior to which it should Note 1.— Procedure turns are designated “left” or not proceed in case of radio failure. “right” according to the direction of the initial turn.

Repetitive flight plan (RPL). A flight plan related to Note 2.— Procedure turns may be designated as a series of frequently recurring, regularly operated being made either in level flight or while descending, individual flights with identical basic features, according to the circumstances of each individual submitted by an operator for retention and repetitive procedure. use by ATS units.

Profile. The orthogonal projection of a flight path or Reporting point. A specified geographical location portion thereof on the vertical surface containing the in relation to which the position of an aircraft can be nominal track. reported.

PSR blip. The visual indication, in nonsymbolic Required communication performance form, on a situation display of the position of an (RCP). A statement of the performance required for aircraft obtained by primary radar. operational communication in support of specific

ATM functions. R

Radar. A radio detection device which provides Required navigation performance (RNP). information on range, azimuth and/or elevation of A statement of the navigation performance necessary objects. for operation within a defined airspace.

Radar approach. An approach in which the final Note.— Navigation performance and requirements approach phase is executed under the direction of a are defined for a particular RNP type and/or controller using radar. application.

Radar clutter. The visual indication on a situation Rescue coordination centre. A unit responsible for display of unwanted signals. promoting efficient organization of search and rescue

services and for coordinating the conduct of search Radar contact. The situation which exists and rescue operations within a search and rescue when the radar position of a particular aircraft is seen region. and identified on a situation display.

Radar echo. The visual indication on a radar display of a radar signal reflected from an object.

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Rescue unit. A unit composed of trained personnel and provided with equipment suitable for the Secondary radar. A radar system wherein a radio expeditious conduct of search and rescue. signal transmitted from the radar station initiates the transmission of a radio signal from another station. Restricted area. An airspace of defined dimensions, above the land areas or territorial waters of a State, Secondary surveillance radar (SSR). A surveillance within which the flight of aircraft is restricted in radar system which uses transmitters/receivers accordance with certain specified conditions. (interrogators) and transponders.

RNP type. A containment value expressed as a Segregated parallel operations. distance in nautical miles from the intended position Simultaneous operations on parallel or nearparallel within which flights would be for at least 95 per cent instrument runways in which one of the total flying time. runway is used exclusively for approaches and the other runway is used exclusively for departures. Example.— RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per cent Sending unit/controller. Air traffic services unit/air containment basis. traffic controller transmitting a message.

Route description. The unambiguous delineation of a Shoreline. A line following the general contour of the route in terms of an ordered sequence of ATS route shore, except that in cases of inlets or bays less than designators and/or significant points. 30 nautical miles in width, the line shall pass directly across the inlet or bay to intersect the general contour Route segment. A portion of a route to be flown, as on the opposite side. defined by two consecutive significant points specified in a flight plan. SIGMET information. Information issued by a meteorological watch office concerning the Runway. A defined rectangular area on a land occurrence or expected occurrence of specified en- aerodrome prepared for the landing and take-off of route weather phenomena which may affect the safety aircraft. of aircraft operations.

Runway-holding position. A designated position Significant point. A specified geographical location intended to protect a runway, an obstacle limitation used in defining an ATS route or the flight path of an surface, or an ILS critical/sensitive area at which aircraft and for other navigation and ATS purposes. taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome Situation display. An electronic display depicting the control tower. position and movement of aircraft and other information as required. Note.- In radiotelephony phraseologies, the expression “holding point” is used to designate the Slush. Water-saturated snow which with a heel-and- runway –holding position. toe slap down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to Runway incursion. Any occurrence at an aerodrome 0.8. involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designed Note.— Combinations of ice, snow and/or standing for the landing and take-off of aircraft. water may, especially when rain, rain and snow, or snow is falling, produce substances with specific Runway visual range (RVR). The range over which gravities in excess of 0.8. These substances, due to the pilot of an aircraft on the centre line of a runway their high water/ice content, will have a transparent can see the runway surface markings or the lights rather than a cloudy appearance and, at the higher delineating the runway or identifying its centre line. specific gravities, will be readily distinguishable from slush. S Safety management system (SMS). A systematic Snow (on the ground) approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures.

18/11/10 Page 2‐ 13 Amendment 2 Manual of Air Traffic Services Chapter 2- Definitions a) Dry snow. Snow which can be blown if loose or, if Target. In radar, compacted by hand, will fall apart upon release; specific gravity: up to but not including 0.35. 1) generally, any discrete object which reflects or retransmits energy back to the radar equipment; b) Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific 2) specifically, an object of radar search or gravity: 0.35 up to but not including 0.5. surveillance. c) Compacted snow. Snow which has been Taxiing. Movement of an aircraft on the surface of an compressed into a solid mass that resists further aerodrome under its own power, excluding take-off compression and will hold together or break up into and landing. lumps if picked up; specific gravity: 0.5 and over. Taxiway. A defined path on a land aerodrome Special VFR flight. A VFR flight cleared by air established for the taxiing of aircraft and intended to traffic control to operate within a control zone in provide a link between one part of the aerodrome and meteorological conditions below VMC. another, including:

SSR response. The visual indication, in non-symbolic a) Aircraft stand taxi lane. A portion of an apron form, on a radar display, of a response from an SSR designated as a taxiway and intended to provide transponder in reply to an interrogation. access to aircraft stands only.

Standard instrument arrival (STAR). A designated b) Apron taxiway. A portion of a taxiway system instrument flight rule (IFR) arrival route linking a located on an apron and intended to provide a through significant point, normally on an ATS route, with a taxi route across the apron. point from which a published instrument approach procedure can be commenced. c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to allow Standard instrument departure (SID). A landing aero planes to turn off at higher speeds than designated instrument flight rule (IFR) departure are achieved on other exit taxiways thereby route linking the aerodrome or a specified runway of minimizing runway occupancy times. the aerodrome with a specified significant point, normally on a designated ATS route, at which the en- Terminal control area (TMA). A control area route phase of a flight commences. normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. Station declination. An alignment variation between the zero degree radial of a VOR and true north, determined at the time the VOR station is calibrated. Threshold. The beginning of that portion of the runway usable for landing. Stopway. A defined rectangular area on the ground at the end of take-off run available prepared as a suitable Time difference of arrival (TDOA). The difference in area in which an aircraft can be stopped in the case of relative time that a transponder signal from the same an abandoned take-off. aircraft (or ground vehicle) is received at different receivers. Surveillance radar. Radar equipment used to determine the position of an aircraft in range and Total estimated elapsed time. For IFR flights, the azimuth. estimated time required from take-off to arrive over that designated point, defined by reference to Synthetic display. A display of computer generated navigation aids, from which it is intended that an information, normally comprising aircraft positions instrument approach procedure will be commenced, and associated data presented in alphanumeric or or, if no navigation aid is associated with the symbolic form. destination aerodrome, to arrive over the destination aerodrome. For VFR flights, the estimated time T required from take-off to arrive over the destination Tabular display. A display of information in the aerodrome. form of a table.

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Touchdown. The point where the nominal glide path Unmanned free balloon. A non-power driven, intercepts the runway. unmanned, lighter-than-air aircraft in free flight.

Note.— “Touchdown” as defined above is only a Note.— Unmanned free balloons are classified as datum and is not necessarily the actual point at which heavy, medium or light in accordance with the aircraft will touch the runway. specifications contained in Annex 2, Appendix 4.

Track. The projection on the earth’s surface of the V path of an aircraft, the direction of which path at any point is usually expressed in degrees from North Vectoring. Provision of navigational guidance to (true, magnetic or grid). aircraft in the form of specific headings, based on the use of an ATS surveillance system. Traffic avoidance advice. Advice provided by an air traffic services unit specifying manoeuvres to assist a VFR. The symbol used to designate the visual flight pilot to avoid a collision. rules.

Traffic information. Information issued by an air VFR flight. A flight conducted in accordance with traffic services unit to alert a pilot to other known or the visual flight rules. observed air traffic which may be in proximity to the position or intended route of flight and to help the Visibility. Visibility for aeronautical purposes is the pilot avoid a collision. greater of:

Transfer of control point. A defined point located a) the greatest distance at which a black object of along the flight path of an aircraft, at which the suitable dimensions, situated near the ground, can be responsibility for providing air traffic control service seen and recognized when observed against a bright to the aircraft is transferred from one control unit or background; control position to the next. b) the greatest distance at which lights in the vicinity Transferring unit/controller. Air traffic control of 1 000 candelas can be seen and identified against unit/air traffic controller in the process of transferring an unlit background. the responsibility for providing air traffic control service to an aircraft to the next air traffic control Note. — The two distances have different values in air unit/air traffic controller along the route of flight. of a given extinction coefficient, and the latter b) varies with the background illumination. The former Transition altitude. The altitude at or below which a) is represented by the meteorological optical range the vertical position of an aircraft is controlled by (MOR). reference to altitudes. Visual approach. An approach by an IFR flight when Transition layer. The airspace between the transition either part or all of an instrument approach procedure altitude and the transition level. is not completed and the approach is executed in visual reference to terrain. Transition level. The lowest flight level available for use above the transition altitude. Visual meteorological conditions. Meteorological conditions expressed in terms of visibility, distance U from cloud, and ceiling, equal to or better than specified minima. Uncertainty phase. A situation wherein uncertainty exists as to the safety of an aircraft and its occupants. Note.— The specified minima are contained in Annex 2, Chapter 4. Unlimited route concept. A concept of controlled airspace organization which allows an operator VMC. The symbol used to designate visual complete freed on to choose the route to be taken by a meteorological conditions. flight from one point to another provided that the route is adequately defined in the flight plan and adhered to as accurately as circumstances permit.

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Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either:

Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or

Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.

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CHAPTER 3

GENERAL

3.1 Organizational structure and functions 4 Establishment of Danger / Prohibited and restricted areas and changes to mentioned areas in 3.1.1 Department of Civil Aviation Myanmar coordination with concerned Government Agencies. 3.1.1.1 The Department of Civil Aviation, Myanmar, under the Ministry of Transport, is primarily 4 Providing Search & Rescue coordination for responsible for the regulation of civil aviation and the aircraft in distress safe operation and orderly development of air transport in Myanmar. DCA is also responsible for the 4 Providing Aeronautical Information Service provision of aeronautical services, such as Air (AIS) as prescribed by ICAO to all domestic and Navigation Services, Airport operation and international airlines and ATS of other countries. maintenance. 4 Survey of airports, publication of aeronautical 3.1.1.2 DCA website www.dca.gov.mm and maps and charts Departmental exposition provide details of the organizational structure of DCA and their functions. 4 Development of Instrument Approach procedures & Instrument Approach charts. 3.1.1.3 Postal and telegraphic address 4 Monitor and control of obstructions around Department of Civil Aviation of Myanmar, airports to ensure compliance with SARPS of DCA Building ICAO. Yangon International Airport Telephone: 951- 533008 4 Coordination with International Civil Aviation Fax: 951-533016 Organization, Regional Office Bangkok and Email : [email protected] Headquarters Montreal, Canada on matters AFS VYYYYAYX relating to airspace management, provision of Air Navigation Services and aviation rules and 3.1.2 Functions of Department of Civil Aviation of regulations. Myanmar and ATM Division 4 Manpower Planning, training and award of 3.1.2.1 Various functions of Department of Civil ratings to Air Traffic Controllers in conformity Aviation, Myanmar are listed in Chapter III of with ICAO rules and regulations as stated in the AAI ACT, 1994 Annex 1 (Personnel Licensing).

3.1.2.2 Functions of Air Traffic Control Division are 4 Monitoring of standards and procedures in the as follows: provision of Air Traffic Services.

4 Provision of Air Traffic Services (ATS) to all 4 Investigation of Air Traffic Incidents in arriving, departing & over flying aircraft over coordination with DGCA and taking corrective Myanmar airspace. action thereupon.

4 Establishment of ATS routes, realignment of 4 Matters related to Aviation Security. existing air routes in consultation with user airlines and international bodies such as IATA 4 Monitoring of environmental hazards at airports. and ICAO. 3.1.2.3 Provision of air traffic management services is 4 Establishment of control zones and control areas one of the essential functions of DCA. This function is and changes to existing control zones and areas. carried out under the direction and control of DGCA.

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The Dy Director (ATM),is the head of ATM Division and is responsible to supervise the provision of ATS at d) Training including refresher training needs; Yangon ATCC and Aerodrome/approach control units of Yangon International and other e) Leave requirements. International/Domestic Airports. 3.5 Provision of air traffic services 3.1.1.4 The function to plan, procure, install and maintain navigational and surveillance aids and 3.5.1 With the exception of certain military areas, the communication equipments at the airports and at such Air Traffic Services are provided for the entire locations as may be considered necessary for safe airspace over Myanmar Territory including territorial navigation of aircraft, is carried out by CNS Division. waters as well as the airspace over the high sea within Yangon FIR. This airspace covers approximately ---- 3.2 Roles and responsibilities of air traffic million sq. NM. management Division 3.5.2 The need for the provision of air traffic services 3.2.1 ATM services include provision of Air Traffic has been determined by consideration of the Control, Airspace Management, Air Traffic Flow following: management and management of ATC licensing and training. a) the types of air traffic involved;

3.2.2 The ATM Division oversees corporate strategy, b) the density of air traffic; development of processes and procedures for safety and uniformity in the provision of air traffic services, c) the meteorological conditions. strategic supervision of the provision of air traffic services, training and rating of air traffic controllers, 3.5.3 Flight Information Centre has been established including refresher training, coordination with other at Yangon ATCC as per specifications given in para concerned organizations outside Myanmar. The 2.9 of Annex 11 to provide flight information service ATMD has also been assigned the responsibilities and alerting service. related to the provision of, Aeronautical Information Services and Cartography Services. 3.5.4 Those portions of the airspace where it has been determined that air traffic control service will be 3.3 Operational supervision provided to IFR flights have been designated as control areas or terminal control areas or control zones The dynamic application of supervision of air traffic as detailed in AIP Myanmar. services rests with the Dy Director ATM of ATC Center and two International Airports where ATS 3.5.5 Those portions of the airspace where it has been Units are established for the provision of air traffic determined that air traffic control service will be services. The DDATM, AGMs (CNS) also receive provided to VFR flights also have been designated as technical and administrative support and guidance Class B,C,D airspace. from the ATMD. 3.5.6 The control areas and control zones within a 3.4 ATM staffing Flight Information Region form part of that Flight Information Region. These control areas and control 3.4.1 The ATM Division is responsible to determine zones have been designed as per specifications given the operational (ATM) staffing requirements for the in para 2.9 of Annex 11. country as a whole for staff planning purposes. The staff requirements are worked out taking into account: 3.5.7 Following air traffic control units have been established to provide air traffic control service, flight a) ATS requirements based on assessment of traffic information service and alerting service within control levels and airspace complexities; areas, control zones and at controlled aerodromes.

b) Number of operational shifts to be operated; a) Area Control Centre:

c) Fatigue management;

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Area Control Centre has been established at Yangon control units have also been identified by the names of operates for 24 hours as published in AIP Myanmar. the nearby towns / cities except that where more than one aerodromes are located near a city, the aerodrome b) Approach control units and Aerodrome Control control tower at the smaller aerodrome in the city, has Towers: been identified by the name of its location..

(i) Separate Approach control units and aerodrome 3.5.13 The control zones, control areas and flight control towers have been established at Yangon and information regions have been identified by the names Mandalay airports to provide Approach control and of the units having jurisdiction over such airspaces. Aerodrome Control Service. 3.5.14 ATS routes have been published in AIP. These 3.5.10. The aerodrome control service provided by routes have been identified, established and Aerodrome Control Tower at the controlled designated as per provisions under para 2.11 of Annex aerodromes is limited to airspace in the vicinity of the 11. aerodrome & the maneuvering area of the aerodrome, which consist of all Aerodrome Control service 3.5.15 RNP 10 has been prescribed for some of the separately. designated ATS routes published in AIP ENR 3. These routes have been prescribed on the basis of (ii) Aerodrome control towers have been established regional air navigation agreements and are appropriate at following airports to provide both aerodrome to level of communications, navigation, surveillance control service as well as approach control service: and air traffic services provided in the concerned airspace. Dawei, Bagan Nyaung U, Heho, Myiitkyina and Sittwe. Details on hours of operation of these 3.5.16 The summary of the Air Traffic Services aerodrome control towers are published in provided by each ATC unit, including airspace Aeronautical Information Publications, India. classification, airspace designation, airspace jurisdiction, hours of operation and the type of service, (iii) Aerodrome control towers where only aerodrome is published in the AIP Myanmar. The relevant maps control service is provided to aerodrome traffic: and charts are published in the AIP. Aniskan, Ann, Banmaw Bokpyinn, Hommalin, Hpa an, Kalay, Kanti Kawthoung, Kengtung, Kayukpyi, 3.5.17 Determination and reporting of air traffic Lasho,, Loikaw, Magway, Mawlamyine, Mong-hsat, services-related aeronautical data is undertaken by Monywar, Myeik, Namsang, Naypyidaw, Panthein, Cartography section of ATM Division. The Pakhokku, Putao, Tachileik, Taungoo, Thandwe. determination and reporting of these data is undertaken manually. No electronic aeronautical data 3.5.8 Air traffic control service is provided to system is available. aerodrome traffic at the aerodromes listed in 3.5.7 (b) above and accordingly these are designated as 3.5.18 The Cartography Section of ATM Division is controlled aerodromes. responsible for the provision of raw aeronautical information/data to the aeronautical information 3.5.9 The hours of operations of air traffic services or services. It does so while taking into account specified ATC units are published in the AIP Myanmar. Any accuracy & integrity requirements for aeronautical changes or amendments are notified by NOTAM and data in appendix 5 to Annex 11. subsequently, through AIP amendment. 3.6 Search and rescue (SAR) 3.5.11 The movement of persons or vehicles including towed aircraft on the manoeuvring area of an 3.6.1 Responsible Authority aerodrome is controlled by the aerodrome control tower as necessary to avoid hazard to them or to The Search and Rescue Service in Myanmar is aircraft landing, taxiing or taking off. coordinated by the DCA Myanmar in collaboration with the National Search and Rescue Committee 3.5.12 Flight information centers and area control which has the responsibility for making the necessary centers have been identified by the names of nearby facilities available. towns / cities. Aerodrome control towers and approach

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3.6.2 Area of Responsibility General of Civil Aviation. The postal and telegraphic address of Director General of Civil Aviation is given The Search and Rescue Service is responsible for on page GEN 1.1 of AIP Myanmar. entire Myanmar territory including territorial waters, as well as airspace over high seas encompassed by 3.7 Recruitment procedure for air traffic control Yangon FIR. officers

3.6.3 Search and Rescue Coordination Centers and Air Traffic Control Officers (ATCO) and ATC Units Assistants are recruited as per the established recruitment procedures of DCA. The candidates must Details of the Rescue coordination centers and related meet the minimum prescribed qualification search and rescue units are given on page GEN 3.6-1 requirements. Such candidates have to undergo the to GEN 3.6-3. In addition, various other departments selection process, including a competitive of the governments viz, Myanmar P&T, News & examination, personal interview and medical Information Dept, Myanmar Police Force and District examination. /Township General Administration Dept etc, Municipal and Local Bodies, Airlines Operators, 3.8 ATC training Mercantile Marine, Myanmar Port Authority and Armed Forces are available for search and rescue 3.8.1 Selected incumbents are nominated to undergo missions when required. ATC training programmes of prescribed durations, at the Civil Aviation Training Institute, Yangon. 3.6.3.1 When SAR operations are needed, two Rescue (C.A.T.I. Myanmar) Co-ordination Centers have been established. One is Southern Rescue Coordination Center at Mingaladon 3.8.2 The ATM Faculty at C.A.T.I. conducts Air Force Base, Yangon International Airport and the following courses: other one is Northern Rescue Co-ordination Center at Air Force Flying Training Base, Meiktila. a) Basic ATC and Aerodrome Control Courses Basic ATC Course and Aerodrome Control Course is 3.6.4 Satellite aided Search and Rescue conducted for Recruited ATC Assistants.

3.6.4.1 Myanmar has evolved a Satellite Aided Search b) ATC Procedural Courses and Rescue Program participation in the 4 Aerodrome Control Course COSPAS/SARSAT system. It operates on 121.5, 4 Approach Control Procedural Course 243.0 MHz and 406 MHz. Location accuracy is 4 Area Control Procedural Course normally within 20 Kms on 121.5 and 243 MHz and 5 Km on 406 MHz. The system will detect transmission c) ATC Surveillance Courses on these three frequencies through out the Myanmar. 4 Approach Control Surveillance Course 4 Area Control Surveillance Course 3.6.5 Provision of SAR Service d) Specialist Courses The SAR service is provided in accordance with the 4 Search and Rescue Course provisions contained in National SAR Plan, LOA 4 ATC (OJT) Instructional Technique Course between ATS units and Rescue Coordination Centers 4 RNP/RNAV Application Criteria Course for emergency response. 4 Aeronautical Information Service Course 4 Basic PANS-OPS (instrument procedure 3.6.6 SAR Agreements designing) Course

3.6.6.1 At present Myanmar has SAR agreement with 3.8.3 Admission Criteria other adjacent countries. Basic ATC and Aerodrome Control Course for 3.6.6.2 Requests for the entry of aircraft, equipment Recruited ATC Assistants. and personnel from other states to engage in search for aircraft in Distress and for rescue of survivors of 4 BSc or BA Degree in any subjects crashed aircraft should be transmitted to the Director

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4 Good Command of English language, both c) Individual records of the assessment shall be written and spoken. maintained at the station concerned and quarterly report sent to DDATS (S&P) 4 Medical fitness as per ICAO Annex-1 d) ATS incharge will ensure that all the rated 4 Voice Test. controllers spend sufficient time at the operating positions to enable them to maintain satisfactory level 3.8.4 Course Examination at CATI of proficiency.

At the end of every training schedule, the trainees 3.10.2 Periodic assessment have to pass a written examination, as well as practical examination consisting of simulated air traffic control 3.10.2.1 Joint proficiency checks will be carried out exercises & an oral examination. by a team comprising of officers from the ANSD officers of the DGCA, twice every year, at all the 3.9 On-the-job training and rating International Airports and the ACC center. The team will also be responsible to identify operational and/or 3.9.1 The ATC Officers, on successful completion of system deficiency, if any, and report the same to the the approved course(s) at CATI, are required to DD ATM for immediate remedial actions before undergo on-the-job training (OJT) in ATC units at the submitting the final report. stations of their posting for a minimum of specified period, The ATCOs during OJT shall have 3.10.2 In case it is found that the performance of an demonstrated a level of knowledge appropriate to the air traffic controller is unsatisfactory, his/her rating (s) ATC unit in specified topics for becoming eligible to may be suspended and appropriate corrective training take the rating examination. arranged and proficiency reassessed as per laid down procedures prescribed in MCARs Part 5 section 4of 3.9.2 A rating examination shall be held after the ATC controller Licence, Manual of ATC Licensing ATCO has built up sufficient confidence and has and ATC Assessment Manual. shown ability to deal with various situations in handling Air Traffic independently. The rating 3.10.3 Proficiency assessment of air traffic controllers examination shall consist of: shall be carried subject to the requirements and procedures notified in MCARs Part 5 section 4of ATC 4 A written examination controller Licence, Manual of ATC Licensing and 4 Practical Skill Assessment ATC Assessment Manual. 4 An oral examination

3.9.3 All ratings are issued subject to the requirements ______and processes notified in MCARs for Air Traffic Controller Licence as amended from time to time.

3.10 Checking programme . 3.10.1 Regular Assessment a) Proficiency assessment at ATC Units shall be conducted by respective DCATCO. b) Proficiency assessment shall be conducted at regular intervals and it will be ensured that every controller is assessed on all the operating positions for which ratings are held by the controller

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CHAPTER 4 AIR TRAFFIC SERVICES

4.1 Objectives of the air traffic services following objectives: a) prevent collisions between aircraft; 4.1.1 The objectives of the air traffic services shall be to: b) expedite and maintain an orderly flow of air traffic; a) prevent collisions between aircraft; ii) Approach control service b) prevent collisions between aircraft on the manoeuvring area and obstructions on that The provision of air traffic control service for those area; parts of controlled flights associated with arrival or departure, in order to accomplish following objectives: c) expedite and maintain an orderly flow of air traffic; a) prevent collisions between aircraft;

d) provide advice and information useful b) expedite and maintain an orderly flow of air for the safe and efficient conduct of traffic; flights; iii) Aerodrome control service: e) notify appropriate organizations regarding aircraft in need of search and rescue aid, and The provision of air traffic control service for assist such organizations as required. aerodrome traffic, except for those parts of flights which are under the jurisdiction Approach Control to accomplish objectives: 4.2 Divisions of the air traffic services a) prevent collisions between aircraft; 4.2.1 The air traffic services comprise of three services identified as follows: b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area; 4.2.1.1 Air traffic control service c) expedite and maintain an orderly flow of air traffic; 4.2.1.1.1 The air traffic control service, to accomplish following objectives: 4.2.1.2 Flight information service

a) prevent collisions between aircraft; 4.2.1.2.1 The flight information service, to accomplish following objective: b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area; Provide advice and information useful for the safe and efficient conduct of flights. c) expedite and maintain an orderly flow of air traffic; 4.2.1.3 Alerting service

4.2.1.1.2 Air traffic control services have been divided 4.2.1.3.1 The alerting service to accomplish in three parts as follows: following objective: i) Area control service Notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such The provision of air traffic control service for controlled organizations as required. flights, except for those parts of such flights which are under the jurisdiction of 4.3 Classification of airspaces Approach Control or Aerodrome Control to accomplish

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4.3.1 ATS airspaces in India are classified and designated in accordance with following. c) to all special VFR flights;

Class D: d) to all aerodrome traffic at controlled aerodromes.

IFR and VFR flights are permitted and all flights are 4.5 Provision of air traffic control service provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic The parts of air traffic control service described in information in respect of VFR flights. VFR flights 4.2.1.1.2 shall be provided by the various units as receive traffic information in respect of all other flights. follows: Airspaces in terminal areas, control areas, control zones and aerodrome traffic zones have been classified and 4.5.1 Area control service designated as class D airspace. Area control service shall be provided: Class E: a) by an area control centre (ACC); or IFR and VFR flights are permitted; IFR flights are provided with air traffic control service and are b) by the unit providing approach control service in a separated from other IFR flights. IFR flights receive control zone or in a control area of limited extent which traffic information in respect of VFR flights; VFR is designated primarily for the provision of approach flights receive traffic information in respect of all other control service, when no ACC is established. flights, as far as is practical. Class E is not be used for control zones. Airspaces in designated ATS routes 4.5.2 Approach control service outside terminal areas, control areas and control zones, where air traffic control service is provided, have been Approach control service shall be provided: classified and designated as class E airspace. a) by an aerodrome control tower or an ACC, when it Class F: is necessary or desirable to combine under the responsibility of one unit the functions of the IFR and VFR flights are permitted. All IFR flights approach control service and those of the receive an air traffic advisory service and all flights aerodrome control service or the area control receive flight information service, if requested. service; or Airspaces in designated ATS route segments outside terminal areas, control areas and control zones, where b) by an approach control unit, when it is established air traffic advisory service is provided, have been as a separate unit. classified and designated as class F airspace. 4.5.3 Aerodrome control service Class G: Aerodrome control service shall be provided IFR and VFR flights are permitted and receive flight by an aerodrome control tower. information service if requested. Airspaces other than those in Class D, E and F have been 4.6 Operation of air traffic control service classified and designated as class G airspace. 4.6.1 In order to provide air traffic control service, an 4.3.2 Requirements for flights within each class of air traffic control unit shall: airspace shall be as shown in Table-1 on next page. a) be provided with information on the intended 4.4 Application of air traffic control service movement of each aircraft, or variations therefrom, and with current information on the actual Air traffic control service shall be provided: progress of each aircraft; a) to all IFR flights in airspace Classes D and E; b) determine from the information received, the relative positions of known aircraft to each other; b) to all VFR flights in airspace Classes D;

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c) issue clearances and information for the purpose of between units providing aerodrome control service and preventing collision between aircraft under its units providing approach control service as follows: control and of expediting and maintaining an orderly flow of traffic; 4.8.1.1.1.1 Arriving aircraft:

d) coordinate clearances as necessary with other 4.8.1.1.1.1.1 The responsibility of control of an arriving units: aircraft shall be transferred from the unit providing approach control service to the aerodrome control tower 1) whenever an aircraft might otherwise conflict when the aircraft: with traffic operated under the control of such other units; a) is in the vicinity of the aerodrome, and:

2) before transferring control of an aircraft to such 1) it is considered that approach and landing other units. will be completed in visual reference to the ground, or 4.6.2 Information on aircraft movements, together with a record of air traffic control clearances issued to such 2) has reached uninterrupted visual meteorological conditions, or 4.6.3 Aircraft shall be so displayed as to permit ready analysis in order to maintain an efficient flow of air b) is at a prescribed point or level, as specified in traffic with adequate separation between aircraft. Local Instruction; or

4.7 Responsibility for control c) has landed,

4.7.1 Responsibility for control of individual flights 4.8.1.1.1.1.2 Transfer of communications to the aerodrome controller should be effected at such a point, A controlled flight shall be under the control of only one level or time that clearance to land or alternative air traffic control unit at any given time. instructions, as well as information on essential local traffic, can be issued in a timely manner. 4.7.2 Responsibility for control within a given block of airspace 4.8.1.1.1.2 Departing aircraft.

Responsibility for the control of all aircraft operating The responsibility for the control of a departing aircraft within a given block of airspace shall be vested in a shall be transferred from the unit providing aerodrome single air traffic control unit. However, control of an control service to the unit providing approach control aircraft or groups of aircraft may be delegated to other service: air traffic control units provided that coordination between all air traffic control units concerned is assured. a) when visual meteorological conditions prevail in the vicinity of the aerodrome: 4.8 Transfer of responsibility for control 1) prior to the time the aircraft leaves the vicinity 4.8.1 Place or time of transfer of the aerodrome, or

The responsibility for the control of an aircraft shall be 2) prior to the aircraft entering instrument transferred from one air traffic control unit to another as meteorological conditions, or follows: 3) when the aircraft is at a prescribed point or 4.8.1.1 Between an aerodrome control tower and a unit level, as specified in Unit Instruction ; providing approach control service b) when instrument meteorological conditions prevail 4.8.1.1.1 Except for flights which are provided at the aerodrome: aerodrome control service only, the control of arriving and departing controlled flights shall be divided 1) immediately after the aircraft is airborne, or

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2) when the aircraft is at a prescribed point or level, control unit having adequate facilities for the exercise of as specified in Unit Instruction . such responsibilities;

4.8.1.2 Between a unit providing approach control b) within controlled airspace and at controlled service and a unit providing area control service aerodromes: by the relevant air traffic control units.

4.8.1.2.1 When area control service and approach 4.10 Time in air traffic services control service are not provided by the same air traffic control unit, responsibility for controlled flights shall 4.10.1 Air traffic services units shall use Coordinated rest with the unit providing area control service except Universal Time (UTC) and shall express the time in that a unit providing approach control service shall be hours and minutes and, when required, seconds of the responsible for the control of: 24-hour day beginning at midnight.

a) arriving aircraft that have been released to it by the 4.10.2 Air traffic services units shall be equipped with ACC; clocks indicating the time in hours, minutes and seconds, clearly visible from each operating position in b) departing aircraft until such aircraft are released to the unit concerned. the ACC. 4.10.3 Air traffic services unit clocks and other time 4.8.1.2.2 A unit providing approach control service shall recording devices shall be checked as necessary to assume control of arriving aircraft, provided such ensure correct time to within plus or minus 30 seconds aircraft have been released to it, upon arrival of the of UTC. Wherever data link communications are aircraft at the point, level or time agreed for transfer of utilized by an air traffic services unit, clocks and other control, and shall maintain control during approach to time-recording devices shall be checked as necessary to the aerodrome. ensure correct time to within 1 second of UTC.

4.8.1.3 Between two units providing area control service 4.10.4 The correct time shall be obtained from a standard time station or, if not possible, from another The responsibility for the control of an aircraft shall be unit which has obtained the correct time from such transferred from a unit providing area control service in station. a control area to the unit providing area control service in an adjacent control area at the time of crossing the 4.10.5 Aerodrome control towers shall, prior to an common control area boundary as estimated by the aircraft taxiing for take-off, provide the pilot with the ACC having control of the aircraft or at such other correct time. Air traffic services units shall, in addition, point, level or time as has been agreed between the two provide aircraft with the correct time on request. Time units. checks shall be given to the nearest half minute.

4.8.1.4 Between control sectors/positions within the 4.11 FLIGHT PLAN same air traffic control unit 4.11.1 Flight plan form The responsibility for the control of an aircraft shall be transferred from one control sector/position to another Note.— Procedures for the use of repetitive flight plans control sector/position within the same ATC unit at a are contained in Chapter 16, Section 16.4. point, level or time, as specified in local instructions. 4.11.1.1 A flight plan form based on the model in 4.9 Responsibilities for the provision of flight Appendix 2 should be provided and should be used by information service and alerting service operators and air traffic services units for the purpose of completing flight plans. Flight information service and alerting service are provided as follows: Note.— A different form may be provided for use in completing repetitive flight plan listings. a) within a flight information region (FIR): by a flight information centre, unless the responsibility for providing such services is assigned to an air traffic

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4.11.1.2 The flight plan form should be printed and and the old flight plan cancelled, whichever is should include an English text in addition to the applicable. language(s) of the State concerned. 4.11.2.2 During flight Note.— The Model Flight Plan Form in Appendix 2 is printed in English and one other of the languages of the 4.11.2.2.1 A flight plan to be submitted during flight Organization for illustration purposes. should normally be transmitted to the ATS unit in charge of the FIR, control area, advisory area or 4.11.1.3 Operators and air traffic services units should advisory route in or on which the aircraft is flying, or in comply with the instructions for completion of the flight or through which the aircraft wishes to fly or to the plan form and the repetitive flight plan listing form aeronautical telecommunication station serving the air given in Appendix 2. traffic services unit concerned. When this is not practicable, it should be transmitted to another ATS unit Note. — The instructions for completing the flight plan or aeronautical telecommunication station for form given in Appendix 2 may be conveniently printed retransmission as required to the appropriate air traffic on the inside cover of flight plan form pads, or posted in services unit. briefing rooms. 4.11.2.2.2 Where relevant, such as in respect of ATC 4.11.1.4 An operator shall, prior to departure: units serving high- or medium-density airspace, the appropriate ATS authority should prescribe conditions a) ensure that, where the flight is intended to operate and/or limitations with respect to the submission of on a route or in an area where an RNP type is flight plans during flight to ATC units. prescribed, the aircraft has an appropriate RNP approval, and that all conditions applying to that Note.— If the flight plan is submitted for the purpose of approval will be satisfied; obtaining air traffic control service, the aircraft is required to wait for an air traffic control clearance prior b) ensure that, where operation in reduced vertical to proceeding under the conditions requiring compliance separation minimum (RVSM) airspace is planned, with air traffic control procedures. If the flight plan is the aircraft has the required RVSM approval; and submitted for the purpose of obtaining air traffic advisory service, the aircraft is required to wait for c) ensure that, where the flight is intended to operate acknowledgment of receipt by the unit providing the where an RCP type is prescribed, the aircraft has service. an appropriate RCP approval, and that all conditions applying to that approval will be 4.11.3 Acceptance of a flight plan satisfied. The first ATS unit receiving a flight plan, or change 4.11.2 Submission of a flight plan thereto, shall:

4.11.2.1 Prior to departure a) check it for compliance with the format and data conventions; 4.11.2.1.1 Except when other arrangements have been made for submission of repetitive flight plans, a flight b) check it for completeness and, to the extent plan submitted prior to departure should be submitted to possible, for accuracy; the air traffic services reporting office at the departure aerodrome. If no such unit exists at the departure c) take action, if necessary, to make it acceptable to aerodrome, the flight plan should be submitted to the the air traffic services; and unit serving or designated to serve the departure aerodrome. d) indicate acceptance of the flight plan or change thereto, to the originator. 4.11.2.1.2 In the event of a delay of 30 minutes in excess of the estimated off-block time for a controlled flight or a delay of one hour for an uncontrolled flight 4.12 Air traffic control clearances for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted

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Air traffic control clearances shall be based solely on 4.12.3.1 When an aircraft files, at the departure the requirements for providing air traffic control service aerodrome, flight plans for the various stages of flight through intermediate stops, the initial clearance limit 4.12.1 Scope and purpose will be the first destination aerodrome and new clearances shall be issued for each subsequent portion of 4.12.1.1 Clearances are issued solely for expediting and flight. separating air traffic and are based on known traffic conditions which affect safety in aircraft operation. 4.12.3.2 The flight plan for the second stage, and each Such traffic conditions include not only aircraft in the subsequent stage, of a flight through intermediate stops air and on the manoeuvring area over which control is will become active for ATS and search and rescue being exercised, but also any vehicular traffic or other (SAR) purposes only when the appropriate ATS unit has obstructions not permanently installed on the received notification that the aircraft has departed from manoeuvring area in use. the relevant departure aerodrome, except as provided for in 4.12.3.3. 4.12.1.2 If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the flight crew 4.12.3.3 By prior arrangement between ATC units and may request and, if practicable, obtain an amended the operators, aircraft operating on an established clearance. schedule may if the proposed route of flight is through more than one control area, be cleared through 4.12.1.3 The issuance of air traffic control clearances intermediate stops within other control areas but only by air traffic control units constitutes authority for an after coordination between the ACCs concerned. aircraft to proceed only in so far as known air traffic is concerned. ATC clearances do not constitute authority 4.12.4 Contents of clearances to violate any applicable regulations for promoting the safety of flight operations or for any other purpose; 4.12.4.1 Clearances shall contain positive and concise neither do clearances relieve a pilot-in-command of any data and shall, as far as practicable, be phrased in a responsibility whatsoever in connection with a possible standard manner. violation of applicable rules and regulations.

4.12.1.4 ATC units shall issue such ATC clearances as 4.12.4.2 Clearances shall contain the following in the are necessary to prevent collisions and to expedite and order listed: maintain an orderly flow of air traffic. a) aircraft identification as shown in the flight plan; 4.12.1.5 ATC clearances must be issued early enough to ensure that they are transmitted to the aircraft in b) clearance limit; sufficient time for it to comply with them. c) route of flight; 4.12.2 Aircraft subject to ATC for part of flight d) level(s) of flight for the entire route or part thereof 4.12.2.1 When a flight plan specifies that the initial and changes of levels if required; portion of a flight will be uncontrolled, and that the subsequent portion of the flight will be subject to ATC, e) any necessary instructions or information on other the aircraft shall be advised to obtain its clearance from matters such as SSR transponder operation, the ATC unit in whose area controlled flight will be approach or departure manoeuvres, commenced. communications and the time of expiry of the clearance. 4.12.2.2 When a flight plan specifies that the first portion of a flight will be subject to ATC, and that the subsequent portion will be uncontrolled, the aircraft Note.— The time of expiry of the clearance indicates shall normally be cleared to the point at which the the time after which the clearance will be automatically controlled flight terminates. cancelled if the flight has not been started.

4.12.3 Flights through intermediate stops 4.12.5 Departing aircraft

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ACCs shall forward a clearance to approach control d) When the destination aerodrome is outside units or aerodrome control towers with the least controlled airspace, the ATC unit responsible for possible delay after receipt of request made by these the last controlled airspace through which an units, or prior to such request if practicable. aircraft will pass shall issue the appropriate clearance for flight to the limit of that controlled 4.12.6 En-route aircraft airspace.

4.12.6.1 An ATC unit may request an adjacent ATC 4.12.7.2 Route of Flight unit to clear aircraft to a specified point during a specified period. a) The route of flight shall be detailed in each clearance when deemed necessary. The phrase 4.12.6.2 After the initial clearance has been issued to “cleared via flight planned route” may be used to an aircraft at the point of departure, it will be the describe any route or portion thereof, provided responsibility of the appropriate ATC unit to issue an the route or portion thereof is identical to that amended clearance whenever necessary and to issue filed in the flight plan and sufficient routing traffic information, if required. details are given to definitely establish the aircraft on its route. The phrases “cleared via 4.12.6.3 When so requested by the flight crew, an (designation) departure” or “cleared via aircraft shall be cleared for cruise climb whenever (designation) arrival” may be used when standard traffic conditions and coordination procedures permit. departure or arrival routes have been established Such clearance shall be for cruise climb either above a and published in Aeronautical Information specified level or between specified levels. Publication (AIP).

4.12.6.4 Aircraft intending supersonic flight shall, b) The phrase “cleared via flight planned route” whenever practicable, be cleared for the transonic shall not be used when granting a reclearance. acceleration phase prior to departure. c) Subject to airspace constraints, ATC workload 4.12.6.5 During the transonic and supersonic phases and traffic density, and provided coordination can of a flight, amendments to the clearance should be kept be effected in a timely manner, an aircraft should to a minimum and must take due account of the whenever possible be offered the most direct operational limitations of the aircraft in these flight routing. phases 4.12.7.3 Levels 4.12.7 Description of air traffic control clearance Instructions included in clearances relating to levels 4.12.7.1 Clearance Limit shall consist of:

a) A clearance limit shall be described by a) cruising level(s),and if necessary, the point to specifying the name of the appropriate which the clearance is valid with regard to the significant point, or aerodrome, or controlled level(s); airspace boundary. b) levels at which specified significant points are to b) When prior coordination has been effected with be crossed, when necessary; units under whose control the aircraft will subsequently come, or if there is reasonable assurance that it can be effected a reasonable c) the place or time for starting climb or descent, time prior to their assumption of control, the when necessary; clearance limit shall be the destination aerodrome or, if not practicable, an appropriate d) the rate of climb or descent, when necessary; intermediate point, and coordination shall be expedited so that a clearance to the destination aerodrome may be issued as soon as possible.

c) If an aircraft has been cleared to an intermediate point in adjacent controlled airspace, the appropriate ATC unit will then be responsible for issuing, as soon as practicable, an amended clearance to the destination aerodrome.

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e) detailed instructions concerning departure or 4.12.7.5.3 The controller shall listen to the read back to approach levels, when necessary. ascertain that the clearance or instruction has been correctly acknowledged by the flight crew and take 4.12.7.4 Clearance of a requested change in flight plan immediate action to correct any discrepancies revealed by the read-back. a) When issuing a clearance covering a requested change in route or level, the exact nature of the 4.12.7.5.4 Transfer of communication shall be change shall be included in the clearance. segregated from instructions requiring read back

b) When traffic conditions will not permit clearance of a requested change, the word “UNABLE” shall by the flight crew and therefore, transmitted separately. be used. When warranted by circumstances, an alternative route or level should be offered. 4.12.7.5.5 Voice read-back of controller pilot data link communications (CPDLC) messages shall not be c) When an alternative route is offered and accepted required. by the flight crew under the procedures described in 4.11.7.4 (b) the amended clearance issued shall 4.13 Horizontal speed control instructions describe 4.13.1 General the route to the point where it joins the previously cleared route, or, if the aircraft will not re-join the 4.13.1.1 In order to facilitate a safe and orderly flow of previous route, to the destination. traffic, aircraft may, subject to consideration of aircraft performance limitations, be instructed to adjust speed in 4.12.7.5 Read-back of clearances a specified manner. Flight crews should be given adequate notice of planned speed control. 4.12.7.5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances 4.13.1.2 Speed control shall not be applied to aircraft and instructions which are transmitted by voice. The entering or established in a holding pattern. following items shall always be read back: 4.13.1.3 Speed adjustments should be limited to those a) ATC route clearances; necessary to establish and/or maintain a desired separation minimum or spacing. Instructions involving b) clearances and instructions to enter, land on, take frequent changes of speed, including alternate speed off from, hold short of, cross, taxi and backtrack increases and decreases, should be avoided. on any runway; and 4.13.1.4 The flight crew shall inform the ATC unit c) runway-in-use, altimeter settings, SSR codes, level concerned if at any time they are unable to comply with instructions, heading and speed instructions and, a speed instruction. In such cases, the controller shall whether issued by the controller or contained in apply an alternative method to achieve the desired automatic terminal information service (ATIS) spacing between the aircraft concerned. broadcasts, transition levels. 4.13.1.5 At levels at or above FL 250, speed Note.— If the level of an aircraft is reported in relation adjustments should be expressed in multiples of 0.01 to standard pressure 1 013.2 hPa, the words “FLIGHT Mach; at levels below FL250, speed adjustments should LEVEL” precede the level figures. If the level of the be expressed in multiples 10 knots based on indicated aircraft is reported in relation to QNH/QFE, the figures airspeed (IAS). are followed by the word “FEET”, as appropriate. Note 1. — Mach 0.01 equals approximately 6 kt IAS at 4.12.7.5.2 Other clearances or instructions, including higher flight levels. conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they Note 2. — When an aircraft is heavily loaded and at a have been understood and will be complied with. high level, its ability to change speed may, in cases, be very limited.

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¾ Priority of speed adjustment instructions is 4.13.1.6 The controller shall not apply speed control determined by relative speed and position of the restrictions to departing aircraft. aircraft involved and the spacing requirement.

¾ Speed adjustments are not achieved 4.13.1.7 Aircraft are required to follow the following instantaneously. Aircraft configuration, altitudes, speed control restrictions: and speed determine the time and distance required accomplishing the adjustment. a) All aircraft (including arrivals and departures) operating below 10,000 feet, to fly IAS not greater c) Allow increased time and distance to achieve than 250 knot. speed adjustments in the following situations:

b) All arriving aircraft operating below 10,000 feet, ¾ Higher altitudes within 15 NM radius of VOR / DME serving the aerodrome to fly IAS not greater than 220 knot. ¾ Greater speed

Note: ATC may suspend speed control by using the ¾ Clean configurations phrase ’NO ATC SPEED RESTRICTION’ in following conditions: d) Ensure that aircraft are allowed to operate in a clean configuration as long as circumstances a) If traffic conditions permit; permit. b) The aircraft is flying in Class D airspace; e) Ground speed may vary with altitude. Therefore, when assigning speeds to achieve spacing between c) All aircraft in relevant part of airspace are in contact aircraft at different altitudes, further speed with ATC; adjustment may be necessary to attain the desired spacing. d) VFR aircraft which operate on ‘see and avoid’ principle are separated by minimum standard separation; and Note 1.— The true airspeed (TAS) of an aircraft will decrease during descent when maintaining a constant e) VMC climb and descent is not involved. IAS. When two descending aircraft maintain the same IAS, and the leading aircraft is at the lower level, the 4.13.2 Methods of application TAS of the leading aircraft will be lower than that of the following aircraft. The distance between the two aircraft 4.13.2.1 In order to establish a desired spacing between will thus be reduced, unless a sufficient speed two or more successive aircraft, the controller should differential is applied. For the purpose of calculating a first reduce the speed of the last aircraft, or increase the desired speed differential between two succeeding speed of the lead aircraft, then adjust the speed(s) of the aircraft, 6 kt IAS per 1 000 ft height difference may be other aircraft in order. used as a general rule. At levels below FL 80 the difference between IAS and TAS is negligible for speed 4.13.2.2 In order to maintain a desired spacing using control purposes. speed control techniques, specific speeds need to be assigned to all the aircraft concerned. Note 2.— Time and distance required to achieve a desired spacing will increase with higher levels, higher 4.13.2.3 The controller should consider the following speeds, and when the aircraft is in a clean configuration. when applying the speed control: 4.13.3 Descending and arriving aircraft a) Determine the interval required and the point at which the interval is to be accomplished. 4.13.3.1 An aircraft should, when practicable, be authorized to absorb a period of notified terminal delay b) Implement the speed adjustment based on the by cruising at a reduced speed for the latter portion of following principles: its flight.

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4.13.3.2 An arriving aircraft may be instructed to not less than 210 knots, except when the aircraft is maintain its “maximum speed”, “minimum clean within 20 flying miles of the runway threshold of the speed”, “minimum speed”, or a specified speed. airport of intended landing, an IAS not less than- Note.— “Minimum clean speed” signifies the minimum speed at which an aircraft can be flown in a clean ¾ 090 Knots for aircraft category A, configuration, i.e. without deployment of lift- augmentation devices, speed brakes or landing gear. ¾ 120 Knots for aircraft category B,

4.13.3.3 Speed reductions to less than 250 knots IAS for ¾ 160 Knots for aircraft category C, turbojet aircraft during initial descent from cruising level should be applied only with the concurrence of the ¾ 185 Knots for aircraft category D/E, flight crew. Note: It may be necessary for the pilot to level off 4.13.3.4 Instructions for an aircraft to simultaneously temporarily and reduce speed prior to descending below maintain a high rate of descent and reduce its speed 10,000 feet. should be avoided as such manoeuvres are normally not compatible. Any significant speed reduction during 4.13.3.7 Only minor speed reductions not exceeding descent may require the aircraft to temporarily level off plus/minus 20 knots IAS should be used for aircraft on to reduce speed before continuing descent. The intermediate and final approach. controller should specify the action which is expected first when combining speed reduction with a descent clearance as follows: 4.13.3.8 Speed control should not be applied to aircraft a) Speed reduction prior to descent, e.g. a) after passing a point 4 NM from the threshold on final approach; ¾ REDUCE SPEED TO ( number ) KNOTS, THEN DESCEND TO ( level) b) carrying out Cat II / Cat III A ILS approach within 20 NM from touchdown. ¾ REDUCE SPEED BY ( number ) KNOTS, THEN DESCEND TO (level) 4.13.3.9 At the time approach clearance is issued, previously issued speed adjustments shall be restated if b) Speed reduction subsequent to descent required.

¾ DESEND TO ( level), THEN REDUCE SPEED Note:- Approach clearances cancel any previously TO ( number ) KNOTS assigned speed adjustment. Pilots are expected to make their own speed adjustments to complete the approach ¾ DESEND TO ( level), THEN REDUCE SPEED unless the adjustments are restated. TO MACH ( number ) 4.13.4 Termination ¾ DESEND TO ( level),, THEN REDUCE SPEED BY ( number ) KNOTS Aircraft shall be advised when a speed control restriction is no longer required.

4.13.3.5 Arriving aircraft should be permitted to operate 4.14 VERTICAL SPEED CONTROL in a clean configuration for as long as possible. Below INSTRUCTIONS FL 150, speed reductions for turbojet aircraft to not less than 220 knots IAS, which will normally be very close 4.14.1 General to the minimum speed of turbojet aircraft in a clean configuration, may be used. 4.14.1.1 In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust rate of climb 4.13.3.6 Unless a pilot concurs in the use of lower or rate of descent. Vertical speed control may be applied speed, the controller should use the following minima between two climbing aircraft or two descending for arriving aircraft operating below 10,000 ft: An IAS

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aircraft in order to establish or maintain a specific 1500 feet per minute or less when the airplane is 2000 vertical separation minimum. feet to level off altitude.

4.14.1.2 Vertical speed adjustments should be limited to 4.15 CHANGE FROM IFR TO VFR FLIGHT those necessary to establish and/or maintain a desired separation minimum. Instructions involving frequent 4.15.1 Change from instrument flight rules (IFR) flight changes of climb/descent rates should be avoided. to visual flight rules (VFR) flight is only acceptable when a message initiated by the pilot-in-command 4.14.1.3 The flight crew shall inform the ATC unit containing the specific expression “CANCELLING MY concerned if unable, at any time, to comply with a IFR FLIGHT”, together with the changes, if any, to be specified rate of climb or descent. In such cases, the made to the current flight plan, is received by an air controller shall apply an alternative method to achieve traffic services unit. No invitation to change from IFR an appropriate separation minimum between aircraft, flight to VFR flight is to be made either directly or by without delay. inference.

4.14.1.4 Aircraft shall be advised when a rate of 4.15.2 No reply, other than the acknowledgment “IFR climb/descent restriction is no longer required. FLIGHT CANCELLED

4.14.2 Methods of application AT ... (time)”, should normally be made by an air traffic services unit. 4.14.2.1 An aircraft may be instructed to expedite climb or descent as appropriate to or through a specified 4.15.3 When an ATS unit is in possession of level, or may be instructed to reduce its rate of climb or information that instrument meteorological conditions rate of descent. are likely to be encountered along the route of flight, a pilot changing from IFR flight to VFR flight should, if 4.14.2.2 Climbing aircraft may be instructed to maintain practicable, be so advised in following manner: a specified rate of climb, a rate of climb equal to or greater than a specified value or a rate of climb equal to INSTRUMENT METEOROLOGICAL CONDITIONS or less than a specified value. REPORTED (or forecast) IN THE VICINITY OF (location)”. 4.14.2.3 Descending aircraft may be instructed to maintain a specified rate of descent, a rate of descent 4.15.4 An ATC unit receiving notification of an equal to or greater than a specified value or a rate of aircraft’s intention to change from IFR to VFR flight descent equal to or less than a specified value. shall, as soon as practicable thereafter, so inform all other ATS units to whom the IFR flight plan was 4.14.2.4 In applying vertical speed control, the addressed, except those units through whose regions or controller should ascertain to which level(s) climbing areas the flight has already passed. aircraft can sustain a specified rate of climb or, in the case of descending aircraft, the specified rate of descent 4.16 ALTIMETER SETTING PROCEDURES which can be sustained, and shall ensure that alternative methods of maintaining separation can be applied in a 4.16.1 Expression of vertical position of aircraft timely manner, if required. 4.16.1.1 For flights in the vicinity of aerodromes and Note 1.— Controllers need to be aware of aircraft within terminal control areas the vertical position of performance characteristics and limitations in relation to aircraft shall be expressed in terms of altitudes at or a simultaneous application of horizontal and vertical below the transition altitude and in terms of flight levels speed limitations. at or above the transition

Note 2.— Controllers should keep in mind the rate of level. While passing through the transition layer, climb / descent restrictions specified in ‘DGCA vertical position shall be expressed in terms of flight Operations Circular No. 4 of 2002 dated 6th Nov 2002’ levels when climbing and in terms of altitudes when while applying the vertical speed control. As per this descending. circular, to reduce false TCAS RA, crew must reduce the aircraft rate of climb or descent as applicable to

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4.16.1.2 For flights en route the vertical position of provided in 4.17.1.3 and 4.17.3. Additional reports over aircraft shall be expressed in terms of: other points may be requested by the appropriate ATS unit. a) flight levels at or above the lowest usable flight level; 4.17.1.2 On routes not defined by designated significant points, position reports shall be made by the aircraft as b) altitudes below the lowest usable flight level. soon as possible after the first half hour of flight and at hourly intervals thereafter, except as provided in 4.16.2 Determination of the transition level 4.17.1.3. Additional reports at shorter intervals of time may be requested by the appropriate ATS unit. 4.16.2.1 The appropriate ATS unit shall establish the transition level to be used in the vicinity of the 4.17.1.3 Under conditions specified by the appropriate aerodrome(s) concerned. ATS authority, flights may be exempted from the requirement to make position reports at each designated 4.16.2.2 The transition level shall be the lowest flight compulsory reporting point or interval. In applying this, level available for use above the transition altitude account should be taken of the meteorological established for the aerodrome(s) concerned. Where a requirement for the making and reporting of routine common transition altitude has been established for two aircraft observations. or more aerodromes which are so closely located as to require coordinated procedures, the appropriate ATS Note.— This is intended to apply in cases where units shall establish a common transition level to be adequate flight progress data are available from other used at any given time in the vicinity of the aerodrome. sources, e.g. radar or ADS-B (see Chapter 8, 8.6.4.4), or ADS-C (see Chapter 13) and in other circumstances 4.16.3 Minimum cruising level for IFR flights where the omission of routine reports from selected flights is found to be acceptable. Cruising levels below the established minimum flight altitudes shall not be assigned. 4.17.1.4 The position reports required by 4.17.1.1 and 4.11.1.2 shall be made to the ATS unit serving the 4.16.4 Provision of altimeter setting information airspace in which the aircraft is operated. In addition, when so prescribed by the appropriate ATS authority in 4.16.4.1 The flight crew shall be provided with the aeronautical information publications or requested by transition level in due time prior to reaching it during the appropriate ATS unit, the last position report before descent. This may be accomplished by voice passing from one FIR or control area to an adjacent FIR communications, ATIS broadcast or data link. or control area shall be made to the ATS unit serving the airspace about to be entered. 4.16.4.2 The transition level shall be included in approach clearances or requested by the pilot. 4.17.1.5 If a position report is not received at the expected time, subsequent control shall not be based on 4.16.4.3 A QNH altimeter setting shall be included in the assumption that the estimated time is accurate. the descent clearance when first cleared to an altitude Immediate action shall be taken to obtain the report if it below the transition level, in approach clearances or is likely to have any bearing on the control of other clearances to enter the traffic circuit, and in taxi aircraft. clearances for departing aircraft, except when it is known that the aircraft has already received the 4.17.2 Contents of voice position reports information. 4.17.2.1 The position reports required by 4.17.1.1 and 4.17 POSITION REPORTING 4.17.1.2 shall contain the following elements of information, except that elements d), e) and f) may be 4.17.1 Transmission of position reports omitted from position reports transmitted by radiotelephony, when so prescribed on the basis of 4.17.1.1 On routes defined by designated significant regional air navigation agreements: points, position reports shall be made by the aircraft when over, or as soon as possible after passing, each 1) aircraft identification; designated compulsory reporting point, except as

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2) position; operating. The requirements for the transmission and contents of automatic dependent surveillance — 3) time; contract (ADS-C) reports shall be established by the controlling ATC unit on the basis of current operational 4) flight level or altitude, including passing level conditions and communicated to the aircraft and and cleared level if not maintaining the cleared acknowledged through an ADS-C agreement. level; 4.17.5 Contents of ADS-C reports 5) next position and time over; and 4.17.5.1 ADS-C reports shall be composed of data 6) ensuing significant point. blocks selected from the following:

4.17.2.1.1 Element d), flight level or altitude, shall, a) Aircraft identification however, be included in the initial call after a change of air-ground voice communication channel. b) Basic ADS-C latitude 4.17.2.2 When assigned a speed to maintain, the flight longitude crew shall include this speed in their position reports. altitude The assigned speed shall also be included in the initial time call after a change of air-ground voice communication figure of merit channel, whether or not a full position report is required. c) Ground vector Note.— Omission of element d) may be possible when track flight level or altitude, as appropriate, derived from ground speed pressure-altitude information can be made continuously rate of climb or descent available to controllers in labels associated with the position indication of aircraft and when adequate d) Air vector procedures have been developed to guarantee the safe heading and efficient use of this altitude information. Mach or IAS rate of climb or descent 4.17.3 Radiotelephony procedures for air-ground voice communication channel changeover e) Projected profile next waypoint When so prescribed by the appropriate ATS authority, estimated altitude at next waypoint the initial call to an ATC unit after a change of air- estimated time at next waypoint ground voice communication channel shall contain the (next + 1) waypoint following elements: estimated altitude at (next + 1) waypoint estimated time at (next + 1) waypoint a) designation of the station being called; b) call sign and, for aircraft in the heavy wake f) Meteorological information turbulence category, the word “Heavy”; wind speed c) level, including passing and cleared levels if not wind direction maintaining the cleared level; wind quality flag temperature d) speed, if assigned by ATC; and turbulence (if available) humidity (if available) e) additional elements, as required by the appropriate ATS authority. g) Short-term intent

4.17.4 Transmission of ADS-C reports latitude at projected intent point longitude at projected intent point The position reports shall be made automatically to the altitude at projected intent point ATS unit serving the airspace in which the aircraft is time of projection

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If an altitude, track or speed change is predicted to link, by an aircraft en route at times where position occur between the aircraft’s current position and the reports are required in accordance with 4.17.1.1 and projected intent point, additional information would be 4.17.1.2, the position report shall be given in accordance provided in an intermediate intent block as follows: with 4.17.5.2 (requirements concerning transmission of distance from current point to change point meteorological information from ADS-C equipped track from current point to change point aircraft), or in the form of a routine air-report. Special altitude at change point aircraft observations shall be reported as special air- predicted time to change point reports. All air-reports shall be reported as soon as is practicable. h) Extended projected profile (in response to an interrogation from the ground system) 4.18.2 Contents of routine air-reports next waypoint 4.18.2.1 Routine air-reports transmitted by data link, estimated altitude at next waypoint when ADS-C is not being applied, shall give estimated time at next waypoint information (next + 1) waypoint relating to such of the following elements as are estimated altitude at (next + 1) waypoint necessary for compliance with 4.18.2.2: estimated time at (next + 1) waypoint Section 1.— Position information: (next + 2) waypoint estimated altitude at (next + 2) waypoint 1) aircraft identification estimated time at (next + 2) waypoint 2) position [repeated for up to (next + 128) waypoints] 3) time 4) flight level or altitude Note. — The specifications for the elements in the 5) next position and time over meteorological information data block, including their 6) ensuing significant point ranges and resolutions, are shown in Appendix 4 to Section 2.— Operational information: Annex 3. 7) estimated time of arrival 8) endurance 4.17.5.2 The basic ADS-C data block shall be required from all ADS-C-equipped aircraft. Remaining ADS-C Section 3.— Meteorological information: data blocks shall be included as necessary. In addition to 9) wind direction any requirements concerning its transmission for ATS 10) wind speed purposes, data block f) (Meteorological information) 11) wind quality flag shall be transmitted in accordance with Annex 3, 5.3.1. 12) air temperature ADS-C emergency and/or urgency reports shall include 13) turbulence (if available) the emergency and/or urgency status in addition to the 14) humidity (if available). relevant ADS-C report information 4.18.2.2 Section 1 of the air-report is obligatory, except 4.17.6 Data format of ADS-B messages that elements 5) and 6) thereof may be omitted when so prescribed on the basis of regional air navigation Note.— Data formats of ADS-B messages can be found agreements. Section 2 of the air-report, or a portion in Annex 10 — Aeronautical Telecommunications, thereof, shall only be transmitted when so requested by Volume III — Communication Systems, Part I — the operator or a designated representative, or when Digital Data Communication Systems, and Volume IV deemed necessary by the pilot-in-command. Section 3 — Surveillance Radar and Collision Avoidance of the air-report shall be transmitted in accordance with Systems. Annex 3, Chapter 5.

4.18 REPORTING OF OPERATIONAL AND Note.— While element 4), flight level or altitude, may, METEOROLOGICAL INFORMATION in accordance with 4.11.2.1, be omitted from the contents of a 4.18.1 General position report transmitted by radiotelephony when so prescribed on the basis of regional air navigation 4.18.1.1 When operational and/or routine agreements, meteorological information is to be reported, using data

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that element may not be omitted from Section 1 of an air-report. 4.18.3.3 When voice communications are used, special air-reports shall contain the following elements: 4.18.3 Contents of special air-reports Message type designator 4.18.3.1 Special air-reports shall be made by all aircraft whenever the following conditions are encountered or Section 1.— Position information observed: 1) aircraft identification a) moderate or severe turbulence; or 2) position b) moderate or severe icing; or 3) time c) severe mountain wave; or 4) flight level or altitude d) thunderstorms, without hail that are obscured, embedded, widespread or in squall lines; or Section 3.— Meteorological information e) thunderstorms, with hail that are obscured, 5) condition prompting the issuance of the special air- embedded, widespread or in squall lines; or report; to be selected from the list a) to k) presented f) heavy dust storm or heavy sandstorm; or under 4.18.3.1. g) volcanic ash cloud; or h) pre-eruption volcanic activity or a volcanic 4.18.4 Compilation and transmission of air-reports eruption. by voice communications

Note.— Pre-eruption volcanic activity in this context 4.12.4.1 Forms based on the model AIREP SPECIAL means unusual and/or increasing volcanic activity which form at Appendix 1 shall be provided for the use of could presage a volcanic eruption. flight crews in compiling the reports. The detailed instructions for reporting, as given at Appendix 1, shall In addition, in the case of transonic and supersonic be complied with. flight: 4.12.4.2 The detailed instructions, including the formats i) moderate turbulence; or of messages and the phraseologies given at Appendix 1, j) hail; or shall be used by flight crews when transmitting air- k) cumulonimbus clouds. reports and by air traffic services units when retransmitting such reports. 4.18.3.2 When air-ground data link is used, special air- reports shall contain the following elements: Note.— Increasing use of air-reports in automated systems makes it essential that the elements of such message type designator reports be transmitted in the order and form prescribed. aircraft identification 4.18.5 Recording of special air-reports of volcanic Data block 1: activity latitude longitude Special air-reports containing observations of volcanic pressure-altitude activity shall be recorded on the special air-report of volcanic activity form. Forms based on the model form Data block 2: for special air-reports of volcanic activity at Appendix 1 wind direction shall be provided for flight crews operating on routes wind speed which could be affected by volcanic ash clouds. wind quality flag air temperature Note.— The recording and reporting instructions may turbulence (if available) conveniently be printed on the back of the special air- humidity (if available) report of volcanic activity form.

Data block 3: 4.18.6 Forwarding of meteorological information condition prompting the issuance of the special air- report; to be selected from the list a) to k) presented 4.18.6.1 When receiving ADS-C reports which contain under4.18.3.1. a meteorological information block, air traffic services

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units shall relay the basic ADS-C and meteorological information blocks and aircraft registration without 4.19.2.3 Requirements regarding other information to be delay to the world area forecast centre's (WAFCs). displayed, or to be available for display, shall be specified by the appropriate authority. Note.― Specifications concerning the format to be used in the relay of meteorological information to the 4.19.3 Presentation of information and data WAFCs are contained in the Manual on Aeronautical Meteorological Practice (Doc 8896). 4.19.3.1 The required flight plan and control data may be presented through the use of paper flight progress 4.18.6.2 When receiving special air-reports by data link strips or electronic flight progress strips, by other communications, air traffic services units shall forward electronic presentation forms or by a combination of them without delay to their associated meteorological presentation methods. watch office and the WAFCs. 4.19.3.2 The method(s) of presenting information and 4.18.6.3 When receiving special air-reports by voice data shall be in accordance with Human Factors communications, air traffic services units shall forward principles. All data, including data related to individual them without delay to their associated meteorological aircraft, shall be presented in a manner minimizing the watch offices. potential for misinterpretation or misunderstanding.

4.19 PRESENTATION AND UPDATING OF 4.20 PRESENTATION AND UPDATING OF FLIGHT PLAN AND CONTROL DATA FLIGHT PLAN AND CONTROL DATA

4.19.1 General 4.20.1 General The appropriate authority shall establish provisions and The appropriate authority shall establish provisions and procedures for the presentation to controllers, and procedures for the presentation to controllers, and subsequent updating, of flight plan and control data for subsequent updating, of flight plan and control data for all flights being provided with a service by an ATS unit. all flights being provided with a service by an ATS unit. Provision shall also be made for the presentation of any Provision shall also be made for the presentation of any other information required or desirable for the provision other information required or desirable for the provision of ATS. of ATS.

4.19.2 Information and data to be presented 4.20.2 Information and data to be presented

4.19.2.1 Sufficient information and data shall be 4.13.2.1 Sufficient information and data shall be presented in such a manner as to enable the controller to presented in such a manner as to enable the controller to have a complete representation of the current air traffic have a complete representation of the current air traffic situation within the controller’s area of responsibility situation within the controller’s area of responsibility and, when relevant, movements on the manoeuvring and, when relevant, movements on the manoeuvring area of aerodromes. The presentation shall be updated in area of aerodromes. The presentation shall be updated in accordance with the progress of aircraft, in order to accordance with the progress of aircraft, in order to facilitate the timely detection and resolution of conflicts facilitate the timely detection and resolution of conflicts as well as to facilitate and provide a record of as well as to facilitate and provide a record of coordination with adjacent ATS units and control coordination with adjacent ATS units and control sectors. sectors.

4.19.2.2 An appropriate representation of the airspace 4.20.2.2 An appropriate representation of the airspace configuration, including significant points and configuration, including significant points and information related to such points, shall be provided. information related to such points, shall be provided. Data to be presented shall include relevant information Data to be presented shall include relevant information from flight plans and position reports as well as from flight plans and position reports as well as clearance and coordination data. The information clearance and coordination data. The information display may be generated and updated automatically, or display may be generated and updated automatically, or the data may be entered and updated by authorized the data may be entered and updated by authorized personnel. personnel.

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4.21 FAILURE OR IRREGULARITY OF 4.20.2.3 Requirements regarding other information to be SYSTEMS AND EQUIPMENT displayed, or to be available for display, shall be specified by the appropriate authority. ATC units shall immediately report in accordance with local instructions any failure or irregularity of 4.20.3 Presentation of information and data communication, navigation and surveillance systems or any other safety-significant systems or equipment which 4.20.3.1 The required flight plan and control data may could adversely affect the safety or efficiency of flight be presented through the use of paper flight progress operations and/or the provision of air traffic control strips or electronic flight progress strips, by other service. electronic presentation forms or by a combination of presentation methods. 4.22 DATA LINK COMMUNICATIONS INITIATION PROCEDURES 4.20.3.2 The method(s) of presenting information and data shall be in accordance with Human Factors 4.22.1 General principles. All data, including data related to individual aircraft, shall be presented in a manner minimizing the 4.22.1.1 Before entering an airspace where data link potential for misinterpretation or misunderstanding. applications are required by the ATS unit, data link communications shall be initiated between the aircraft 4.20.3.3 Means and methods for manually entering data and the ATS unit in order to register the aircraft and, in ATC automation systems shall be in accordance with when necessary, allow the start of a data link Human Factors principles. application. This shall be initiated by the aircraft, either automatically or by the pilot, or by the ATS unit on 4.20.3.4 When flight progress strips (FPS) are used, address forwarding. there should be at least one individual FPS for each flight. The number of FPS for individual flights shall be Note.— Guidance material relating to the data link sufficient to meet the requirements of the ATS unit initiation capability (DLIC) can be found in the Manual concerned. Procedures for annotating data and of Air Traffic Services Data Link Applications (Doc provisions specifying the types of data to be entered on 9694). FPS, including the use of symbols, shall be specified by the appropriate ATS authority. 4.22.1.2 The DLIC address associated with an ATS unit shall be published in Aeronautical Information Note.— Guidance material on the use of paper FPS is Publications. contained in the Air Traffic Services Planning Manual (Doc 9426). Note.— A given FIR may have multiple DLIC addresses; and more than one FIR may share the same 4.20.3.5 Data generated automatically shall be presented DLIC address. to the controller in a timely manner. The presentation of information and data for individual flights shall 4.22.2 Aircraft initiation continue until such time as the data is no longer required for the purpose of providing control, including conflict Whenever the pilot or the aircraft initiates data link detection and the coordination of flights, or until communication procedures, an initiation message shall terminated by the controller. be sent. Except when the initiation message is corrupted, it shall not be rejected by the ATS unit. 4.20.4 Recording and retention of data for investigative purposes 4.22.3 ATS unit forwarding

Paper FPS shall be retained for a period of at least 30 Where the ground system initially contacted by the days. Electronic flight progress and coordination data aircraft is able to pass the necessary aircraft address shall be recorded and retained for at least the same information to another ATS unit, it shall pass the period of time. aircraft updated ground addressing information for data link applications previously coordinated in sufficient time to permit the establishment of data link communications.

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4.22.4 Failure In the case of an initiation failure, the originator of the data link initiation process shall be informed.

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CHAPTER 5 SEPARATION METHODS AND MINIMA

5.1 Provision for the separation of controlled traffic operating, the flight crew shall advise the ATC unit concerned without delay. Where the failure or 5.1.1 Vertical or horizontal separation shall be provided: degradation affects the separation minimum currently being employed, the controller shall take action to a) between all flights in Class A and B airspaces; establish another appropriate type of separation or b) between IFR flights in Class C, D and E airspaces; separation minimum. c) between IFR flights and VFR flights in Class C airspace; 5.2 Reduction in separation minima d) between IFR flights and special VFR flights; and e) between special VFR flights, when so prescribed by 5.2.1 In the vicinity of aerodromes the appropriate ATS authority; In the vicinity of aerodromes, the separation minima except, for the cases under b) above in airspace Classes may be reduced if: D and E, during the hours of daylight when flights have been cleared to climb or descend subject to maintaining a) adequate separation can be provided by the own separation and remaining in visual meteorological aerodrome controller when each aircraft is continuously conditions. visible to this controller; or Conditions applicable to the use of this procedure are contained in Section 5.9. b) each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots thereof report 5.1.2 No clearance shall be given to execute any that they can maintain their own separation; or manoeuvre that would reduce the spacing between two aircraft to less than the separation minimum applicable c) in the case of one aircraft following another. The in the circumstances. flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation 5.1.3 Larger separations than the specified minima can be maintained. should be applied whenever exceptional circumstances such as unlawful interference or navigational difficulties 5.2.2 In the event of complete failure of radar call for extra precautions. This should be done with due equipment regard to all relevant factors so as to avoid impeding the flow of air traffic by the application of excessive As an emergency measure, use of flight levels spaced by separations. half the applicable vertical separation minimum may be resorted to temporarily if standard non-radar separation Note — Unlawful interference with an aircraft cannot be provided immediately. constitutes a case of exceptional circumstances which might require the application of separations larger than 5.3 Loss of separation the specified minima, between the aircraft being subjected to unlawful interference and other aircraft. If, for any reason, a controller is faced with a situation in which two or more aircraft are separated by less than 5.1.4 Where the type of separation or minimum used to the prescribed minima due to reason other than ACAS separate two aircraft cannot be maintained, another type RA (e.g. air traffic control errors or difference in the of separation or another minimum shall be established pilot’s estimated and actual times over reporting points) prior to the time when the current separation minimum controller is to would be infringed. a) use every means at his / her disposal to obtain the 5.1.2 Degraded aircraft performance required minimum with the least possible delay; and

Whenever, as a result of failure or degradation b) pass essential traffic information. of navigation, communications, altimetry, flight control or other systems, aircraft performance is degraded 5.4 Essential traffic information below the level required for the airspace in which it is

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5.4.1 Essential traffic is that controlled traffic to which 5.5.3 Vertical Separation during climb and descent the provision of separation by ATC is applicable, but which, in relation to a particular controlled flight is not, 5.5.3.1 An aircraft may be cleared to a level previously or will not be, separated from other controlled traffic by occupied by another aircraft after the latter has reported the appropriate separation minimum. vacating it, except when:

5.4.2 Essential traffic information shall be given to a) severe turbulence is known to exist; or controlled flights concerned whenever they constitute essential traffic to each other. b) the aircraft concerned are established at the same holding pattern; or 5.4.3 Essential traffic information shall include: c) the difference in aircraft performance is such that less a) direction of flight of aircraft concerned; than the applicable separation minimum may result; in which case such clearance shall be withheld until the b) type and wake turbulence category(if relevant) of aircraft vacating the level has reported at or passing aircraft concerned; another level separated by the required minimum. c) cruising level of aircraft concerned and; 5.5.4 Pilot in direct communication with each other may, with their concurrence, be cleared to maintain a i) estimated time over the reporting point specified vertical separation between their aircraft nearest to where the level will be crossed; or during ascent or descent.

ii) relative bearing of the aircraft concerned 5.5.5 Step climb and descents in terms of the 12-hour clock as well as distance from the conflicting traffic; or 5.5.5.1 The step climb / descent procedure may be used for simultaneous climb / descent of the aircraft to iii) actual or estimated position of the vertically separated levels provided that the lower / aircraft concerned. higher aircraft is progressively assigned levels that provide vertical separation with the higher / lower 5.5 Vertical separation aircraft.

5.5.1 Vertical Separation Minimum 5.5.5.2 When applying the step climb or step descent procedures, pilot must be advised that they are subject a) A nominal 1000 feet below FL290 and a nominal to a step climb or descent. 2000 feet at or above FL290, except as provided for in b) below; and 5.5.6 VMC climb and descent: b) within designated airspace, subject to a regional air When so requested by an aircraft and provided it is navigation agreement: a nominal 300 m (1 000 ft) below agreed by the pilot of the other aircraft, an ATC unit FL 410 or a higher level where so prescribed for use may clear a controlled flight, including departing and under specified conditions, and a nominal 600 m (2 000 arriving flights, operating in airspace Classes D and E in ft) at or above this level. VMC during the hours of daylight to fly subject to maintaining own separation to one other aircraft and Note.— Guidance material relating to vertical remaining in VMC. When a controlled flight is so separation is contained in the Manual on cleared, the following shall apply: Implementation of a 300 m (1 000 ft) Vertical Separation Minimum Between FL 290 and FL 410 a) Clearances shall be for a specified portion of the Inclusive (Doc 9574). flight at or below 10,000 feet, during climb and descent;

5.5.2 Cruise climb b) Essential traffic information shall be passed; and

Cruise climb is permitted in Yangon FIR when traffic c) If there is possibility that flight under VMC may permit. become impracticable, an IFR flight shall be provided with alternative instructions to be complied with in the

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event that in VMC cannot be maintained for the term of clearance. a) the tables of cruising levels in Appendix 3 of Annex 2; or 5.5.7 Assignment of cruising levels for controlled flights b) a modified table of cruising levels, when so prescribed in accordance with Appendix 3 of Annex 2 5.5.7.1 Except when traffic conditions and coordination for flights above FL 410; except that the correlation of procedures permit authorization of cruise climb, an levels to track as prescribed therein shall not apply ATC unit shall normally authorize only one level for an whenever otherwise indicated in air traffic control aircraft beyond its control area, i.e. that level at which clearances or specified by the appropriate ATS authority the aircraft will enter the next control area whether in AIPs. contiguous or not. It is the responsibility of the accepting ATC unit to issue clearance for further climb 5.6 Horizontal separation as appropriate. When relevant, aircraft will be advised to request en route any cruising level changes desired. The three types of horizontal separation are: 5.5.7.2 Aircraft authorized to employ cruise climb techniques shall be cleared to operate between two a) Lateral separation; levels or above a level. b) Longitudinal separation; 5.5.7.3 If it is necessary to change the cruising level of an aircraft operating along an established ATS route c) Radar separation. extending partly within and partly outside controlled airspace and where the respective series of cruising 5.6.1 Lateral separation levels are not identical, the change shall, whenever possible, be effected within controlled airspace. Means by which lateral separation may be applied include the following: 5.5.7.4 When an aircraft has been cleared into a control area at a cruising level which is below the established 5.6.1.1 By using the same or different geographic minimum cruising level for a subsequent portion of the locations: route, the ATC unit responsible for the area should issue a revised clearance to the aircraft even though the pilot By position reports which positively indicate the aircraft has not requested the necessary cruising level change. are over different geographic locations as determined visually or by reference to a navigation aid. 5.5.7.5 An aircraft may be cleared to change cruising level at a specified time, place or rate.

Note.— See 5.3.4.1.1 concerning procedures for vertical speed control.

5.5.7.6 In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned in a manner that will be correct for an approach sequence at destination.

5.5.7.7 An aircraft at a cruising level shall normally have priority over other aircraft requesting that cruising level. When two or more aircraft are at the same 5.6.1.2 By using the same navigation aid or method cruising level, the preceding aircraft shall normally have priority. By requiring to fly on specified tracks which are separated by a minimum amount appropriate to the 5.5.7.8 The cruising levels, or, in the case of cruise navigational aid or method employed. Lateral separation climb, the range of levels, to be assigned to controlled between two aircraft exists when: flights shall be selected from those allocated to IFR flights in: a) VOR

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Both aircraft are established on radials diverging by at least 15 degrees and at least one aircraft is 15 NM or more from the facility.

d) RNAV Operation

Both aircraft are established on tracks which diverge by at least 15 degrees and the protected airspace associated with the track of one aircraft does b) NDB not overlap with the protected airspace associated with the track of the other aircraft. This is determined by Both aircraft are established on tracks to or from the applying the angular difference between two tracks and NDB, which are diverging by at least 30 degrees and at the appropriate protected airspace value. The derived least one aircraft is 15 NM or more from the facility. value is expressed as a distance from the intersection of the two tracks at which lateral separation exists. c) DR (dead reckoning) 5.6.1.3 By use of different navigation aids or Both aircraft are established on tracks diverging by at methods. least 45 degrees and at least one aircraft is 15 NM or more from the point Lateral separation between aircraft using different navigation aids, or when one aircraft is using RNAV equipment, shall be established by ensuring that the derived protected airspaces for the navigation aid(s) or RNP do not overlap.

5.6.1.3.1 Lateral separation of aircraft on published adjacent instrument flight procedures for arrivals and departures

5.6.1.3.2 Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist:

a) where the distance between RNAV 1, Basic RNP 1, of intersection of the tracks, this point being determined RNP APCH and/or RNP AR APCH tracks is not less either visually or by reference to a navigational aid and than 13 km (7 NM); or both aircraft are established outbound from the intersection. b) where the protected areas of tracks designed using

obstacle clearance criteria do not overlap and provided operational error is considered. Note 1.— The 13 km (7 NM) value was determined by collision risk analysis using multiple navigation specifications. Information on this analysis is contained in Circular 324, Guidelines for Lateral Separation of Arriving and Departing Aircraft on Published Adjacent Instrument Flight Procedures.

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Note 2.— Circular 324 also contains information on 55.5 km (30 NM) lateral separation is contained in the separation of arrival and departure tracks using non- Performance-based Navigation (PBN) Manual (Doc overlapping protected areas based on obstacle clearance 9613). criteria, as provided for in the Procedures for Air Navigation Services — Aircraft Operations, Volume II Note 2.— Guidance material for implementation of — Construction of Visual and Instrument Flight communication capability supporting 93 km (50 NM) Procedures and 55.5 km (30 NM) lateral separation is contained in (PANS-OPS, Doc 8168). the Manual on Required Communication Performance (RCP) (Doc 9869). Information regarding RCP Note 3.— Provisions concerning reductions in allocations for these capabilities is contained in RTCA separation minima are contained in Chapter 2, ATS DO-306/EUROCAE ED-122 Safety and Performance Safety Management, and Chapter 5, Separation Methods Standard for Air Traffic Data Link Services in Oceanic and Minima, Section 5.11. and Remote Airspace (Oceanic SPR Standard). Note 4.— Guidance concerning the navigation specifications is contained in the Performance-based Note 3.— Existing implementations of the 30 NM Navigation (PBN) Manual (Doc 9613). lateral separation minimum require a communication capability of direct controller-pilot voice communications or CPDLC and a surveillance 5.6.1.4 RNAV operations where RNP is specified on capability by an ADS-C system in which a periodic parallel tracks or ATS routes. contract and waypoint change and lateral deviation event contracts are applied. Within designated airspace or on designated routes, where RNP is specified, lateral separation between 5.6.1.5 RNAV operations (where RNP is specified) on RNAV-equipped aircraft may be obtained by requiring intersecting tracks or ATS routes. aircraft to be established on the centre lines of parallel tracks or ATS routes spaced at a distance which ensures The use of this separation is limited to intersecting that the protected airspace of the tracks or ATS routes tracks that converge to or diverge from a common point does not overlap. at angles between 15 and 135 degrees.

Note. — The spacing between parallel tracks or 5.6.1.5.1 For intersecting tracks, the entry points to and between parallel ATS route centre lines for which an the exit points from the area in which lateral distance RNP type is required will be dependent upon the between the tracks is less than the required minimum relevant RNP type specified. Guidance material related are termed lateral separation points. The area bound by to the spacing between tracks or ATS routes based on the lateral RNP type is contained in Annex 11, Attachment B. separation points is termed the area of conflict (see Figure 5-5). 5.6.1.4.1. Lateral separation of aircraft on parallel or non-intersecting tracks or ATS routes.

Within designated airspace or on designated routes, lateral separation between aircraft operating on parallel or non-intersecting tracks or ATS routes shall be established in accordance with the following: a) for a minimum spacing between tracks of 93 km (50 NM) a navigational performance of RNAV 10 (RNP 10) or RNP 4 shall be prescribed; and b) for a minimum spacing between tracks of 55.5 km (30 NM) a navigational performance of RNP 4 shall be prescribed.

Note 1.— Guidance material for the implementation of the navigation capability supporting 93 km (50 NM) and

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Figure 5-5 5.6.2.2 Longitudinal separation may be established by 5.6.1.5.2 The distance of the lateral separation points requiring aircraft to depart at a specified time, to arrive from the track intersection shall be determined by over a geographical location at a specified time, or to collision risk analysis and will depend on complex hold over a geographical location until a specified time. factors such as the navigation accuracy of the aircraft, traffic density, and occupancy. 5.6.2.3 For the purpose of application of longitudinal separation, the terms same track, reciprocal tracks and Note.— Information on the establishment of lateral crossing tracks shall have the following meanings: separation points and collision risk analyses are contained in the Manual on Airspace Planning a) Same track Methodology for the Determination of Separation Minima (Doc 9689). same direction tracks and intersecting tracks or portions thereof, the angular 5.6.1.5.3 Lateral separation exists between two aircraft difference of which is less than 45 degrees or when at least one of the aircraft is outside the area of more than 315 degrees, and whose protection conflict. areas overlap.

5.6.1.6 Transitioning into airspace where a greater lateral separation minimum applies.

Lateral separation will exist when aircraft are established on specified tracks which: a) are separated by an appropriate minimum; and b) diverge by at least 15 degrees until the applicable lateral separation minimum is established; providing that it is possible to ensure, by means approved by the appropriate ATS authority, that aircraft have the navigation capability necessary to ensure accurate track guidance.

5.6.2 Longitudinal separation

Longitudinal separation shall be applied so that the b) Reciprocal tracks spacing between the estimated positions of the aircraft being separated is never less than a prescribed Opposite tracks and intersecting tracks minimum. Longitudinal separation between aircraft or portions thereof, the angular difference following the same or diverging tracks may be of which is more than 135 degrees but less than 225 maintained by application of speed control, including degrees, and the Mach number technique. When applicable, use of whose protection areas overlap. the Mach number technique shall be prescribed on the basis of a regional air navigation agreement. c) Crossing Tracks

5.6.2.1 In applying a time- or distance-based Intersecting tracks or portions thereof longitudinal separation minimum between aircraft other than those specified in a) and b) following the same track, care shall be exercised to above. ensure that the separation minimum will not be infringed whenever the following aircraft is maintaining 5.6.2.4 Time-based separation applied in accordance a higher airspeed than the preceding aircraft. When with 5.4.2.2 and 5.4.2.4 may be based on position aircraft are expected to reach minimum separation, information and estimates derived from voice reports, speed control shall be applied to ensure that the required CPDLC or ADS-C. separation minimum is maintained.

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a) 15 minutes;

b) 10 minutes, if navigation aids permit frequent determination of position and speed;

5.6.2.5.2.2 Aircraft flying on crossing tracks:

a) 15 minutes;

5.6.2.5 Longitudinal separation minima based on time:

5.6.2.5.1 Cross Check Calculations a) Separation requirements must be cross-checked to b) 10 minutes if navigation aids permit ensure the integrity of calculations. frequent determination of position and speed b) The cross-check is to validate the initial calculation and to confirm that the calculation is consistent with the traffic disposition.

5.6.2.5.2 Aircraft at the same cruising level

5.6.2.5.2.1 Aircraft flying on the same track:

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c) 5 minutes while vertical separation does not exist, provided that the level 5.6.2.5.3 Aircraft climbing or descending change is commenced within 10 minutes of the time the second aircraft has reported 5.6.2.5.3.1 Traffic on the same track. over an exact reporting point.

When an aircraft will pass through the level of another aircraft on the same track, the following minimum longitudinal separation shall be provided:

a) 15 minutes while vertical separation does not exist.

b) 10 minutes while vertical separation does not exist, provided that such separation is authorized only where navigation aids permit frequent determination of position and speed.

Note.— To facilitate application of the procedure where a considerable change of level is involved, a descending aircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft to some convenient level below the higher aircraft, to permit a further check on the separation that will obtain while vertical separation does not exist.

5.6.2.5.3.2 Traffic on crossing tracks:

a) 15 minutes while vertical separation does not exist

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5.6.2.5.3.3 Traffic on reciprocal tracks

Where lateral separation is not provided, vertical separation shall be provided for at least ten minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed.

c) 10 minutes while vertical separation does not exist if navigation aids permit frequent determination of position and speed.

Provided that it has been determined that the aircraft have passed each other, this minimum need not apply:

5.6.2.6 Longitudinal separation minima based on distance using DME and/or GNSS

5.6.2.6.1 Separation shall be established by maintaining not less than specified distance(s) between aircraft positions as reported by reference to DME in conjunction with other appropriate navigation aids and/or GNSS. This type of separation shall be applied between two aircraft using DME, or two aircraft using GNSS, or one aircraft using DME and one aircraft using GNSS. Direct controller-pilot VHF voice communication shall be maintained while such separation is used.

Note.- For the purpose of applying GNSS based separation minimum, a distance derived from an integrated navigation system incorporating GNSS input is regarded as equivalent to GNSS distance.

5.6.2.6.2 All distance reports must be made with reference to the same DME station.

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5.6.2.6.3 When applying these separation minima 2) each aircraft utilizes, between any aircraft with area navigation capability, controllers shall specifically request GNSS derived i) the same “on track” DME distance. station when both aircraft are utilizing DME, or Note.- Reason making a pilot unable to provide GNSS distance information may include inadequate onboard ii) an “on track” DME station and equipment, on GNSS input into an integrated navigation a collocated waypoint when one system, or a loss of GNSS integrity. aircraft is utilizing DME and the other is utilizing GNSS, or 5.6.2.6.4 Aircraft at the same cruising level iii) the same waypoint when both 5.6.2.6.4.1 Aircraft on the same track: aircraft are utilizing GNSS, and a) 20 NM, provided: 3) separation is checked by obtaining simultaneous DME and/or GNSS readings 1) each aircraft utilizes, from the aircraft at frequent intervals to ensure that the minimum will not be i) the same “on track” DME infringed. station when both aircraft are utilizing DME, or

ii) an “on track” DME station and a collocated waypoint when one aircraft is utilizing DME and the other is utilizing GNSS, or

iii) the same waypoint when both aircraft are utilizing GNSS, and

2) separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed. 5.6.2.6.4.2 Aircraft on crossing tracks:

a) 20 NM, provided:

i) each aircraft reports distance from the DME station and/or collocated waypoint/or same waypoint located at the crossing point of the tracks and that the relative angle between the tracks is less than 90 degrees; and

ii) separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft at frequent intervals to ensure that the minimum will not be b) 10 NM, provided: infringed.

1) the leading aircraft maintains a true airspeed of 20 kt or more faster than the succeeding aircraft;

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5.6.2.6.5 Aircraft climbing or descending

5.6.2.6.5.1 Aircraft on the same track

10 NM while vertical separation does not exist, provided:

a) each aircraft utilizes,

i) the same “on track” DME station when both aircraft are utilizing DME, or

ii) an “on track” DME station and a collocated waypoint when one aircraft is utilizing DME and the other is utilizing GNSS, or

b) 10 NM provided: iii) the same waypoint when both aircraft are utilizing GNSS, and i) the leading aircraft maintains a tru airspeed of 20 kts or more faster than b) one aircraft maintains a level while vertical the succeeding aircraft; separation does not exist; and

ii) each aircraft reports distance from the c) separation is established by obtaining simultaneous DME station and/or collocated DME and/or GNSS readings from the aircraft. waypoint/or same waypoint located at the crossing point of the tracks and that the relative angle between the tracks is less than 90 degrees; and

iii) separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft at such intervals as are necessary to ensure that the minimum is established and will not be infringed.

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continuously diverging tracks until some other form of separation is provided; or

ii) If the aircraft have not reported over the same reporting point and it is possible to ensure, by radar, ADS-B or other means, that the appropriate time interval will exist at the common point from which they either follow the same track or continuously diverging tracks.

c) Aircraft in level flight, climbing or descending

The aircraft concerned are in level flight, climbing or Note.— To facilitate application of the procedure where descending. a considerable change of level is involved, a descending aircraft may be cleared to some convenient level above Note1. The Mach Number Technique is applied using the lower aircraft, or a climbing aircraft to some True Mach Number convenient level below the higher aircraft, to permit a further check on the separation that will obtain while d) Mach Number Assignment: vertical separation does not exist. A Mach number (or, when appropriate, a range of Mach 5.6.2.6.5.2 Aircraft on reciprocal tracks numbers) shall be issued to each aircraft.

Aircraft utilizing on-track DME and/or collocated Note: Turbojet aircraft shall adhere to the Mach number waypoint or same waypoint may be cleared to climb or approved by ATC and shall request ATC descend to or through the levels occupied by other approval before making any changes thereto. If it is aircraft utilizing on-track DME and/or collocated essential to make an immediate temporary change in the waypoint or same waypoint, provided that it has been Mach number (e.g. due to turbulence), ATC shall be positively established that the aircraft have passed each notified as soon as possible that such a change has been other and are at least 10 NM apart. made. If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during en-route climbs and descents, pilots of aircraft concerned shall advise ATC at the time of the climb /descent request.

e) Separation Minima

i) When Mach number technique is applied, minimum longitudinal separation between turbojet aircraft on the same track, whether in level, climbing or descending flight shall be 10 minutes; or the prescribed minima based on application of differential Mach number on prescribed ATS routes. 5.6.2.7 Longitudinal separation minima with Mach number technique based on time: ii) The applicable longitudinal separation minima is maintained by: 5.6.2.7.1 The following conditions shall be met when the Mach number technique is being applied: ¾ Ensuring that the spacing between the estimated positions of the aircraft is not less a) Aircraft Types: Turbojet aircraft only. than the prescribed minimum. b) Aircraft on same track or diverging tracks ¾ Continuously monitoring aircraft position reports and updating control estimates along i) The aircraft concerned have reported over the same the aircraft's track(s). If after establishing the common point and follow the same track or Mach number technique between aircraft,

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control information indicates that less than the applicable minima between aircraft may exist, immediately Application of the Mach Number Technique when the Following Aircraft is Faster ¾ Issue crossing restrictions to ensure the appropriate longitudinal minima at the next significant point, or Distance to Fly and Separation (in Minutes) Required at Entry Point ¾ Assign revised Mach numbers appropriate for the estimated interval, or Difference 001- 601- 1201- 1801- 2401- ¾ Establish vertical separation. in Mach 600 1200 1800 2400 3000 NM NM NM NM NM Note: Control estimates are calculated by the controller 0.01 11 12 13 14 15 using known wind patterns, previous aircraft transit 0.02 12 14 16 18 20 times, pilot progress reports, and pilot estimates. 0.03 13 16 19 22 25 0.04 14 18 21 26 30 d) Relative Speeds 0.05 15 20 24 30 35 The preceding aircraft maintains the same or a greater 0.06 16 22 27 34 40 Mach number than the following aircraft; or If the 0.07 17 24 30 38 45 following aircraft is faster than the lead aircraft, ensure 0.08 18 26 33 42 50 that the appropriate time interval will exist until another 0.09 19 28 36 46 55 form of separation is achieved. 0.10 20 30 39 50 60

Note: The calculation of ground speeds and estimated times over significant points is a time consuming process which, in dense traffic situations, could result in When preceding aircraft is maintaining a true Mach unacceptable delays in issuance of clearances. A “rule number greater than the following aircraft separation of thumb” may be applied which allows clearances to be minima of 9 and 5 minutes inclusive, on prescribed issued in a timely manner, provided the expected minima may be applied in accordance with the minimum longitudinal separation over the exit point is following table: subsequently confirmed when the calculated flight progress strip data become available. This rule of thumb can be stated as follows: for each 600 NM in distance Application of the Mach Number Technique between the entry and exit points of the area where the when the Preceding Aircraft is Faster Mach number technique is used, add one minute for each 0.01 difference in Mach number for the two aircraft concerned to compensate for the fact that the Separation Mach Number by which the second aircraft is overtaking the first aircraft (See Table Minima in Preceding Aircraft is Faster below.) Minutes 09 0.02 08 0.03 07 0.04 06 0.05 05 0.06

5.6.2.8 Longitudinal separation minima with Mach number technique based on distance using RNAV

Note.— Guidance material on RNAV operations is contained in the Performance-based Navigation Manual (Doc 9613).

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5.6.2.8.1 Turbojet aircraft shall adhere to the true Mach number approved by ATC and shall request ATC c) separation between aircraft climbing or descending is approval before making any changes thereto. If it is established by obtaining simultaneous RNAV distance essential to make an immediate temporary change in the readings from the aircraft (see Figures 5-26A and 5- Mach number (e.g. due to turbulence), ATC shall be 26B); and notified as soon as possible that such a change has been made. d) in the case of aircraft climbing or descending, one aircraft maintains a level while vertical separation does 5.6.2.8.1.1 If it is not feasible, due to aircraft not exist. performance, to maintain the last assigned Mach number during en-route climbs and descents, pilots of aircraft concerned shall advise ATC at the time of the climb/descent request.

5.6.2.8.2 RNAV distance-based separation minima shall not be applied after ATC has received pilot advice indicating navigation equipment deterioration or failure. Figure 1. 150 km (80 NM) RNAV-based separation 5.6.2.8.3 Separation shall be established by maintaining between aircraft at the same level (see 5.6.2.8.5 b) not less than the specified distance between aircraft positions as reported by reference to RNAV equipment. Direct controller-pilot communications should be maintained, while such separation is used. Where high frequency or general purpose extended range very high frequency air-ground communication channels are used for area control service and are worked by air-ground communicators, suitable arrangements shall be made to permit direct controller-pilot communications, or monitoring by the controller of all air-ground Figure 1A. 150 km (80 NM) RNAV-based separation communications. between aircraft climbing and on same track (see 5.6.2.8.5 c) 5.6.2.8.3.1 To assist pilots to readily provide the required RNAV distance information, such position reports should, wherever possible, be referenced to a common waypoint ahead of both aircraft.

5.6.2.8.4 RNAV distance-based separation may be applied between RNAV-equipped aircraft when operating on designated RNAV routes or on ATS routes defined by VOR.

Figure 1B. 150 km (80 NM) RNAV-based separation 5.6.2.8.5 A 150 km (80 NM) RNAV distance-based between aircraft descending and on same track (see separation minimum with Mach number technique may 5.6.2.8.5 c) be used on same-direction tracks in lieu of a 10-minute longitudinal separation minimum with Mach number 5.6.2.8.6 When the 150 km (80 NM) longitudinal technique, provided: separation minimum with Mach number technique is

applied, the preceding aircraft shall maintain a true a) each aircraft reports its distance to or from the same Mach number equal to or greater than that maintained “on-track” common point; by the following aircraft.

b) separation between aircraft at the same level is Note.— To facilitate application of the procedure where checked by obtaining simultaneous RNAV distance a considerable change of level is involved, a descending readings from the aircraft at frequent intervals to ensure aircraft may be cleared to some convenient level above that the minimum will not be infringed (see Figure 1); the lower aircraft, or a climbing aircraft to some

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convenient level below the higher aircraft, to permit a 5.6.2.9.2.1 When information is received indicating further check on the separation that will be obtained navigation equipment failure or deterioration below the while vertical separation does not exist. navigation performance requirements, ATC shall then, as required, apply alternative separation minima. 5.6.2.8.7 Aircraft on reciprocal tracks. 5.6.2.9.2.2 Direct controller-pilot communications shall Aircraft utilizing RNAV may be cleared to climb or be maintained while applying a distance-based descend to or through the levels occupied by other separation minimum. Direct controller-pilot aircraft utilizing RNAV provided it has been positively communications shall be voice or CPDLC. The established by simultaneous RNAV distance readings to communication criteria necessary for CPDLC to satisfy or from the same “on-track” common point that the the requirement for direct controller-pilot aircraft have passed each other and are at least 150 km communications shall be established by an appropriate (80 NM) apart (see Figure 2). safety assessment.

Note.— The communication criteria which are used as a basis for the derivation of the separation minima in this section are set out in Appendix 5 of the Manual on Airspace Planning Methodology for the Determination of Separation Minima (Doc 9689). Guidance material for CPDLC is contained in the Manual of Air Traffic Services Data Link Applications (Doc 9694).

5.6.2.9.2.2.1 Prior to and during the application of a Figure 2. 150 km (80 NM) RNAV-based separation distance-based separation minimum, the controller between aircraft on reciprocal tracks (see 5.6.2.8.7) should determine the adequacy of the available communication link, considering the time element 5.6.2.9 Longitudinal separation minima based on required to receive replies from two or more aircraft, distance using RNAV where RNP is specified and the overall workload/traffic volume associated with the application of such minima. Note.— Guidance material is contained in Attachment

B to Annex 11, the Performance-based Navigation 5.6.2.9.2.3 When aircraft are at, or are expected to Manual (Doc 9613), the Air Traffic Services Planning reduce to, the minimum separation applicable, speed Manual (Doc 9426) and the Manual on Airspace control techniques, including assigning Mach number, Planning Methodology for the Determination of shall be applied to ensure that the minimum distance Separation Minima (Doc 9689). exists throughout the period of application of the minima. 5.6.2.9.1 Within designated airspace, or on designated routes, separation minima in accordance with the 5.6.2.9.3 Longitudinal distance-based separation provisions of this section (5.6.2.9) may be used, subject minima in an RNP RNAV environment not using to regional air navigation agreements. ADS-C

5.6.2.9.2 Separation shall be established by maintaining 5.6.2.9.3.1 For aircraft cruising, climbing or descending not less than the specified distance between aircraft on the same track, the following separation minimum positions as reported by reference to the same “on- may be track” common point, whenever possible ahead of both used: aircraft, or by means of an automated position reporting system.

Note.— The term “on track” means that the aircraft is flying either directly inbound to or directly outbound from the station or waypoint.

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Minimum Separation type RNP requirement Communication requirement Surveillance requirements verification Distance positively established that the aircraft have passed each other and the distance between them is equal to at least the applicable separation minimum.

5.6.2.9.4 Longitudinal distance-based separation minima in an RNP RNAV environment using ADS-C

93 km (50 10 Direct Procedural At least every 5.6.2.9.4.1 Separation based on the use of ADS-C shall NM) controller- position 24 minutes pilot reports be applied so that the distance between the calculated communic positions of the aircraft is never less than the prescribed ations minimum. This distance shall be obtained by one of the following methods: Note 1.— Where a considerable change of level is involved using distance-based separation, a descending a) when the aircraft are on the same identical track, the aircraft may be cleared to some convenient level above distance may be measured between the calculated the lower aircraft, or a climbing aircraft to some positions of the aircraft or may be calculated by convenient level below measuring the distances to a common point on the track the higher aircraft (e.g. 1 200 m (4 000 ft) or less) to (see Figures 5-28 and 5-29); permit a further check on the separation that will be maintained while vertical separation does not exist. Note.— Same identical tracks are a special case of same track defined in 5.4.2.1.5 a) where the angular Note 2.— It should be noted that the separation difference is zero degrees or reciprocal tracks defined in minimum depicted above is based on safety assessments 5.4.2.1.5 b) where the angular difference is 180 degrees. performed specifically for a particular network of tracks or routes. As such, the assessments evaluated traffic b) when the aircraft are on same or reciprocal non- characteristics which might be unique to the network parallel tracks other than in a) above, the distance shall being assessed. be calculated by measuring the distances to the common point of intersection of the tracks or projected track (see Note 3.— The separation minimum above was Figures 5-30 to 5-32); and developed in accordance with a collision risk analysis which dictates conditions under which this separation c) when the aircraft are on parallel tracks whose can be applied. protection areas overlap, the distance shall be measured along the track of one of the aircraft as in a) above using Note 4.— Detailed information on the analysis used to its calculated position and the point abeam the determine the separation minimum and on performing calculated position of the other aircraft (see Figure 5- safety assessments is contained in the Manual on 33). Airspace Planning Methodology for the Determination of Separation Minima (Doc 9689). Note.— In all cases presented in Figures 5-28 to 5-33, “d” is calculated by subtracting the distance of the 5.6.2.9.3.2 During the application of the 93 km (50 NM) closer aircraft from the common point from the distance separation, when an aircraft fails to report its position, of the more distant aircraft from the common point, the controller shall take action within 3 minutes to except in Figure 5-32 where the two distances are added establish communication. If communication has not and the order of the aircraft is not important in the been established within 8 minutes of the time the report calculation. should have been received, the controller shall take action to apply an alternative form of separation. 5.6.2.9.4.2 When aircraft are at, or are expected to 5.6.2.9.3.3 Where automated position reporting applies, reduce to, the minimum separation applicable, speed a common time reference shall be used. control techniques, including assigning Mach number, shall be applied to ensure that the minimum distance 5.6.2.9.3.4 Aircraft on reciprocal tracks. Aircraft may be exists throughout the period of application of the cleared to climb or descend to or through the levels minima. occupied by the other provided that it has been

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5.6.2.9.4.3 For aircraft cruising, climbing or descending 5.6.2.9.4.3 shall allow a controller, within 4 minutes, to on the same track, the following separation minima may intervene and resolve a potential conflict by contacting be used: an aircraft using the normal means of communication. An alternative means shall be available to allow the controller to intervene and resolve the conflict within a Separation RNP type Maximum total time of 10½ minutes, should the normal means of minima ADS-C periodic communication fail. reporting interval

93 km (50 NM) 10 27 minutes

55.5 km (30 NM) 4 32 minutes

4 14 minutes

Note 1.— Detailed information on the analysis used to determine these separation minima and on performing safety assessments, including examples of communication media and operational assumptions that Figure 3. Calculation of longitudinal distance can satisfy the intervention requirements, are contained between aircraft — identical track, same direction in the Manual on Airspace Planning Methodology for (see 5.6.2.9.4.1 a) the Determination of Separation Minima (Doc 9689). The indicated periodic reporting intervals are specific to the use of ADS-C and are derived from performed safety assessments. As a result, these intervals may differ from those required for use with other procedural RNAV longitudinal separation minima.

Note 2.— The separation minima shown in the above table require specific RNP values and are based on collision risk modeling which determines communications and surveillance requirements. However, this modeling does not include all operational and technical aspects and is dependent upon parameter values that may vary depending on the particular Figure 4. Calculation of longitudinal distance airspace where the minimum will be applied. Therefore, between aircraft — identical track, opposite prior to implementation, a system verification of direction (see 5.6.2.9.4.1 a) sufficient duration and integrity must be performed to assess such parameters and conditions including weather deviations or other contingency events for the airspace concerned and to demonstrate that operational and technical requirements are met.

5.6.2.9.4.3.1 Operational and technical requirements for the provision of ADS-C services shall comply with the provisions in Chapter 13.

Note.— Before implementation, particular attention Figure 5. Calculation of longitudinal distance should be given to the requirements in Chapter 13, between aircraft — same track, but not identical (see 13.4.3 and 13.4.3.4.6. 5.6.2.9.4.1 b)

5.6.2.9.4.3.2 The communication system provided to enable the application of the separation minima in

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communication means provided shall be such that the conflict is resolved within a further 7½ minutes.

5.6.2.9.4.4 Opposite-direction aircraft on reciprocal tracks may be cleared to climb or descend to or through the levels occupied by another aircraft provided that the aircraft have passed each other by the applicable separation minimum, calculated in accordance with 5.6.2.9.4.1.

5.6.3 Separation of aircraft holding in flight Figure 6. Calculation of longitudinal distance between aircraft — same track projected, but not 5.6.3.1 Aircraft established in adjacent holding patterns identical (see 5.6.2.9.4.1 b) shall be separated by the applicable vertical separation minimum.

5.6.3.2 Except when lateral separation exists, vertical separation shall be applied between aircraft holding in flight and other aircraft, whether arriving, departing or enroute, whenever the other aircraft concerned are within five minutes flying time of the holding area or within a distance prescribed by the appropriate authority.

Figure 7. Calculation of longitudinal distance between aircraft — opposite sides of the common point (see 5.6.2.9.4.1 b)

5.7 Minimum separation between departing aircraft

5.7.1 One-minute separation if aircraft are to fly on tracks diverging by at least 45 degrees immediately after take-off so that lateral separation is provided.

Figure 8. Calculation of longitudinal distance between aircraft — parallel tracks (see 5.6.2.9.4.1 c)

5.6.2.9.4.3.3 When an ADS-C periodic or waypoint change event report is not received within 3 minutes of the time it should have been sent, the report is considered overdue and the controller shall take action to obtain the report as quickly as possible, normally by ADS-C or CPDLC. If a report is not received within 6 minutes of the time the original report should have been sent, and there is a possibility of loss of separation with Note 1.— Wake turbulence categorization of aircraft other aircraft, the controller shall take action to resolve and longitudinal separation minima are contained in any potential conflict(s) as soon as possible. The Para 5.9

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5.7.2 Two minutes between take-offs when the base turn leading to final approach, provided that the preceding aircraft is 40 kt or more faster than the take-off will be made at least three minutes before following aircraft and both aircraft propose to follow the the arriving aircraft is estimated to be over the same track. beginning of the instrument runway.

5.8.1.2 If an arriving aircraft is making a straight-in approach, a departing aircraft may take off:

a) in any direction until five minutes before the arriving aircraft is estimated to be over the instrument runway;

b) in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach of the arriving aircraft:

Note: Calculations, based on TAS, of speed differentials i) until three minutes before the arriving aircraft is of aircraft during climb may not be sufficiently accurate estimated to be over the beginning of the instrument in all circumstances for determining if the procedures in runway, or 5.8.2 can be applied, in which case calculations based on IAS may be more suitable. ii) before the arriving aircraft crossing a designated fix on the approach track; the location of such fix to be 5.7.3 Five-minute separation while vertical separation determined by the appropriate ATS authority after does not exist if a departing aircraft will be flown consultation with the operators. through the level of a preceding departing aircraft and both aircraft propose to follow the same track. Action Note: Lateral separation is considered to exist between must be taken to ensure that the five-minute separation an arriving aircraft that subsequently commenced final will be maintained or increased while vertical separation approach and the departing aircraft that has established does not exist. on a course diverging by at least 45 degrees from the reciprocal of the final approach course.

5.8 Separation of departing aircraft from arriving aircraft

5.8.1 The following separation shall be applied when take-off clearance is based on the position of an arriving aircraft:

5.8.1.1 If an arriving aircraft is making a complete instrument approach, a departing aircraft may take off:

a) in any direction until an arriving aircraft has started Note: Use of runway other than runway- in- use for the its procedure turn or base turn leading to final approach; purpose of application of separation vide para 5.8.1.1.a) and 5.8.1.2.b) is not authorized. b) in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach 5.9 Time-based wake turbulence longitudinal after the arriving aircraft has started procedure turn or separation minima

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5.9.1 Categorization of aircraft: Leading Following Separation Minima Aircraft Aircraft Wake turbulence separation minima should be based on a grouping of aircraft types into three categories according to the maximum certificated take-off mass. Departing from a) the same runway Category Maximum Certified b) parallel runway take off mass separated by less than 760 m Heavy 1,36,000 kg or more HEAVY MEDIUM c) crossing or runways if the Medium Less than 1.36,000 kg LIGHT projected flight but more than 7000 kg path of the second aircraft will cross Light 7000 kg or less the projected flight 2 mins 5.9.2 The ATC unit concerned shall not be required to path of the first apply wake turbulence separation: aircraft at the MEDIUM LIGHT same altitude or a) for arriving VFR flights landing on the same runway less than 1 000 ft as a preceding landing HEAVY or MEDIUM aircraft; below; and d) Parallel runways separated by 760 b) between arriving IFR flights executing visual m or more, if the approach when the aircraft has reported the preceding projected flight aircraft in sight and has been instructed to follow and path of the second maintain own separation from that aircraft. aircraft will cross the projected flight 5.9.3 The ATC unit shall, in respect of the flights path of the first specified in 5.9.2 a) and b) as well as when otherwise aircraft at the same deemed necessary, issue a caution of possible wake altitude or less turbulence. than 1 000 ft below. 5.9.4 Arriving aircraft

Except as provided in 5.9.2 a) and b), the following Departing from minima shall be applied to aircraft landing behind a HEAVY MEDIUM a) an intermediate HEAVY or a MEDIUM aircraft: (Full or part of the same

length LIGHT runway; or

take-off) 3 mins Leading Following Separation b) an intermediate Aircraft Aircraft Minima MEDIUM LIGHT part of a parallel

(Full runway HEAVY MEDIUM 2 min length

take-off) HEAVY LIGHT 3 min or MEDIUM

5.9.5 Departing aircraft

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or b) Landing on the same runway in the opposite direction, or on a parallel opposite-direction runway separated by less than 760 m.

5.9.7 Displaced landing threshold 5.9.6 Opposite direction A separation minimum of 2 minutes shall be applied A separation minimum of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft and a HEAVY between a LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft and between a LIGHT aircraft and a MEDIUM aircraft when operating on a runway with a displaced aircraft when the heavier aircraft is making a low or landing threshold when: missed approach and the lighter aircraft is: a) a departing LIGHT or MEDIUM aircraft follows a a) utilizing an opposite-direction runway for take-off; HEAVY aircraft arrival and a departing LIGHT aircraft follows a MEDIUM aircraft arrival; or

b) an arriving LIGHT or MEDIUM aircraft follows a HEAVY aircraft departure and an arriving LIGHT aircraft follows a MEDIUM aircraft departure if the projected flight paths are expected to cross.

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Note: Wake Vortex generation begins when the nose prescribed on the basis of regional air navigation wheel lifts off the runway on take-off and continues agreements; until the nose wheel touches down on landing. b) if there is a possibility that flight under visual meteorological conditions may become impracticable, an IFR flight shall be provided with alternative instructions to be complied with in the event that flight in visual meteorological conditions (VMC) cannot be maintained for the term of the clearance;

5.10 Clearance to fly maintaining own separation c) the pilot of an IFR flight, on observing that while in visual meteorological conditions conditions are deteriorating and considering that

operation in VMC will become impossible, shall inform Note 1.— As indicated in this Section, the provision of ATC before entering instrument meteorological vertical or horizontal separation by an air traffic control conditions (IMC) and shall proceed in accordance with unit is not applicable in respect of any specified portion the alternative instructions given. of a flight cleared subject to maintaining own separation Note.— See also 5.10.1.2. and remaining in visual meteorological conditions. It is for the flight so cleared to ensure, for the duration of the 5.11 Essential Traffic Information clearance, that it is not operated in such proximity to other flights as to create a collision hazard. 5.11.1 General

Note 2.— It is axiomatic that a VFR flight must remain 5.10.1.1 Essential traffic is that controlled traffic to in visual meteorological conditions at all times. which the provision of separation by ATC is applicable, Accordingly, the issuance of a clearance to a VFR flight but which, in relation to a particular controlled flight is to fly subject to maintaining own separation and not, or will not be, separated from other controlled remaining in visual meteorological conditions has no traffic by the appropriate separation minimum. other object than to signify that, for the duration of the clearance, separation from other aircraft by air traffic Note.— Pursuant to Section 5.2, but subject to certain control is not provided. exceptions stated therein, ATC is required to provide

separation between IFR flights in airspace Classes A to Note 3.— The objectives of the air traffic control E, and between IFR and VFR flights in Classes B and service as prescribed in Annex 11 do not include C. ATC is not required to provide separation between prevention of collision with terrain. The procedures VFR flights, except within airspace Class B. Therefore, prescribed in this document do not relieve pilots of their IFR or VFR flights may constitute essential traffic to responsibility to ensure that any clearances issued by air IFR traffic, and IFR flights may constitute essential traffic control units are safe in this respect. When an traffic to VFR traffic. However, a VFR flight would not IFR flight is vectored or is given a direct routing which constitute essential traffic to other VFR flights except takes the aircraft off an ATS route, the procedures in within Class B airspace. Chapter 8, 8.6.5.2 apply.

5.11.1.2 Essential traffic information shall be given to When so requested by an aircraft and provided it is controlled flights concerned whenever they constitute agreed by the pilot of the other aircraft and so essential traffic to each other. authorized by the appropriate ATS authority, an ATC unit may clear a controlled flight, including departing Note.— This information will inevitably relate to and arriving flights, operating in airspace Classes D and controlled flights cleared subject to maintaining own E in visual meteorological conditions during the hours separation and remaining in visual meteorological of daylight to fly subject to maintaining own separation conditions and also whenever the intended separation to one other aircraft and remaining in visual minimum has been infringed. meteorological conditions. When a controlled flight is so cleared, the following shall apply: 5.11.2 Information to be provided

a) the clearance shall be for a specified portion of the Essential traffic information shall include: flight at or below 3 050 m (10 000 ft), during climb or descent and subject to further restrictions as and when

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a) direction of flight of aircraft concerned; d) when RNAV-equipped aircraft operate within the b) type and wake turbulence category (if relevant) of coverage of electronic aids that provide the necessary aircraft concerned; updates to maintain navigation accuracy. c) cruising level of aircraft concerned; and 5.12.1.2 In accordance with regional air navigation agreements when: 1) estimated time over the reporting point nearest to where the level will be crossed; or a) special electronic, area navigation or other aids enable the aircraft to closely adhere to their current 2) relative bearing of the aircraft concerned in terms of flight plans; and the 12-hour clock as well as distance from the conflicting traffic; or b) the air traffic situation is such that the conditions in 5.12.1.1 a) regarding communications between pilots 3) actual or estimated position of the aircraft concerned. and the appropriate ATC unit or units need not necessarily be met to the degree specified therein. Note 1. — Nothing in Section 5.10 is intended to prevent ATC from imparting to aircraft under its control Note.— Attention is drawn to the guidance material any other information at its disposal with a view to contained in the Air Traffic Services Planning Manual enhancing air safety in accordance with the objectives (Doc 9426) regarding conditions governing the of ATS as defined in Chapter 2 of Annex 11. reduction of separation minima and to the Manual on Airspace Planning 1\ Note 2.— Wake turbulence category will only be essential traffic information if the aircraft concerned is Methodology for the Determination of Separation of a heavier wake turbulence category than the aircraft Minima (Doc 9689). to which the traffic information is directed.

5.12 REDUCTION IN SEPARATION MINIMA

5.12.1 Provided an appropriate safety assessment has shown that an acceptable level of safety will be maintained, and after prior consultation with users, the separation minima detailed in 5.6.1 and 5.6.2 may be reduced in the following circumstances:

5.12.1.1 As determined by the appropriate ATS authority as appropriate: a) when special electronic or other aids enable the pilot- in-command of an aircraft to determine accurately the aircraft’s position and when adequate communication facilities exist for that position to be transmitted without delay to the appropriate air traffic control unit; or b) when, in association with rapid and reliable communication facilities, information of an aircraft’s position, derived from an ATS surveillance system, is available to the appropriate air traffic control unit; or c) when special electronic or other aids enable the air traffic controller to predict rapidly and accurately the flight paths of aircraft, and adequate facilities exist to verify frequently the actual aircraft positions with the predicted positions; or

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Chapter 6 SEPARATION IN THE VICINITY OF AERODROMES

6.1 REDUCTION IN SEPARATION MINIMA IN 6.3.1.2 At aerodromes where standard instrument THE VICINITY OF AERODROMES departures (SIDs) have been established, departing aircraft should normally be cleared to follow the In addition to the circumstances mentioned in Chapter appropriate SID. 5, 5.12.1, the separation minima detailed in Chapter 5, 5.6.1 and 5.6.2, may be reduced in the vicinity of 6.3.2 Departure Sequence aerodromes if: 6.2.2.1 Departing aircraft may be expedited by a) adequate separation can be provided by the suggesting a take-off direction which is not into the aerodrome controller when each aircraft is continuously wind. It is the responsibility of the pilot-in-command of visible to this controller; or an aircraft to decide between making such a take-off or waiting for take-off in a preferred direction. b) each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots thereof report 6.3.2.2 If departures are delayed, the delayed flights that they can maintain their own separation; or shall normally be cleared in an order based on their estimated time of departure, except that deviation from c) in the case of one aircraft following another, the this order may be made to: flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation can be a) facilitate the maximum number of departures with the maintained. least average delay;

6.2 ESSENTIAL LOCAL TRAFFIC b) accommodate requests by an operator in respect of that operator’s flights to the extent practicable. 6.2.1 Information on essential local traffic known to the controller shall be transmitted without delay to 6.3.2.3 Air traffic control units should when practicable departing and arriving aircraft concerned. advise aircraft operators or their designated representatives when anticipated delays are expected to Note 1.— Essential local traffic in this context consists exceed 30 minutes. of any aircraft, vehicle or personnel on or near the runway to be used, or traffic in the take-off and climb- 6.4 INFORMATION FOR DEPARTING out area or the final approach area, which may AIRCRAFT constitute a collision hazard to a departing or arriving aircraft. 6.4.1 Meteorological conditions

6.2.2 Essential local traffic shall be described so as to be Information regarding significant changes in the easily identified. meteorological conditions in the take-off or climb-out area, obtained by the unit providing approach control 6.3 PROCEDURES FOR DEPARTING AIRCRAFT service after a departing aircraft has established communication with such unit, shall be transmitted to 6.3.1 General the aircraft without delay, except when it is known that the aircraft already has received the information. 6.3.1.1 Clearances for departing aircraft shall specify, when necessary for the separation of aircraft, direction Note.— Significant changes in this context include of takeoff and turn after take-off; heading or track to be those relating to surface wind direction or speed, made good before taking up the cleared departure track; visibility, runway visual range or air temperature (for level to maintain before continuing climb to assigned turbine-engine aircraft), and the occurrence of level; time, point and/or rate at which a level change thunderstorm or cumulonimbus, moderate or severe shall be made; and any other necessary turbulence, wind shear, hail, moderate or severe icing, manoeuvre consistent with safe operation of the aircraft. severe squall line, freezing precipitation, severe mountain waves,

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Manual of Air Traffic Services Chapter 6 – Separation in the Vicinity of Aerodromes

sand storm, dust storm, blowing snow, tornado or 6.5.1.5 After coordination with the approach control waterspout. unit, the ACC may clear the first arriving aircraft for approach rather than to a holding fix. 6.4.2 Operational status of visual or non-visual aids 6.5.2 Visual Approach: Information regarding changes in the operational status of visual or non-visual aids essential for take-off and 6.5.2.1 Visual approach is an approach by an IFR flight climb shall be transmitted without delay to a departing when either part or all of an instrument approach aircraft, except when it is known that the aircraft already procedure is not completed and the approach is executed has received the information. in visual reference to terrain.

6.5 PROCEDURES FOR ARRIVING 6.5.2.2 Clearance for an IFR flight to execute a visual AIRCRAFT approach may be requested by the pilot or initiated by the controller. 6.5.1 General 6.5.2.3 The controller shall not initiate a visual approach 6.5.1.1 When it becomes evident that delays will be when there is a reason to believe that the flight crew encountered by arriving aircraft, operators or designated concerned is not familiar with the aerodrome and its representatives shall, to the extent practicable, be surrounding terrain. notified and kept currently informed of any changes in such expected delays. 6.5.2.4 Controller should take into consideration the prevailing traffic and meteorological conditions before 6.5.1.2 The controller may request an arriving aircraft to initiating visual approach. report when leaving or passing a significant point or navigation aid, or when starting procedure turn or base 6.5.2.5 Aircraft may be cleared for direct base leg/ final, turn, or any other information, to expedite departing and if there is reasonable assurance that visual approach and arriving aircraft. landing can be completed.

6.5.1.3 An IFR flight shall not be cleared for an initial 6.5.2.6 Separation shall be provided between an aircraft approach below the Minimum Sector Altitude (MSA) or cleared to execute a visual approach and other arriving Minimum Holding Altitude (MHA) whichever is and departing aircraft. higher, nor to descend below that altitude unless: 6.5.2.7 When clearance to execute visual approach has a) the pilot has reported passing an appropriate point been issued, it shall be there responsibility of pilot to defined by a navigation aid or as a waypoint; or maintain terrain clearance. b) the pilot reports that the aerodrome is and can be 6.5.2.8 Visual approach by a flight crew: maintained in sight; or 6.5.2.8.1 A flight crew may request visual approach if c) the aircraft is conducting a visual approach; or he has runway in sight and the pilot can maintain visual reference to terrain subject to the following conditions d) the controller has determined the aircraft’s position only: by the use of ATS surveillance system, and a lower minimum altitude has been specified for use when a) the reported ceiling is at or above initial approach providing ATS surveillance services. level i.e. minimum holding altitude at the facility associated with the instrument approach procedure; or 6.5.1.4 At aerodromes where standard instrument the pilot finds at the initial approach level or at any time arrivals (STARs) have been established, arriving aircraft during the instrument approach procedure that the should normally be cleared to follow the appropriate meteorological conditions are such that with reasonable STAR. The aircraft shall be informed of the type of assurance a visual approach and landing can be approach to expect and runway-in-use as early as completed; possible.

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b) the ground visibility is not below the ‘Aerodrome ¾ CLEARED VISUAL APPROACH RUNWAY Operating Minima’ of non precision approach available (number), REPORT (position in the traffic at the aerodrome and which aircraft is capable of circuit). carrying out at the time visual approach is requested, 6.5.2.10 Visual approach initiated by a radar controller: 6.5.2.8.2 The pilot at the time of requesting for visual approach should give position report. 6.5.2.10.1 The radar controller may initiate visual approach subject to the following conditions 6.5.2.8.3 The pilot shall advise the controller immediately when a) Ground visibility is not below the aerodrome operating minima of non precision approach available at a) weather has deteriorated and unable to keep the the aerodrome and which aircraft is terrain in sight; or capable of carrying out, b) unable to continue flight following the preceding b) Concurrence of the flight crew is obtained, and aircraft; or c) The reported ceiling is at or above the minimum c) additional spacing is required from preceding aircraft. altitude applicable to radar vectoring and meteorological conditions are such that, with reasonable assurance, a 6.5.2.9 Visual approach initiated by a procedural visual approach and landing can be completed. controller: 6.5.2.10.2 Clearance for visual approach shall be issued, 6.5.2.9.1 The procedural controller may initiate visual provided the aircraft can maintain visual reference to approach subject to following conditions terrain and has the aerodrome or, runway in sight, at which time radar vectoring would normally be a) Ground visibility is not below the aerodrome terminated. operating minima of non precision approach available at the aerodrome and which aircraft is capable of carrying Phraseologies: out, ¾ ADVISE ABLE TO ACCEPT VISUAL b) Concurrence of the flight crew is obtained, and APPROACH RUNWAY (number) c) The reported ceiling is at or above the approved ¾ (vectoring instruction) VECTORING FOR initial approach level VISUAL

6.5.2.9.2 Clearance to execute a visual approach shall only be issued provided the aircraft can maintain visual ¾ APPROACH RUNWAY (number), REPORT reference to terrain and has the aerodrome or the RUNWAY IN SIGHT runway in sight. ¾ (vectoring instruction) VECTORING FOR) Phraseologies: (position in the traffic circuit), REPORT RUNWAY IN SIGHT ¾ ADVISE ABLE TO ACCEPT VISUAL APPROACH RUNWAY (number); ¾ CLEARED VISUAL APPROACH RUNWAY ¾ EXPECT VISUAL APPROACH RUNWAY (number), (number), ¾ REPORT (position in the traffic circuit) ¾ REPORT RUNWAY IN SIGHT;

6.5.2.10.3 If the pilot does not sight the runway, the aircraft will either be vectored for pilot interpreted final approach aid / surveillance radar approach or the aircraft

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will be climbed to minimum holding altitude associated 6.5.2.13 The aerodrome controller should endeavour to with landing nav-aid and cleared for IAL procedure of sight the aircraft and upon sighting should inform the the nav-aid. pilot so. The landing clearance should be issued by the controller only after sighting the aircraft. 6.5.2.11 Successive visual approaches: 6.5.3 Instrument approach 6.5.2.11.1 For successive visual approaches, separation shall be maintained by the controller until the pilot of a 6.5.3.1 The approach control unit shall specify the succeeding aircraft reports having the preceding aircraft instrument approach procedure to be used by arriving in sight. The aircraft shall then be instructed to follow aircraft. A flight crew may request an alternative and maintain own separation from the preceding aircraft procedure and, if circumstances permit, should be and report runway in sight. cleared accordingly.

Phraseologies: 6.4.3.2 If a pilot reports or it is clearly apparent to the ATC unit that the pilot is not familiar with an ¾ REPORT NUMBER (number) (aircraft type instrument approach procedure, the initial approach and position) IN SIGHT level, the point (in minutes from the appropriate reporting point) at which base turn or procedure turn ¾ CLEARED VISUAL APPROACH RUNWAY will be started, the level at which the procedure turn (number) shall be carried out and the final approach track shall be specified, except that only the last mentioned need be specified if the aircraft is to be cleared for a straight-in ¾ MAINTAIN OWN SEPARATION FROM approach. The frequency(ies) of the navigation aid(s) to PRECEDING be used as well as the missed approach procedure shall also be specified when deemed necessary. ¾ [CAUTION WAKE TURBULANCE] 6.5.3.3 If visual reference to terrain is established before completion of then approach procedure, the entire ¾ REPORT RUNWAY IN SIGHT procedure must nevertheless be executed unless the aircraft requests & is cleared for a visual approach. 6.5.2.11.2 When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of 6.5.4 Holding heavier wake turbulence category than the following, and the distance between the aircraft is less than the 6.5.4.1 In the event of extended delays, aircraft should appropriate wake turbulence minimum, the controller be advised of the anticipated delay as early as possible shall issue caution of possible wake turbulence. and, when practicable, be instructed or given the option to reduce speed en route in order to absorb delay. Phraseology: CAUTION WAKE TURBULANCE 6.5.4.2 When delay is expected, the ACC shall normally 6.5.2.11.3 The pilot-in-command of the aircraft be responsible for clearing aircraft to the holding fix, concerned shall be responsible for ensuring that the and for including holding instructions, and expected spacing from a preceding aircraft of a heavier wake approach time or onward clearance time, as applicable, turbulence category is acceptable. If it is determined in such clearances. that additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their 6.5.4.3 After coordination with the approach control requirements. unit, the ACC may clear arriving aircraft to visual holding location to hold until further advised by the 6.5.2.12 Transfer of communication to the Aerodrome approach control unit. controller should be effected at such a point or time that information on essential local traffic, if applicable, and 6.5.4.4 After coordination with the aerodrome control clearance to land or alternative instruction can be issued tower, the approach control unit may clear arriving to the aircraft in a timely manner. aircraft to visual holding location to hold until further advised by the aerodrome control tower.

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6.5.4.5 Holding and holding pattern entry shall be b) hospital aircraft or aircraft carrying any sick or accomplished in accordance with published procedures. seriously injured person requiring urgent medical If entry and holding procedures have not been published attention; or if the procedures are not known to a flight crew, the appropriate air traffic control unit shall specify the c) aircraft engaged in search and rescue operations; and designator of the location or aid to be used, the inbound track, radial or bearing, direction of turn in the holding d) an aircraft engaged in personnel transport of head of pattern as well as the time of the outbound leg or the state or of government of other selected dignitaries on distances between which to hold. official visits to Myanmar or the personnel transport of president. . 6.5.4.6 Aircraft should normally be held at a designated holding fix. The required minimum vertical, lateral or 6.5.5.1.2 Succeeding aircraft shall be cleared for longitudinal separation from other aircraft shall be approach: provided. Criteria and procedures for the simultaneous use of adjacent holding patterns shall be prescribed in a) when the preceding aircraft has reported that it is able local instructions. to complete its approach without encountering instrument meteorological conditions; 6.5.4.7 Levels at holding fix or visual holding location or shall as far as practicable be assigned in a manner that will facilitate clearing each aircraft to approach in its b) when the preceding aircraft is in communication with proper priority. Normally, the first aircraft to arrive over and sighted by the aerodrome control tower and a holding fix or visual holding location should be at the reasonable assurance exists that a normal landing can be lowest level, with following aircraft at successively accomplished, higher levels. or

6.5.4.8 When extended holding is anticipated, turbojet c) when timed approaches are used, the preceding aircraft should, when practicable, be permitted to hold at aircraft has passed the defined point inbound and higher levels in order to conserve fuel, whilst retaining reasonable assurance exists that a normal landing can be their order in the approach sequence. accomplished;

6.5.4.9 If an aircraft is unable to comply with the d) when the required longitudinal spacing between published or cleared holding procedure, alternative succeeding aircraft, as observed by radar, has been instructions shall be issued. established.

6.5.4.10 For the purpose of maintaining a safe and 6.5.5.1.3 In establishing the approach sequence, the orderly flow of traffic, an aircraft may be instructed to need for increased longitudinal spacing between orbit at its present or at any other position, provided the arriving aircraft due to wake turbulence shall be taken required obstacle clearance is ensured. into account.

6.5.5 Approach sequence 6.5.5.1.4 If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather 6.5.5.1 The following procedures shall be applied improvement, or for other reasons, such action shall be whenever approaches are in progress. approved. However, when other holding aircraft indicate intention to continue their approach-to-land, the 6.5.5.1.1 The approach sequence shall be established in pilot desiring to hold will be cleared to an adjacent fix a manner which will facilitate arrival of the maximum for holding awaiting weather change or re routing. number of aircraft with the least average delay. Priority Alternatively, the aircraft should be given a clearance to shall be given to: place it at the top of the approach sequence so that other holding aircraft may be permitted to land. Coordination a) an aircraft which anticipates being compelled to land shall be effected with any adjacent ATC unit or control because of factors affecting the safe operation of the sector, when required, to avoid conflict with the traffic aircraft (engine failure, shortage of fuel, etc.); under the jurisdiction of that unit or sector.

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approach sequence, the minimum distance to be 6.5.5.1.5 When establishing the approach sequence, an established between succeeding aircraft shall be aircraft which has been authorized to absorb a specified specified in local instructions. Local instructions shall period of notified terminal delay by cruising at a additionally specify the circumstances under which any reduced speed en route, should, in so far as practicable, increased longitudinal distance between approaches be credited with the time absorbed en route. may be required as well as the minima to be used under such circumstances. 6.5.5.2 SEQUENCING AND SPACING OF INSTRUMENT APPROACHES 6.5.6.2.3 INFORMATION ON APPROACH SEQUENCE 6.5.5.2.1 TIMED APPROACH PROCEDURES Provision shall be made to ensure that the aerodrome 6.5.5.2.1.1 Subject to approval by the appropriate ATS control tower is kept informed of the sequence in which authority, the following procedure should be utilized as aircraft will be established on final approach for necessary to expedite the approaches of a number of landing. arriving aircraft: Note 1. — Guidance material on factors to be taken into a) a suitable point on the approach path, which shall be account when determining separation for timed capable of being accurately determined by the pilot, approaches is contained in the Air Traffic Services shall be specified, to serve as a checkpoint in timing Planning Manual (Doc 9426). successive approaches; Note 2. — Wake turbulence categories and wake b) aircraft shall be given a time at which to pass the turbulence separation minima are contained in Chapter specified point inbound, which time shall be determined 4, Section 4.9, Chapter 5, Section 5.8 and Chapter 8, with the aim of achieving the desired interval between Section 8.7. successive landings on the runway while respecting the applicable separation minima at all times, including the Note 3. — Detailed characteristics of wake vortices and period of runway occupancy. their effect on aircraft are contained in the Air Traffic Services Planning Manual (Doc 9426), Part II, Section 6.5.5.2.1.2 The time at which aircraft should pass the 5. specified point shall be determined by the unit providing approach control service and notified to the aircraft 6.5.6 Expected approach time sufficiently in advance to permit the pilot to arrange the flight path accordingly. 6.4.6.1 An expected approach time shall be determined for an arriving aircraft that will be subjected to a delay 6.5.5.2.1.3 Each aircraft in the approach sequence shall of 10 minutes or more. The expected approach time be cleared to pass the specified point inbound at the shall be transmitted to the aircraft as soon as practicable previously notified time, or any revision thereof, after and preferably not later than at the commencement of its the preceding aircraft has reported passing the point initial descent from cruising level. A revised expected inbound. approach time shall be transmitted to the aircraft without delay whenever it differs from that previously 6.5.6.2.2 INTERVAL BETWEEN SUCCESSIVE transmitted by 5 minutes or more, or such lesser period APPROACHES of time as agreed between the ATS units concerned.

In determining the time interval or longitudinal distance 6.5.6.2 An expected approach time shall be transmitted to be applied between successive approaching aircraft, to the aircraft by the most expeditious means whenever the relative speeds between succeeding aircraft, the it is anticipated that the aircraft will be required to hold distance from the specified point to the runway, the for 30 minutes or more. need to apply wake turbulence separation, runway occupancy times, the prevailing meteorological 6.5.6.3 The holding fix to which an expected approach conditions as well as any condition which may affect time relates shall be identified together with the runway occupancy times shall be considered. When an expected approach time whenever circumstances are ATS surveillance system is used to establish an

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such that this would not otherwise be evident to the c) current runway surface conditions, in case of pilot. precipitants or other temporary hazards;

d) changes in the operational status of visual and non 6.5.7 Onward clearance time visual aids essential for approach and landing.

In the event an aircraft is held en route or at a location 6.6.2 If it becomes necessary or operationally desirable or aid other than the initial approach fix, the aircraft that an arriving aircraft follow an instrument approach concerned shall, as soon as practicable, be given an procedure or use a runway other than that initially expected onward clearance time from the holding fix . stated, the flight crew shall be advised without delay. The aircraft shall also be advised if further holding at subsequent holding fix is expected. 6.6.3 At the commencement of final approach, the following information shall be transmitted to aircraft: Note.— “Onward clearance time” is the time at which an aircraft can expect to leave the fix at which it is being a) significant changes in the mean surface wind held. direction and speed;

6.6 INFORMATION FOR ARRIVING AIRCRAFT Note.— If the controller possesses wind information in the form of components, the significant changes are: 6.6.1 As early as practicable after an aircraft has ¾ Mean head-wind component: 10 kt established communication with the unit providing ¾ Mean tail-wind component: 2 kt approach control service, the following elements of ¾ Mean cross-wind component: 5 kt information, in the order listed, shall be transmitted to the aircraft, with the exception of such elements which b) the latest information, if any, on wind shear and/or it is known the aircraft has already received: turbulence in the final approach area; a) type of approach and runway-in-use; c) the current visibility representative of the direction of approach and landing or, when provided, the current b) meteorological information, as follows: runway visual range value(s) and the trend, if practicable, supplemented by slant visual range value(s), i) surface wind direction and speed, including if provided. significant variations; 6.6.4 During final approach, the following information ii) visibility and, when applicable, runway visual range shall be transmitted without delay: (RVR); a) the sudden occurrence of hazards (e.g. unauthorized iii) present weather; traffic on the runway); iv) cloud below 5 000 ft or below the highest minimum b) significant variations in the current surface wind, sector altitude, whichever is greater; expressed in terms of minimum and maximum values; cumulonimbus; c) significant changes in runway surface conditions; v) air temperature; d) changes in the operational status of required visual or vi) dew point temperature; non-visual aids; vii) altimeter setting(s); e) changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the viii) any available information on significant visibility representative of the direction of approach and meteorological phenomena in the approach area; and landing. ix) trend-type landing forecast, when available.

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6.7.3.1.1 Parallel runways may be used for simultaneous 6.7 OPERATIONS ON PARALLEL OR NEAR- instrument operations for: PARALLEL RUNWAYS a) independent parallel approaches; or 6.7.1 General Where parallel or near-parallel runways are used for b) dependent parallel approaches; or simultaneous operations, the requirements and procedures below shall apply. c) segregated parallel operations.

Note.— Guidance material is contained in the Manual 6.7.3.1.2 Whenever parallel approaches are carried out, on Simultaneous Operations on Parallel or Near-Parallel separate controllers should be responsible for the Instrument Runways (SOIR) (Doc 9643). sequencing and spacing of arriving aircraft to each runway. 6.7.2 Departing aircraft 6.7.3.2 REQUIREMENTS AND PROCEDURES FOR 6.7.2.1 TYPES OF OPERATION INDEPENDENT PARALLEL APPROACHES

Parallel runways may be used for independent 6.7.3.2.1 Independent parallel approaches may be instrument departures as follows: conducted to parallel runways provided that: a) both runways are used exclusively for departures a) the runway centre lines are spaced by the distance (independent departures); specified in Annex 14, Volume I: b) one runway is used exclusively for departures while 1) where runway centre lines are spaced by less than 1 the other runway is used for a mixture of arrivals and 310 m but not less than 1 035 m, suitable secondary departures (semi-mixed operation); and surveillance radar (SSR) equipment, with a minimum azimuth accuracy of 0.06 degrees (one sigma), an c) both runways are used for mixed arrivals and update period of 2.5 seconds or less and a high departures (mixed operation). resolution display providing position prediction and deviation alert is available; or 6.7.2.2 REQUIREMENTS AND PROCEDURES FOR INDEPENDENT PARALLEL DEPARTURES 2) where runway centre lines are spaced by less than 1 525 m but not less than 1 310 m, SSR equipment with Independent IFR departures may be conducted from performance specifications other than the foregoing may parallel runways provided: be applied, provided they are equal to or better than those stated under 3) below, and when it is determined a) the runway centre lines are spaced by the distance that the safety of aircraft operation would not be specified in Annex 14, Volume I; adversely affected; or b) the departure tracks diverge by at least 15 degrees 3) where runway centre lines are spaced by 1 525 m or immediately after take-off; more, suitable surveillance radar with a minimum azimuth accuracy of 0.3 degrees (one sigma) or better c) suitable surveillance radar capable of identification of and update period of 5 seconds or less is available; the aircraft within 2 km (1.0 NM) from the end of the runway is available; and For the above cases, other equivalent ATS surveillance systems (e.g. ADS-B or MLAT) may be used to provide d) ATS operational procedures ensure that the required the services detailed above provided that a performance track divergence is achieved. capability equal to or better than that required for the above can be demonstrated. 6.7.3 Arriving aircraft Note.— Guidance material pertaining to use of ADS-B 6.7.3.1 TYPES OF OPERATIONS and multilateration (MLAT) systems and their system performance is contained in the Assessment of ADS-B and Multilateration Surveillance to Support Air

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shall be advised that independent parallel approaches Traffic Services and Guidelines for Implementation (Cir are in force. This information may be provided through 326). the ATIS broadcasts. b) instrument landing system (ILS) and/or microwave 6.7.3.2.3 When vectoring to intercept the ILS localizer landing system (MLS) approaches are being conducted course or MLS final approach track, the final vector on both runways; shall enable the aircraft to intercept the ILS localizer course or MLS final approach track at an angle not c) the missed approach track for one approach diverges greater than 30 degrees and to provide at least 2 km (1.0 by at least 30 degrees from the missed approach track of NM) straight and level flight prior to ILS localizer the adjacent approach; course or MLS final approach track intercept. The vector shall also enable the aircraft to be established on d) an obstacle survey and evaluation is completed, as the ILS localizer course or MLS final approach track in appropriate, for the areas adjacent to the final approach level flight for at least 3.7 km (2.0 NM) prior to segments; intercepting the ILS glide path or specified MLS elevation angle. e) aircraft are advised of the runway identification and ILS localizer or MLS frequency as early as possible; 6.7.3.2.4 A minimum of 300 m (1 000 ft) vertical separation or, subject to radar system and situation f) vectoring is used to intercept the ILS localizer course display capabilities, a minimum of 5.6 km (3.0 NM) or the MLS final approach track; radar separation shall be provided until aircraft are established: g) a no transgression zone (NTZ) at least 610 m (2 000 ft) wide is established equidistant between extended a) inbound on the ILS localizer course and/or MLS final runway centre lines and is depicted on the situation approach track; and display; b) within the normal operating zone (NOZ). h) separate controllers monitor the approaches to each runway and ensure that when the 300 m (1 000 ft) 6.7.3.2.5 Subject to radar system and situation display vertical separation is reduced: capabilities, a minimum of 5.6 km (3.0 NM) radar separation shall be provided between aircraft on the 1) aircraft do not penetrate the depicted NTZ; and 2) the same ILS localizer course or MLS final approach track applicable minimum longitudinal separation between unless increased longitudinal separation is required due aircraft on the same ILS localizer course or MLS final to wake turbulence or for other reasons. approach track is maintained; and Note 1.— See Chapter 8, 8.7.3.4. i) if no dedicated radio channels are available for the controllers to control the aircraft until landing: Note 2.— An aircraft established on an ILS localizer course or MLS final approach track is separated from 1) transfer of communication of aircraft to the another aircraft established on an adjacent parallel ILS respective aerodrome controller’s channel is effected localizer course or MLS final approach track provided before the higher of two aircraft on adjacent final neither aircraft penetrates the NTZ as depicted on the approach tracks intercepts the ILS glide path or the situation display. specified MLS elevation angle; and 6.7.3.2.6 When assigning the final heading to intercept 2) the controllers monitoring the approaches to each the ILS localizer course or MLS final approach track, runway are provided with the capability to override the runway shall be confirmed, and the aircraft shall be transmissions of aerodrome control on the respective advised of: radio channels for each arrival flow. a) its position relative to a fix on the ILS localizer 6.7.3.2.2 As early as practicable after an aircraft has course or MLS final approach track; established communication with approach control, the aircraft

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b) the altitude to be maintained until established on the b) the aircraft has landed, or in case of a missed ILS localizer course or MLS final approach track to the approach, is at least 2 km (1.0 NM) beyond the ILS glide path or specified MLS elevation angle departure end of the runway and adequate separation intercept point; and with any other traffic is established. c) if required, clearance for the appropriate ILS or MLS Note.— There is no requirement to advise the aircraft approach. that flight path monitoring using radar is terminated.

6.7.3.2.7 All approaches regardless of meteorological 6.7.3.3 SUSPENSION OF INDEPENDENT conditions shall be provided with flight path monitoring PARALLEL APPROACHES using radar. Control instructions and information TO CLOSELY-SPACED PARALLEL RUNWAYS necessary to ensure separation between aircraft and to ensure aircraft do not enter the NTZ shall be issued. Independent parallel approaches to parallel runways spaced by less than 1 525 m between their centre lines Note 1.— The primary responsibility for navigation on shall be suspended under certain meteorological the ILS localizer course and/or MLS final approach conditions, as prescribed by the appropriate ATS track rests with the pilot. Control instructions and authority, including wind shear, turbulence, downdrafts, information are therefore issued only to ensure crosswind and significant meteorological conditions separation between aircraft and to ensure that aircraft such as thunderstorms, which might otherwise increase do not penetrate the NTZ. ILS localizer course and/ or MLS final approach track deviations to the extent that safety may be impaired. Note 2.— For the purpose of ensuring an aircraft does not penetrate the NTZ, the aircraft is considered to be Note 1.— The increase in final approach track the centre of its position symbol. However, the edges of deviations would additionally result in an unacceptable the position symbols representing aircraft executing level of deviation alerts being generated. parallel approaches are not allowed to touch (see Chapter 8, 8.7.2). Note 2.— Guidance material relating to meteorological conditions is contained in the Manual on Simultaneous 6.7.3.2.8 When an aircraft is observed to overshoot the Operations on Parallel or Near-Parallel Instrument turn-on or to continue on a track which will penetrate Runways (SOIR) (Doc 9643). the NTZ, the aircraft shall be instructed to return immediately to the correct track. 6.7.3.4 REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES 6.7.3.2.9 When an aircraft is observed penetrating the NTZ, the aircraft on the adjacent ILS localizer course or 6.7.3.4.1 Dependent parallel approaches may be MLS final approach track shall be instructed to conducted to parallel runways provided: immediately climb and turn to the assigned altitude/height and heading in order to avoid the a) the runway centre lines are spaced by the distance deviating aircraft. Where parallel approach obstacle specified in Annex 14, Volume I; assessment surfaces (PAOAS) criteria are applied for the obstacle assessment, the air traffic controller shall b) the aircraft are vectored to intercept the final not issue the heading instruction to the aircraft below approach track; 120 m (400 ft) above the runway threshold elevation, and the heading instruction shall not exceed 45 degrees c) suitable surveillance radar with a minimum azimuth track difference with the ILS localizer course or MLS accuracy of 0.3 degrees (one sigma) and update period final approach track. of 5 seconds or less is available;

6.7.3.2.10 Flight path monitoring using radar shall not d) ILS and/or MLS approaches are being conducted on be terminated until: both runways; a) visual separation is applied, provided procedures e) aircraft are advised that approaches are in use to both ensure that both controllers are advised whenever visual runways (this information may be provided through the separation is applied;

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Traffic Services and Guidelines for Implementation (Cir shall be advised that independent parallel approaches 326). are in force. This information may be provided through the ATIS broadcasts. b) instrument landing system (ILS) and/or microwave landing system (MLS) approaches are being conducted 6.7.3.2.3 When vectoring to intercept the ILS localizer on both runways; course or MLS final approach track, the final vector shall enable the aircraft to intercept the ILS localizer c) the missed approach track for one approach diverges course or MLS final approach track at an angle not by at least 30 degrees from the missed approach track of greater than 30 degrees and to provide at least 2 km (1.0 the adjacent approach; NM) straight and level flight prior to ILS localizer course or MLS final approach track intercept. The d) an obstacle survey and evaluation is completed, as vector shall also enable the aircraft to be established on appropriate, for the areas adjacent to the final approach the ILS localizer course or MLS final approach track in segments; level flight for at least 3.7 km (2.0 NM) prior to intercepting the ILS glide path or specified MLS e) aircraft are advised of the runway identification and elevation angle. ILS localizer or MLS frequency as early as possible; 6.7.3.2.4 A minimum of 300 m (1 000 ft) vertical f) vectoring is used to intercept the ILS localizer course separation or, subject to radar system and situation or the MLS final approach track; display capabilities, a minimum of 5.6 km (3.0 NM) radar separation shall be provided until aircraft are g) a no transgression zone (NTZ) at least 610 m (2 000 established: ft) wide is established equidistant between extended runway centre lines and is depicted on the situation a) inbound on the ILS localizer course and/or MLS final display; approach track; and h) separate controllers monitor the approaches to each b) within the normal operating zone (NOZ). runway and ensure that when the 300 m (1 000 ft) vertical separation is reduced: 6.7.3.2.5 Subject to radar system and situation display capabilities, a minimum of 5.6 km (3.0 NM) radar 1) aircraft do not penetrate the depicted NTZ; and 2) the separation shall be provided between aircraft on the applicable minimum longitudinal separation between same ILS localizer course or MLS final approach track aircraft on the same ILS localizer course or MLS final unless increased longitudinal separation is required due approach track is maintained; and to wake turbulence or for other reasons. i) if no dedicated radio channels are available for the Note 1.— See Chapter 8, 8.7.3.4. controllers to control the aircraft until landing: Note 2.— An aircraft established on an ILS localizer 1) transfer of communication of aircraft to the course or MLS final approach track is separated from respective aerodrome controller’s channel is effected another aircraft established on an adjacent parallel ILS before the higher of two aircraft on adjacent final localizer course or MLS final approach track provided approach tracks intercepts the ILS glide path or the neither aircraft penetrates the NTZ as depicted on the specified MLS elevation angle; and situation display.

2) the controllers monitoring the approaches to each 6.7.3.2.6 When assigning the final heading to intercept runway are provided with the capability to override the ILS localizer course or MLS final approach track, transmissions of aerodrome control on the respective the runway shall be confirmed, and the aircraft shall be radio channels for each arrival flow. advised of:

6.7.3.2.2 As early as practicable after an aircraft has a) its position relative to a fix on the ILS localizer established communication with approach control, the course or MLS final approach track; aircraft

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b) the altitude to be maintained until established on the ILS localizer course or MLS final approach track to the b) the aircraft has landed, or in case of a missed ILS glide path or specified MLS elevation angle approach, is at least 2 km (1.0 NM) beyond the intercept point; and departure end of the runway and adequate separation with any other traffic is established. c) if required, clearance for the appropriate ILS or MLS approach. Note.— There is no requirement to advise the aircraft that flight path monitoring using radar is terminated. 6.7.3.2.7 All approaches regardless of meteorological conditions shall be provided with flight path monitoring 6.7.3.3 SUSPENSION OF INDEPENDENT using radar. Control instructions and information PARALLEL APPROACHES necessary to ensure separation between aircraft and to TO CLOSELY-SPACED PARALLEL RUNWAYS ensure aircraft do not enter the NTZ shall be issued. Independent parallel approaches to parallel runways Note 1.— The primary responsibility for navigation on spaced by less than 1 525 m between their centre lines the ILS localizer course and/or MLS final approach shall be suspended under certain meteorological track rests with the pilot. Control instructions and conditions, as prescribed by the appropriate ATS information are therefore issued only to ensure authority, including wind shear, turbulence, downdrafts, separation between aircraft and to ensure that aircraft crosswind and significant meteorological conditions do not penetrate the NTZ. such as thunderstorms, which might otherwise increase ILS localizer course and/ or MLS final approach track Note 2.— For the purpose of ensuring an aircraft does deviations to the extent that safety may be impaired. not penetrate the NTZ, the aircraft is considered to be the centre of its position symbol. However, the edges of Note 1.— The increase in final approach track the position symbols representing aircraft executing deviations would additionally result in an unacceptable parallel approaches are not allowed to touch (see level of deviation alerts being generated. Chapter 8, 8.7.2). Note 2.— Guidance material relating to meteorological 6.7.3.2.8 When an aircraft is observed to overshoot the conditions is contained in the Manual on Simultaneous turn-on or to continue on a track which will penetrate Operations on Parallel or Near-Parallel Instrument the NTZ, the aircraft shall be instructed to return Runways (SOIR) (Doc 9643). immediately to the correct track. 6.7.3.4 REQUIREMENTS AND PROCEDURES FOR 6.7.3.2.9 When an aircraft is observed penetrating the DEPENDENT PARALLEL APPROACHES NTZ, the aircraft on the adjacent ILS localizer course or MLS final approach track shall be instructed to 6.7.3.4.1 Dependent parallel approaches may be immediately climb and turn to the assigned conducted to parallel runways provided: altitude/height and heading in order to avoid the deviating aircraft. Where parallel approach obstacle a) the runway centre lines are spaced by the distance assessment surfaces (PAOAS) criteria are applied for specified in Annex 14, Volume I; the obstacle assessment, the air traffic controller shall not issue the heading instruction to the aircraft below b) the aircraft are vectored to intercept the final 120 m (400 ft) above the runway threshold elevation, approach track; and the heading instruction shall not exceed 45 degrees track difference with the ILS localizer course or MLS c) suitable surveillance radar with a minimum azimuth final approach track. accuracy of 0.3 degrees (one sigma) and update period of 5 seconds or less is available; 6.7.3.2.10 Flight path monitoring using radar shall not be terminated until: d) ILS and/or MLS approaches are being conducted on both runways; a) visual separation is applied, provided procedures ensure that both controllers are advised whenever visual e) aircraft are advised that approaches are in use to both separation is applied; runways (this information may be provided through the

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Manual of Air Traffic Services Chapter 6 – Separation in the Vicinity of Aerodromes

ATIS); f) the missed approach track for one approach diverges by at least 30 degrees from the missed approach track of the adjacent approach; and g) approach control has a frequency override capability to aerodrome control.

6.7.3.4.2 A minimum of 300 m (1 000 ft) vertical separation or a minimum of 5.6 km (3.0 NM) radar separation shall be provided between aircraft during turn-on to parallel ILS localizer courses and/or MLS final approach tracks.

6.7.3.4.3 The minimum radar separation to be provided between aircraft established on the ILS localizer course and/or MLS final approach track shall be: a) 5.6 km (3.0 NM) between aircraft on the same ILS localizer course or MLS final approach track unless increasedlongitudinal separation is required due to wake turbulence; and b) 3.7 km (2.0 NM) between successive aircraft on adjacent ILS localizer courses or MLS final approach tracks.

6.7.3.5 REQUIREMENTS AND PROCEDURES FOR SEGREGATED PARALLEL OPERATIONS

6.7.3.5.1 Segregated parallel operations may be conducted on parallel runways provided: a) the runway centre lines are spaced by the distance specified in Annex 14, Volume I; and 6.7.3.5.3 The following types of approaches may be b) the nominal departure track diverges immediately conducted in segregated parallel operations provided after take-off by at least 30 degrees from the missed suitable surveillance radar and the appropriate ground approach track of the adjacent approach (see Figure 6- facilities conform to the standard necessary for the 1). specific type of approach:

6.7.3.5.2 The minimum distance between parallel a) ILS and/or MLS precision approach; runway centre lines for segregated parallel operations may be decreased by 30 m for each 150 m that the b) surveillance radar approach (SRA) or precision arrival runway is staggered toward the arriving aircraft, approach radar (PAR) approach; and to a minimum of 300 m (see Figure 6-2) and should be increased by 30 m for each 150 m that the arrival c) visual approach. runway is staggered away from the arriving aircraft (see Figure 6-3). Note.— Guidance material is contained in the Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR) (Doc 9643). ______

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Manual of Air Traffic Services Chapter 7 – Procedures for Aerodrome Control Service

CHAPTER 7 ` PROCEDURES FOR AERODROME CONTROL SERVICE

7.1 FUNCTIONS OF AERODROME CONTROL ¾ Clearance delivery position, normally responsible TOWERS for delivery of start-up and ATC clearance to departing IFR flights. 7.1.1 Aerodrome control towers shall issue information and clearances to aircraft under their control to achieve 7.1.4 Where parallel or near parallel runways are used a safe, orderly and expeditious flow of air traffic on and for simultaneous operations, individual aerodrome in the vicinity of an aerodrome with the object of controllers should be responsible for operations on each preventing collision(s) between: of the runways. a) aircraft flying within the designated area of 7.2 ALERTING SERVICE PROVIDED BY responsibility of the control tower, including the AERODROME CONTROL TOWERS aerodrome traffic circuits; 7.2.1 Aerodrome control towers are responsible for b) aircraft operating on the manoeuvring area; alerting the rescue and fire fighting services whenever: c) aircraft landing and taking off; a) an aircraft accident has occurred on or in the vicinity of the aerodrome; or, d) aircraft and vehicles operating on the manoeuvring area; b) information is received that the safety of an aircraft which is or will come under the jurisdiction of the e) aircraft on the manoeuvring area and obstructions on aerodrome control tower may have or has been that area. impaired; or

7.1.2 Aerodrome controllers shall maintain a continuous c) requested by the flight crew; or watch on all flight operations on and in the vicinity of an aerodrome as well as vehicles and personnel on the d) when otherwise deemed necessary or desirable. manoeuvring area. Watch shall be maintained by visual observation, augmented in low visibility conditions by 7.2.2 Procedures concerning the alerting of the rescue an ATS surveillance system when available. Traffic and fire fighting services shall be contained in local shall be controlled in accordance with the procedures set instructions. Such instructions shall specify the type of forth herein and all applicable traffic rules specified in information to be provided to the rescue and fire Local Instructions. If there are other aerodromes within fighting services, including type of aircraft and type of a control zone, traffic at all aerodromes within such a emergency and, when available, number of persons on zone shall be coordinated so that traffic circuits do not board, and any dangerous goods carried on the aircraft. conflict. 7.2.3 Aircraft which fail to report after having been 7.1.3 The functions of an aerodrome control tower may transferred to an aerodrome control tower, or, having be performed by different control or working positions, once reported, cease radio contact and in either case fail such as: to land five minutes after the expected landing time, shall be reported to the approach control unit, ACC or ¾ aerodrome controller, normally responsible for flight information centre, or to the rescue coordination operations on the runway and aircraft flying within centre or rescue sub-centre, in accordance with local the area of responsibility of the aerodrome control instructions. tower; ¾ ground controller, normally responsible for traffic 7.3 FAILURE OR IRREGULARITY OF AIDS AND on the manoeuvring area with the exception of EQUIPMENT runways; Aerodrome control towers shall immediately report in accordance with local instructions any failure or irregularity of operation in any equipment, light or other

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device established at an aerodrome for the guidance of 100 m (300 ft) above aerodrome elevation aerodrome traffic and flight crews or required for and: provision of air traffic control start time procedures are employed. i) the ceiling is lower than 240 m (800 ft) above aerodrome elevation; or 7.4 SELECTION OF RUNWAY-IN-USE ii) the visibility is less than 3 000 m; 7.4.1 The term “runway-in-use” shall be used to indicate the runway or runways that, at a particular time, are c) for take-off when the visibility is less than considered by the aerodrome control tower to be the 1 900 m; most suitable for use by the types of aircraft expected to land or take off at the aerodrome. d) when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach 7.4.2 In selecting runway-in-use the unit providing or departure; and aerodrome control service shall take into consideration, besides surface wind speed and direction, other relevant e) when the crosswind component, including gusts, factors such as the aerodrome traffic circuits, the length exceeds 28 km/h (15 kt), or the tailwind component, of runways, and the approach and landing aids including gusts, exceeds 9 km/h (5 kt). available. 7.4.7 Only one aircraft shall be cleared to land on the 7.4.3 A runway for take-off or landing appropriate to runway-in-use at any one time except formation flight the operation, may be nominated for noise abatement by military aircraft. purposes, the objective being to utilize whenever possible those runways that permit aeroplanes to avoid 7.4.8 Whenever change of the runway-in use is noise-sensitive areas during the initial departure and necessary the aerodrome controller, after prior final approach phases of flight. consultation with approach control, shall inform to aircraft under his control and other agencies according 7.4.4 Runways should not be selected for noise to local instructions. abatement purposes for landing operations unless they are equipped with suitable glide path guidance, e.g. ILS, 7.5 INITIAL CALL TO AERODROME CONTROL or a visual approach slope indicator system for TOWER operations in visual meteorological conditions. 7.5.1 For aircraft being provided with aerodrome 7.4.5 A pilot-in-command, prompted by safety control service, the initial call shall contain: concerns, can refuse a runway offered for noise preferential reasons. i) designation of station being called;

7.4.6 Noise abatement shall not be a determining factor ii) call sign, and for aircraft in the heavy wake in runway nomination under the following turbulence category, the word “Heavy”; circumstances: iii) position; and a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud, rubber, iv) additional elements, as required by the appropriate oil or other substances); ATS authority. b) for landing in conditions: 7.6 INFORMATION TO AIRCRAFT BY AERODROME CONTROL TOWERS 1) when the ceiling is lower than 150 m (500 ft) above aerodrome elevation, or 7.6.1 Information related to the operation of aircraft the visibility is less than 1 900 m; or 7.6.1.1 Start-Up Time Procedures: Start-up time 2) when the approach requires use to be procedures should be contained in the local instructions made of vertical minima greater than and should specify the criteria and conditions for

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determining when and how start-up times shall be calculated and issued to departing aircraft. d) the air temperature for the runway to be used, in the case of turbine-engine aircraft; 7.6.1.1.1 When so requested by the pilot prior to engine start, an expected take-off time should be given, unless e) the visibility representative of the direction of take- engine start-up time procedures are employed. off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway to be used; 7.6.1.1.2 Start-up time procedures should be implemented where necessary to avoid congestion and f) the correct time. excessive delays on the manoeuvring area or when warranted by ATFM regulations. Start-up time 7.6.1.2.2 Prior to take-off aircraft shall be advised of: procedures should be contained in local instructions, and should specify the criteria and conditions for a) any significant changes in the surface wind direction determining when and how start-up times shall be and speed, the air temperature, and the visibility or RVR calculated and issued to departing flights. value(s)

7.6.1.1.3 When an aircraft is subject to ATFM b) significant meteorological conditions in the take-off regulations, it should be advised to start up in and climb-out area, except when it is known that the accordance with its allocated slot time. information has already been received by the aircraft.

7.6.1.1.4 When the delay for a departing aircraft is Note.— Significant meteorological conditions in this anticipated to be less than a time period specified by the context include the occurrence or expected occurrence appropriate ATS authority, an aircraft should be cleared of cumulonimbus or thunderstorm, moderate or severe to start up at its own discretion. turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe 7.6.1.1.5 When the delay for a departing aircraft is mountain waves, sand storm, dust storm, blowing snow, anticipated to exceed a time period specified by the tornado or waterspout in the take-off and climb-out appropriate ATS authority, the aerodrome control tower area. should issue an expected start-up time to an aircraft requesting start-up. 7.6.1.2.3 Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be 7.6.1.1.6 A start-up clearance shall only be withheld provided with the following elements of information, in under circumstances or conditions specified by the the order listed, with the exception of such elements appropriate ATS authority. which it is known the aircraft has already received:

7.6.1.1.7 If a start-up clearance is withheld, the flight a) the runway to be used; crew shall be advised of the reason. b) the surface wind direction and speed, including 7.6.1.2 Aerodrome and Meteorological Information significant variations there from;

7.6.1.2.1 Prior to taxiing for take-off, aircraft shall be c) the QNH altimeter setting and, either on a regular advised of the following elements of information, in the basis in accordance with local arrangements or, if so order listed, with the exception of such elements which requested by the aircraft, the QFE altimeter setting it is known the aircraft has already received: 7.6.2 Essential Local Traffic Information a) the runway to be used; 7.6.2.1 Information on essential local traffic shall be b) the surface wind direction and speed, including issued in a timely manner, either directly or through the significant variations; unit providing approach control service when, in the judgment of the aerodrome controller, such information c) the QNH altimeter setting and, either on a regular is necessary in the interests of safety, or when requested basis in accordance with local arrangements or if so by aircraft. requested by the aircraft, the QFE altimeter setting;

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7.6.2.2 Essential local traffic shall be considered to b) Simultaneously notify the appropriate ATS unit of consist of any aircraft, vehicle or personnel on or near the circumstances (including the last the manoeuvring area or traffic operating in the vicinity known position). of the aerodrome, which may constitute a hazard to the aircraft concerned. 7.6.4.2 In those situations where a pilot is in doubt as to the position of the aircraft with respect to the 7.6.2.3 Essential local traffic shall be described so as to manoeuvring area, but recognizes that the aircraft is on be easily identified. a runway, the pilot shall immediately:

7.6.3 Runway Incursion or Obstructed Runway a) Notify the appropriate ATS unit of the circumstances (including the last known position); In the event the aerodrome controller observes, after a take-off clearance or a landing clearance has been b) If able to locate a nearby suitable taxiway, vacate the issued, any obstruction on the runway likely to impair runway as expeditiously as possible, unless otherwise the safety of an aircraft taking off or landing, such as a instructed by the ATS unit; and then, runway incursion by an aircraft or vehicle, or animals or flocks of birds on the runway, appropriate action shall c) Stop the aircraft. be taken as follows: 7.6.4.3 A vehicle driver in doubt as to the position of the a) cancel the take-off clearance for a departing aircraft; vehicle with respect to the manoeuvring area shall immediately: b) instruct a landing aircraft to execute a go-around or missed approach; a) Notify the appropriate ATS unit of the circumstances (including the last known position); c) in all cases inform the aircraft of the runway incursion or obstruction and its location in relation to b) Simultaneously, unless otherwise instructed by the the runway. ATS unit, vacate the landing area, taxiway, or other part of the manoeuvring area, to a safe distance as Note.— Animals and flocks of birds may constitute an expeditiously as possible; and then, obstruction with regard to runway operations. In addition, an aborted take-off or a go-around executed c) Stop the vehicle. after touchdown may expose the aeroplane to the risk of overrunning the runway. Moreover, a low altitude 7.6.4.4 In the event the aerodrome controller becomes missed approach may expose the aeroplane to the risk of aware of an aircraft or vehicle that is lost or uncertain of a tail strike. Pilots may, therefore, have to exercise their its position on the manoeuvring area, appropriate action judgement in accordance with Annex 2, 2.4, concerning shall be taken immediately to safeguard operations and the authority of the pilot-in-command of an aircraft. assist the aircraft or vehicle concerned to determine its position. 7.6.3.1 Following any occurrence involving an obstruction on the runway or a runway incursion, pilots 7.6.5 Wake Turbulence and Jet Blast Hazard and controllers shall complete an air traffic incident report in accordance with the ICAO model air traffic 7.6.5.1 Aerodrome controllers shall, when applicable, incident report form. apply the wake turbulence separation minima specified in Chapter 5. Whenever the responsibility for wake 7.6.4 Uncertainty of position on the manoeuvring turbulence avoidance rests with the pilot-incommand, area aerodrome controllers shall, to the extent practicable, advise aircraft of the expected occurrence of hazards 7.6.4.1 Except as provided for 7.6.4.2 below, a pilot in caused by turbulent wake. doubt as to the position of the aircraft with respect to the manoeuvring area shall immediately: 7.6.5.2 In issuing clearances or instructions, air traffic controllers should take into account the hazards caused a) Stop the aircraft; and by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when

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Manual of Air Traffic Services Chapter 7 – Procedures for Aerodrome Control Service

intersecting runways are being used, and to vehicles and that the aircraft already has received all or part of the personnel operating on the aerodrome. information from other sources. The information shall be given in sufficient time for the aircraft to make 7.6.6 Abnormal Aircraft Configuration and proper use of it, and the hazards shall be identified as Condition distinctly as possible.

7.6.6.1 Whenever an abnormal configuration or Note.— “Other sources” include NOTAM, ATIS condition of an aircraft is observed by or reported to the broadcasts, and the display of suitable signals. aerodrome controller, the aircraft concerned shall be advised without delay. 7.7.4 When a not previously notified condition pertaining to the safe use by aircraft of the manoeuvring 7.6.6.2 When requested by the flight crew of a departing area is reported to or observed by the controller, the aircraft suspecting damage to the aircraft, the departure appropriate aerodrome authority shall be informed and runway used shall be inspected without delay and the operations on that part of the manoeuvring area flight crew advised in the most expeditious manner as to terminated until otherwise advised by the appropriate whether any aircraft debris or bird or animal remains aerodrome authority. have been found or not. 7.8 CONTROL OF AERODROME TRAFFIC 7.7 ESSENTIAL INFORMATION ON AERODROME CONDITIONS 7.8.1 General

7.7.1 Essential information on aerodrome conditions is As the view from the flight deck of an aircraft is information necessary to safety in the operation of normally restricted, the controller shall ensure that aircraft, which pertains to the movement area or any instructions and information which require the flight facilities usually associated. crew to employ visual detection, recognition and observation are phrased in a clear, concise and complete 7.7.2 Essential information on aerodrome conditions manner. shall include information relating to the following: 7.8.2 Designated positions of aircraft in the a) construction or maintenance work on, or immediately aerodrome traffic and taxi circuits adjacent to the movement area; The following positions of aircraft in the traffic and taxi b) rough or broken surfaces on a runway, a taxiway or circuits are the positions where the aircraft normally an apron, whether marked or not; receive aerodrome control tower clearances. Where practicable, all clearances should be issued without c) snow, slush or ice on a runway, a taxiway or an waiting for the aircraft to initiate the call. apron; d) water on a runway, a taxiway or an apron; e) snow banks or drifts adjacent to a runway, a taxiway or an apron; f) other temporary hazards, including parked aircraft and birds on the ground or in the air; g) failure or irregular operation of part or all of the aerodrome lighting system; h) any other pertinent information.

7.7.3 Essential information on aerodrome conditions shall be given to every aircraft, except when it is known

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Position 1. Aircraft initiates call to taxi for departing should be transferred from the ground controller to the flight. Runway-in-use information and taxi clearances aerodrome controller prior to the aircraft entering the given. runway.

Position 2. If there is conflicting traffic, the departing b) If the control tower is unable to determine, either aircraft will be held at this position. Engine run-up will, visually or via an ATS surveillance system that a when required, normally be performed here. vacating or crossing aircraft has cleared the runway, the aircraft shall be requested to report when it has vacated Position 3. Take-off clearance is issued here, if not the runway. The report shall be made when the entire practicable at position 2. aircraft is beyond the relevant runway-holding position.

Position 4. Clearance to land is issued here as 7.8.3.1.3 Use of Runway-Holding Positions practicable. a) Except as provided in b) below, aircraft shall not be Position 5. Clearance to taxi to apron is issued here. held closer to a runway-in use than at a runway-holding position. Position 6. Parking information issued here, if necessary. b) Aircraft shall not be permitted to line up and hold on the approach end of a runway-in-use whenever another Note — Arriving aircraft executing an instrument aircraft is effecting a landing, until the landing aircraft approach procedure will normally enter the traffic has passed the point of intended holding. circuit on final except when visual manoeuvring to the landing runway is required.

7.8.3 Traffic on the manoeuvring area

7.8.3.1 Control of Taxiing Aircraft

7.8.3.1.1 Taxi Clearance

a) Prior to issuing a taxi clearance, the controller shall determine where the aircraft concerned is parked. Taxi clearances shall contain concise instructions and adequate information so as to assist the flight crew to follow the correct taxi routes, to avoid collision with 7.8.4 Helicopter Taxiing Operations other aircraft or objects and to minimize the potential for the aircraft inadvertently entering an active 7.8.4.1 When necessary for a wheeled helicopter or runway. vertical take-off and landing (VTOL) aircraft to taxi on the surface, the following provisions are applicable. b) When a taxi clearance contains a taxi limit beyond a runway, it shall contain an explicit clearance to cross or Note.— Ground taxiing uses less fuel than airtaxiing an instruction to hold short of that runway. and minimizes air turbulence. However, under certain conditions, such as rough, soft or uneven terrain, it may 7.8.3.1.2 Taxiing on a Runway-In-Use become necessary to airtaxi for safety considerations. Helicopters with articulating rotors (usually designs a) For the purpose of expediting air traffic, aircraft may with three or more main rotor blades) are subject to be permitted to taxi on the runway-in-use, provided no “ground resonance” and may, on rare occasions, delay or risk to other aircraft will result. Where control suddenly lift off the ground to avoid severe of taxiing aircraft is provided by a ground controller and damage or destruction. the control of runway operations by an aerodrome controller, the use of a runway by taxiing aircraft shall 7.8.4.2 When it is requested or necessary for a be coordinated with and approved by the aerodrome helicopter to proceed at a slow speed above the surface, controller. Communication with the aircraft concerned

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Manual of Air Traffic Services Chapter 7 – Procedures for Aerodrome Control Service

normally below 20 kt and in ground effect, air taxiing requirements to protect the ILS sensitive area(s) when may be authorized. Category II or Category III A precision instrument operations are in progress; Note.— Air-taxiing consumes fuel at a high burn rate, and helicopter downwash turbulence (produced in b) Subject to the provisions in 7.8.5.2.1, the vehicles ground effect) increases significantly with larger and shall remain at safe distance from taxiing aircraft. heavier helicopters. 7.8.5.2 Priority on the Manoeuvring Area 7.8.4.3 Instructions which require small aircraft or helicopters to taxi in close proximity to taxiing 7.8.5.2.1 Emergency vehicles proceeding to the helicopters should be avoided and consideration should assistance of an aircraft in distress shall be afforded be given to the effect of turbulence from taxiing priority over all other surface movement traffic. All helicopters on arriving and departing light movement of surface traffic should, to the extent aircraft practicable, be halted until it is determined that the progress of the emergency vehicles will not be impeded. 7.8.4.4 A frequency change should not be issued to 7.8.5.2.2 Subject to the provisions in 7.8.5.2.1, vehicles single-pilot helicopters hovering or air-taxiing. on the manoeuvring area shall be required to comply Whenever possible, control instructions from the next with the following rules: ATS unit should be relayed as necessary until the pilot is able to change frequency. a) vehicles, vehicles towing aircraft and pedestrians shall give way to aircraft which are landing, taking off Note.— Most light helicopters are flown by one pilot or taxiing; and require the constant use of both hands and feet to maintain control during low altitude/ low-level flight. b) vehicles shall give way to other vehicles towing Although flight control friction devices assist the pilot, aircraft; changing frequency near the ground could result in inadvertent ground contact and consequent loss of c) vehicles shall give way to other vehicles in control. accordance with ATS unit instructions;

7.8.5. CONTROL OF OTHER THAN AIRCRAFT d) notwithstanding the provisions of a),b) and c), TRAFFIC vehicles and vehicles towing aircraft shall comply with instructions issued by the aerodrome control tower. 7.8.5.1 Entry to the Manoeuvring Area 7.8.5.2.3 When an aircraft is landing or taking off, 7.8.5.1.1 The movement of persons or vehicles vehicles shall not be permitted to hold closer to the including towed aircraft on the manoeuvring area of an runway-in use than: aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard to them or to aircraft a) at a taxiway/runway intersection:- at a runway landing, taxiing or taking off. Persons, including drivers holding position; and of all vehicles, shall be required to obtain authorization from the aerodrome control tower before entry to the b) at a location other than a taxiway/runway manoeuvring area. Notwithstanding such an intersection:- at a distance equal to the separation authorization, entry to a runway or runway strip or distance of the runway-holding position. change in the operation authorized shall be subject to a further specific authorization by the aerodrome control 7.8.5.3 Communication Requirements Visual Signals tower. 7.8.5.3.1 At controlled aerodrome vehicles employed on 7.8.5.1.2 In conditions where low visibility procedures the manoeuvring area shall be capable of maintaining are in operation: two-way radio communication with the aerodrome control tower, except when the vehicle is occasionally a) persons and vehicles operating on the manoeuvring used on the manoeuvring area and is: area of an aerodrome shall be restricted to the essential minimum, and particular regard shall be given to the

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a) accompanied by a vehicle with the required the controller shall, as a positive reminder that the communications capability, or runway is blocked, display a strip(s) or marker(s) on the part of the flight progress board which is used to b) employed in accordance with a prearranged plan represent the runway. established with the aerodrome control tower. 7.8.5.4.2 At units where flight progress boards are not 7.8.5.3.2 When communications by a system of visual used, such runway occupancy is to be shown effectively signals is deemed to be adequate, or in the case of radio by a suitable method similar to the above. communication failure, the signals given hereunder shall have the meaning indicated therein: 7.9 CONTROL OF TRAFFIC IN THE TRAFFIC CIRCUIT

Light signal Meaning 7.9.1 General from aerodrome control 7.9.1.1 Aircraft in the traffic circuit shall be controlled to provide the separation minima outlined in 7.11.2, Green flashes Permission to cross landing area 7.12.1 and Chapter 5, Section 5.9, except that: or to move onto taxiway a) aircraft in formation are exempted from the Steady red Stop separation minima with respect to separation from other aircraft of the same flight; Red flashes Move off the landing area or taxiway and watch out for b) aircraft operating in different areas or different aircraft runways on aerodromes suitable for simultaneous White flashes Vacate landings or take-offs are exempted from the separation manoeuvring area minima; in accordance with local instructions c) separation minima shall not apply to aircraft operating under military necessity. 7.8.5.3.3 In emergency conditions or if the signals in 7.8.5.3.2 are not observed, the signal given hereunder 7.9.1.2 Sufficient separation shall be effected between shall be used for runways or taxiways equipped with a aircraft in flight in the traffic circuit to allow the spacing lighting system and shall have the meaning indicated of arriving and departing aircraft as outlined in 7.11.2, therein 7.12.1 and Chapter 5, Section 5.9.

7.9.2 Entry of traffic circuit Light signal Meaning 7.9.2.1 The clearance to enter the traffic circuit should Flashing runway Vacate the runway and be issued to an aircraft whenever it is desired that the or taxiway lights observe the tower for light aircraft approach the landing area in accordance with signal current traffic circuits but traffic conditions do not yet allow a landing 7.8.5.3.4 When employed in accordance with a plan pre- clearance to be issued. Depending on the circumstances arranged with the aerodrome control tower, and traffic conditions, an aircraft may be cleared to join constructional and maintenance personnel should not at any position in the traffic circuit. normally be required to be capable of maintaining two- way radio communication with the aerodrome control 7.9.2.2 An arriving aircraft executing an instrument tower. approach shall normally be cleared to land straight in unless visual manoeuvring to the landing runway is 7.8.5.4 Runway Occupancy required.

7.8.5.4.1 When aircraft, persons or vehicles have been given permission to cross or occupy a runway in use, 7.9.3 Priority for landing

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c) any specified minimum departure interval between 7.9.3.1 If an aircraft enters an aerodrome traffic circuit take-offs; without proper authorization, it shall be permitted to land if its actions indicate that it so desires. If d) need to apply wake turbulence separation minima; circumstances warrant, aircraft which are in contact e) aircraft which should be afforded priority; and with the controller may be instructed by the controller to give way so as to remove as soon as possible the hazard f) aircraft subject to ATFM requirements. introduced by such unauthorized operation. In no case shall permission to land be withheld indefinitely. 7.11.2 Separation of departing aircraft

7.9.3.2 In cases of emergency it may be necessary, in A departing aircraft will not normally be permitted to the interests of safety, for an aircraft to enter a traffic commence take-off until the preceding departing aircraft circuit and effect a landing without proper authorization. has crossed the end of the runway-in-use or has started a Controllers should recognize the possibilities of turn or until all preceding landing aircraft are clear of emergency action and render all assistance possible. the runway-in-use.

7.9.3.3 Priority shall be given to: 7.11.3 Take-off clearance a) an aircraft which anticipates being compelled to land 7.11.3.1 Take-off clearance may be issued to an aircraft because of factors affecting the safe operation of the when there is reasonable assurance that the separation in aircraft (engine failure, shortage of fuel, etc.); 7.11.2 will exist when the aircraft commences take-off. b) hospital aircraft or aircraft carrying any sick or seriously injured persons requiring urgent medical 7.11.3.2 When an ATC clearance is required prior to attention; takeoff, the take-off clearance shall not be issued until the ATC clearance has been transmitted to and c) aircraft engaged in search and rescue operations; acknowledged by the aircraft concerned. The ATC clearance shall be forwarded to the aerodrome control d) VVIP aircraft. tower with the least possible delay after receipt of a request 7.10 ORDER OF PRIORITY FOR ARRIVING made by the tower or prior to such request if AND DEPARTING AIRCRAFT practicable.

An aircraft landing or in the final stages of an approach 7.11.3.3 Subject to 7.10.3.2, the take-off clearance shall to land shall normally have priority over an aircraft be issued when the aircraft is ready for take-off and at intending to depart from the same or an intersecting or approaching the departure runway, and the traffic runway. situation permits. To reduce the potential for misunderstanding, the take-off clearance shall include 7.11 CONTROL OF DEPARTING AIRCRAFT the designator of the departure runway.

7.11.1 Departure sequence 7.11.3.4 In the interest of expediting traffic, a clearance for immediate take-off may be issued to an aircraft Departures shall normally be cleared in the order in before it enters the runway. On acceptance of such which they are ready for take-off, except that deviations clearance the aircraft shall taxi out to the runway and may be made from this order of priority to facilitate the take off in one continuous movement. maximum number of departures with the least average delay. Factors which should be considered in relation to 7.12 CONTROL OF ARRIVING AIRCRAFT the departure sequence include, inter alia: 7.12.1 Separation of landing aircraft and preceding a) types of aircraft and their relative performance; landing and departing aircraft using the same runway b) routes to be followed after take-off; A landing aircraft will not normally be permitted to cross the runway threshold on its final approach until

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the preceding departing aircraft has crossed the end of be instructed to report when a runway has been vacated. the runway-in-use, or has started a turn, or until all The report shall be made when the entire aircraft is preceding landing aircraft are clear of the runway-in-use beyond the relevant runway holding position.

7.13 REDUCED RUNWAY SEPARATION MINIMA BETWEEN AIRCRAFT USING THE SAME RUNWAY

7.13.1 Provided that an appropriate, documented safety assessment has shown that an acceptable level of safety can be met, lower minima than those in 7.11.2 and 7.12.1 may be prescribed by the appropriate ATS authority, after consultation with the operators. The safety assessment shall be carried out for each runway for which the reduced minima are intended, taking into 7.12.2 Clearance to land account factors such as:

An aircraft may be cleared to land when there is a) runway length; reasonable assurance that the separation in 7.11.1 will exist when the aircraft crosses the runway threshold, b) aerodrome layout; and provided that a clearance to land shall not be issued until a preceding landing aircraft has crossed the runway c) types/categories of aircraft involved. threshold. To reduce the potential for misunderstanding, the landing clearance shall include the designator of the 7.13.2 All applicable procedures related to the landing runway. application of reduced runway separation minima shall be published in the Aeronautical Information 7.12.3 Landing and roll-out manoeuvres Publication as well as in local air traffic control instructions. Controllers shall be provided with 7.12.3.1 When necessary or desirable in order to appropriate and adequate training in the use of the expedite traffic, a landing aircraft may be requested to: procedures. a) hold short of an intersecting runway after landing; 7.13.3 Reduced runway separation minima shall only be applied during the hours of daylight from 30 minutes b) land beyond the touchdown zone of the runway; after local sunrise to 30 minutes before local sunset. c) vacate the runway at a specified exit taxiway; 7.13.4 For the purpose of reduced runway separation, aircraft shall be classified as follows: d) expedite vacating the runway. a) Category 1 aircraft: single-engine propeller aircraft 7.12.3.2 In requesting a landing aircraft to perform a with a maximum certificated take-off mass of 2 000 kg specific landing and/or roll-out manoeuvre, the type of or less; aircraft, runway length, location of exit taxiways, reported braking action on runway and taxiway, and b) Category 2 aircraft: single-engine propeller aircraft prevailing weather conditions shall be considered. A with a maximum certificated take-off mass of more than HEAVY aircraft shall not be requested to land beyond 2 000 kg but less than 7 000 kg; and twin-engine the touchdown zone of a runway. propeller aircraft with a maximum certificated take-off mass of less than 7 000 kg; 7.12.3.3 If the pilot-in-command considers that he or she is unable to comply with the requested operation, c) Category 3 aircraft: all other aircraft. the controller shall be advised without delay. 7.13.5 Reduced runway separation minima shall not 7.12.3.4 When necessary or desirable, e.g. due to low apply between a departing aircraft and a preceding visibility conditions, a landing or a taxiing aircraft may landing aircraft.

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2) a succeeding landing Category 2 aircraft may cross 7.13.6 Reduced runway separation minima shall be the runway threshold when the preceding aircraft is a subject to the following conditions: Category 1 or 2 aircraft which either: a) wake turbulence separation minima shall be applied; i) has landed and has passed a point at least 1 500 m from the threshold of the b) visibility shall be at least 5 km and ceiling shall not runway, is in motion and will vacate the be lower than 300 m (1 000 ft); runway without backtracking; or c) tailwind component shall not exceed 5 kt; ii) is airborne and has passed a point at least 1 500 m from the threshold of the d) there shall be available means, such as suitable runway; landmarks, to assist the controller in assessing the distances between aircraft. A surface surveillance 3) a succeeding landing aircraft may cross the runway system that provides the air traffic controller with threshold when a preceding Category 3 aircraft: position information on aircraft may be utilized, provided that approval for operational use of such i) has landed and has passed a point at equipment includes a safety assessment to ensure that least 2 400 m from the threshold of the all requisite operational and performance requirements runway, is in motion and will vacate the are met; runway without backtracking; or e) minimum separation continues to exist between two ii) is airborne and has passed a point at departing aircraft immediately after take-off of the least 2 400 m from the threshold of the second aircraft; runway; f) traffic information shall be provided to the flight crew b) departing aircraft: of the succeeding aircraft concerned; and g) the braking action shall not be adversely affected by 1) a Category 1 aircraft may be cleared for take-off runway contaminants such as ice, slush, snow and when the preceding departing aircraft is a Category 1 or water. 2 aircraft which is airborne and has passed a point at least 600 m from the position of the succeeding aircraft; 7.13.7 Reduced runway separation minima which may be applied at an aerodrome shall be determined for each 2) a Category 2 aircraft may be cleared for take-off separate runway. The separation to be applied shall in when the preceding departing aircraft is a Category 1 or no case be less than the following minima: 2 aircraft which is airborne and has passed a point at least 1 500 m from the position of the succeeding a) landing aircraft: aircraft; and

1) a succeeding landing Category 1 aircraft may cross 3) an aircraft may be cleared for take-off when a the runway threshold when the preceding aircraft is a preceding departing Category 3 aircraft is airborne and Category 1 or 2 aircraft which either: has passed a point at least 2 400 m from the position of the succeeding aircraft. i) has landed and has passed a point at least 600 m from the threshold of the 7.13.7.1 Consideration should be given to increased runway, is in motion and will vacate the separation between high performance single-engine runway without backtracking; or aircraft and preceding Category 1 or 2 aircraft.

ii) is airborne and has passed a point at least 600 m from the threshold of the 7.14 PROCEDURES FOR LOW VISIBILITY runway; OPERATIONS

7.14.1 Control of aerodrome surface traffic in conditions of low visibility

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d) notify all operators, or their designated 7.14.1.1 In conditions where low visibility procedures representatives, of the reason for taking such action, if are in operation, persons and vehicles operating on the necessary or requested. manoeuvring area of an aerodrome shall be restricted to the essential minimum, and particular regard shall be 7.16 AUTHORIZATION OF SPECIAL VFR given to the requirements to protect the ILS sensitive FLIGHTS: area(s) when Category II or Category III A precision instrument operations are in progress. 7.16.1 When traffic conditions permit, special VFR flights may be authorized subject to the approval of the 7.14.1.2 When there is a requirement for traffic to unit providing approach control service and the operate on the manoeuvring area in conditions of following provisions: visibility which prevent the aerodrome control tower from applying visual separation between aircraft, and a) Requests for such authorization shall be handled between aircraft and vehicles, the following shall apply: individually.

7.14.1.2.1 At the intersection of taxiways, an aircraft or b) Separation shall be effected between all special VFR vehicle on a taxiway shall not be permitted to hold flights and between such flights and IFR flights in closer to the other taxiway than the holding position accordance with separation minima limit defined by a clearance bar, stop bar or taxiway applicable to IFR flights. intersection marking. c) When the ground visibility is not less than 1500 m, 7.14.1.2.2 Subject to the provisions in 7.8.5.2.1, the special VFR flights may be authorized to: enter a vehicles shall remain at safe distance from taxiing control zone for the purpose of landing, take off and aircraft. depart from a control zone, cross a control zone or operate locally within a control zone. 7.15 SUSPENSION OF VISUAL FLIGHT RULES OPERATIONS 7.17 AERONAUTICAL GROUND LIGHTS.

7.15.1 Any or all VFR operations on and in the vicinity 7.17.1 General of an aerodrome may be suspended by any of the following units, persons or authorities whenever safety 7.17.1.1 All aeronautical ground lights shall be operated requires such action: a) during the time from sunset to sun rise; a) the approach control unit or the appropriate ACC; b) during time from sunrise to sunset when visibility is b) the aerodrome control tower; 3000 m or less;

7.15.2 All such suspensions of VFR operations shall be c) when requested by pilot; accomplished through or notified to the aerodrome control tower. d) at any other time when their use, based on meteorological conditions, is considered desirable for 7.15.3 The following procedures shall be observed by the safety of air traffic. the aerodrome control tower whenever VFR operations are suspended: 7.17.1.2 Lights on and in the vicinity of aerodromes that are not intended for enroute navigation purposes may be a) hold all VFR departures; turned off, subject to further provisions hereafter, if no likelihood of either regular or emergency operation b) recall all local flights operating under VFR or obtain exists, provided that they can be again brought into approval for special VFR operations; operation at least one hour before the expected arrival of an aircraft. c) notify the approach control unit or ACC as appropriate of the action taken; 7.17.1.3 At aerodromes equipped with lights of variable intensity a table of intensity settings, based on

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conditions of visibility and ambient light, should be as long as is considered necessary for the return of the provided for the guidance of air traffic controllers in aircraft due to an effecting adjustment of these lights to suit the prevailing emergency occurring during or immediately after take- conditions. When so requested by an aircraft, further off; adjustment of the intensity shall be made whenever possible. b) at aerodromes without air traffic control service or without centrally controlled lights, the lights of one 7.17.2 Approach lighting runway shall remain lighted until such time as would normally be required to reactivate the lights in the Note.— Approach lighting includes such lights as likelihood of the departing aircraft returning for an simple approach lighting systems, precision approach emergency landing, and in any case not less than fifteen lighting systems, visual approach slope indicator minutes after take-off. systems, circling guidance lights, approach light beacons and runway alignment indicators. 7.17.4 Stop way lighting

7.17.2.1 Approach lighting shall also be operated: Stop way lights shall be operated whenever the associated runway lights are operated. a) during the time from sunset to sun rise; 7.17.5 Taxiway lighting b) during time from sunrise to sunset when visibility is 3000 m or less; Note.— Taxiway lighting includes such lights as edge lights, centre line lights, stop bars and clearance bars. c) when requested by pilot; Where required to provide taxi guidance, taxiway d) at any other time when their use, based on weather lighting shall be turned on in such order that a conditions, is considered desirable for the safety of air continuous indication of the taxi path is presented to traffic; taxiing aircraft. Taxiway lighting or any portion thereof may be turned off when no longer needed. e) when the associated runway lighting is operated. 7.17.6 Stop bars 7.17.2.2 The lights of a visual approach slope indicator system shall be operated during the hours of daylight as Stop bars shall be switched on to indicate that all traffic well as of darkness and irrespective of the visibility shall stop and switched off to indicate that traffic may conditions when the associated runway is being used. proceed.

7.17.3 Runway lighting Note.— Stop bars are located across taxiways at the point where it is desired that traffic stop, and consist of Note.— Runway lighting includes such lights as edge, lights, showing red, spaced across the taxiway. threshold, centre line, end, touchdown zone and wing bar lights. 7.17.7 Obstacle lighting

7.17.3.1 Runway lighting shall not be operated if that 7.17.7.1 Obstacle lighting associated with the approach runway is not in use for landing, take-off or taxiing to or departure from a runway or channel, where the purposes, unless required for runway inspections or obstacle does not project through the inner horizontal maintenance. surface should be turned off and on simultaneously with the runway lights. 7.17.3.2 If runway lighting is not operated continuously, lighting following a take-off shall be provided as 7.17.7.2 Un -serviceability lights may not be turned off specified below: as permitted under 7.15.1.2 while the aerodrome is open. a) at aerodromes where air traffic control service is provided and where lights are centrally controlled, the 7.17.8 Monitoring of visual aids lights of one runway shall remain lighted after takeoff

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7.17.8.1 Aerodrome controllers shall make use of spot(s) shall be chartered in accordance with Annex 4, automatic monitoring facilities, Chapters 13.6, 14.6, 15.6 and Appendix 2. when provided, to ascertain whether the lighting is in good order and functioning according to selection. Note.- Guidance material related to hot spot is contained in the Manual on the Prevention of Runway 7.17.8.2 In the absence of an automatic monitoring Incursions (Doc 9870). system or to supplement such a system, the aerodrome controller shall visually observe such lighting as can be seen from the aerodrome control tower and use information from other sources such as visual inspections or reports from aircraft to maintain awareness of the operational status of the visual aids.

7.17.8.3 On receipt of information indicating a lighting fault, the aerodrome controller shall take such action as is warranted to safeguard any affected aircraft or vehicles, and initiate action to have the fault rectified.

7.18 WIND SHEAR ADVISORIES

Note: Wind shear is a sustained change in the wind velocity along the aircraft flight path, which occurs significantly faster than the aircraft can accelerate or decelerate. It can occur at any level, but it is 'low level wind shear', occurring from the surface to a height of approximately 1500 feet, which can cause problems of sufficient magnitude to affect the control of aircraft in departure or final approach phases of flight.

7.18.1 Whenever a pilot reports wind shear conditions to ATC, the information shall be passed to subsequent arriving and departing aircraft until either confirmation is received that the condition no longer exists or wind shear information has been included in ATIS and flight crew of the concerned aircraft reports the receipt of the appropriate ATIS designator.

Phraseology:

WIND SHEAR WARNING ARRIVING (or DEPARTING) (type of aircraft) REPORTED LIGHT (or MEDIUM or HEAVY) WIND SHEAR

7.18.2 Reports on wind shear from aircraft should be passed to Meteorological office.

7.19 Designation of hot spot

The aerodrome operator shall whenever necessary designate a location or several locations on the movement area of the aerodrome as hot spot(s). The hot

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Manual of Air Traffic Services Chapter 8 – ATS Surveillance Services

CHAPTER 8 ATS SURVEILLANCE SERVICE

8.1 ATS SURVEILLANCE SYSTEMS 8.1.5 States should, to the extent possible, facilitate the CAPABILITIES sharing of information derived from ATS surveillance systems in order to extend and improve surveillance 8.1.1 ATS surveillance systems used in the provision of coverage in adjacent control areas. air traffic services shall have a very high level of reliability, availability and integrity. The possibility of 8.1.6 States should, on the basis of regional air system failures or significant system degradations which navigation agreements, provide for the automated may cause complete or partial interruptions of service exchange of coordination data relevant to aircraft being shall be very remote. Backup facilities shall be provided with ATS surveillance services, and establish provided. automated coordination procedures.

Note 1.— An ATS surveillance system will normally 8.1.7 ATS surveillance systems, such as primary consist of a number of integrated elements, including surveillance radar (PSR), secondary surveillance radar sensor(s), data transmission links, data-processing (SSR) and automatic dependence surveillance – systems and situation displays. broadcast (ADS-B) may be used either alone or in Note 2.— Guidance material pertaining to use of radar combination in the provision of air traffic services, and to system performance is contained in the Manual including in the provision of separation between on Testing of Radio Navigation Aids (Doc 8071), the aircraft, provided: Manual on the Secondary Surveillance Radar (SSR) Systems (Doc 9684) and the Air Traffic Services a) reliable coverage exists in the area; Planning Manual (Doc 9426). b) The probability of detection, the accuracy and the Note 3.— Guidance material pertaining to use of ADS-B integrity of the ATS surveillance system(s) are and MLAT systems and their system performance is satisfactory; and contained in Cir 326. c) In the case of ADS-B, the availability of data from Note 4.—Functional and performance requirements participating aircraft is adequate, pertaining to ATS surveillance systems are contained in Annex 10 — Aeronautical Telecommunications, 8.1.8 PSR systems should be used in circumstances Volume IV — Surveillance and Collision Avoidance where SSR and/or ADS-B alone would not meet the air Systems. traffic services requirements.

8.1.2 ATS surveillance systems should have the 8.1.9 SSR systems, especially those utilizing capability to receive, process and display, in an monopulse techniques or having Mode S capability or integrated manner, data from all the connected sources. MLAT, may be used alone, including in the provision of separation between aircraft, provided: 8.1.3 ATS surveillance systems should be capable of integration with other automated systems used in the a) the carriage of SSR transponders is mandatory within provision of ATS, and should provide for an appropriate the area; and level of automation with the objectives of improving the accuracy and timeliness of data displayed to the b) identification is established and maintained. controller and reducing controller workload and the need for verbal coordination between adjacent control 8.1.10 ADS-B shall only be used for the provision of air positions and ATC units. traffic control service provided the quality of the information contained in the ADS-B message exceeds 8.1.4 ATS surveillance systems should provide for the the values specified by the appropriate ATS authority. display of safety-related alerts and warnings, including conflict alert, minimum safe altitude warning, conflict Note.— An assessment of the use of ADS-B for the prediction and unintentionally duplicated SSR codes application of 9.3 km (5.0 NM) separation minimum has and aircraft identification. been performed based on a comparison of the technical

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characteristics of ADS-B and a single monopulse SSR. This comparison, including performance values, is required to provide ATS surveillance services and, contained in the Assessment of ADS-B to Support Air where available, information concerning the identity of Traffic Services and Guidelines for Implementation (Cir the aircraft and the aircraft level. 311). 8.2.2 The ATS surveillance system shall provide for a 8.1.11 ADS-B may be used alone, including in the continuously updated presentation of surveillance provision of separation between aircraft, provided: information, including position indications. a) identification of ADS-B-equipped aircraft is 8.2.3 Position indications may be displayed as: established and maintained; a) individual position symbols, e.g. PSR, SSR and ADS- b) the data integrity measure in the ADS-B message is B symbols, or combined symbols; adequate to support the separation minimum; b) PSR blips c) there is no requirement for detection of aircraft not transmitting ADS-B; and c) SSR responses. d) there is no requirement for determination of aircraft 8.2.4 When applicable, distinct symbols should be used position independent of the position-determining for presentation of: elements of the aircraft navigation system. a) unintentionally duplicated SSR codes and/or aircraft 8.1.12 The provision of ATS surveillance services shall identification that are unintentionally duplicated; be limited to specified areas of coverage and shall be subject to such other limitations as have been specified b) predicted positions for a non-updated track; and by the appropriate ATS authority. Adequate information on the operating methods used shall be published in c) plot and track data. aeronautical information publications, as well as operating practices and/or equipment limitations having 8.2.5 Where surveillance data quality degrades such that direct effects on the operation of the air traffic services. services need to be limited, symbology or other means shall be used to provide the controller with an indication Note.— States will provide information on the area or of the condition. areas where PSR, SSR, ADS-B and MLAT systems are in use as well as ATS surveillance services and 8.2.6 Reserved SSR codes, including 7500, 7600 and procedures in accordance with Annex 15, 4.1.1 and 7700, operation of IDENT, ADS-B emergency and/or Appendix 1. urgency modes, safety-related alerts and warnings as well as information related to automated coordination 8.1.12.1 The provision of ATS surveillance services shall be presented in a clear and distinct manner, shall be limited when position data quality degrades providing for ease of recognition. below a level specified by the appropriate ATS authority. 8.2.7 Labels associated with displayed targets should be used to provide, in alphanumeric 8.1.13 Where PSR and SSR are required to be used in combination, SSR alone may be used in the event of form, relevant information derived from the means of PSR failure to provide separation between identified surveillance and, where necessary, the flight data transponder equipped aircraft, provided the accuracy of processing system. the SSR position indications has been verified by monitor equipment or other means. 8.2.8 Labels shall, as a minimum, include information relating to the identity of the aircraft, 8.2 SITUATION DISPLAY e.g. SSR code or aircraft identification and, if available, 8.2.1 A situation display providing surveillance pressure-altitude-derived level information. This information to the controller shall, as a minimum, information may be obtained include position indications, map information

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from SSR Mode A, SSR Mode C, SSR Mode S and/or d) the degree of technical reliability and availability of ADS-B. the primary and back-up communications, navigation and surveillance system, both in the aircraft and on the 8.2.9 Labels shall be associated with their position ground. indications in a manner precluding erroneous identification by or confusion on the part of the 8.4.3 Before providing radar service to an aircraft, radar controller. All label information shall be presented in a identification shall be established and the pilot clear and concise manner. informed. Thereafter, radar identification shall be maintained until termination of the radar service. 8.3 COMMUNICATIONS 8.4.4 If radar identification is subsequently lost, the 8.3.1 The level of reliability and availability of pilot shall be informed accordingly and, when communications systems shall be such that the applicable, appropriate instructions issued. possibility of system failures or significant degradations is very remote. Adequate backup facilities shall be 8.4.5 The provision of radar services requires that provided. aircraft remain in direct two way communication with the unit providing the service. However radar separation Note.— Guidance material and information pertaining may be provided between two radar identified aircraft to system reliability and availability are contained in even when only one of the aircraft is in direct Annex 10, Volume I, and the Air Traffic Services communication with the radar unit. Planning Manual (Doc 9426). 8.4.6 In the event of an aircraft in or appearing to be in, 8.3.2 Direct pilot-controller communications shall be any form of emergency ATC will provide all possible established prior to the provision of ATS surveillance assistance, including the provision of radar service to services, unless special circumstances, such as the extent possible. emergencies, dictate otherwise. 8.5 USE OF ATS SURVEILLANCE SYSTEM IN 8.4 PROVISION OF ATS SURVEILLANCE AIR TRAFFIC CONTROL SERVICE: SERVICES

8.4.1 Information derived from ATS surveillance 8.5.1 The information provided by ATS surveillance systems, including safety-related alerts and warnings systems and presented on a situation display may be such as conflict alert and minimum safe altitude used to perform the following functions in the provision warning, should be used to the extent possible in the of air traffic control service; provision of air traffic control service in order to improve capacity and efficiency as well as to enhance 8.5.1.1 Provide ATS surveillance services in order to:- safety. a) improve airspace utilization;

8.4.2 The number of aircraft simultaneously provided b) reduce delays; with ATS surveillance services shall not exceed that which can safely be handled under the prevailing c) facilitate direct routings and more optimum flight circumstances, taking into account: profiles; a) the structural complexity of the control area or sector d) enhance safety concerned; 8.5.1.2 Provide vectoring to:- b) the functions to be performed within the control area or sector concerned; a) Departing aircraft for expeditious and efficient departure flow and expediting climb to cruising level c) assessments of controller workloads, taking into account different aircraft capabilities, and sector b) Arriving aircraft for the purpose of expediting capacity; and descent from cruising level and establishing an expeditious and efficient approach sequence.

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c) aircraft for purpose of resolving potential conflict. 8.6 USE OF SSR TRANSPONDERS AND ADS-B TRANSMITTERS d) assist pilot in their navigation. 8.6.1 To ensure the safe and efficient use of Secondary 8.5.1.3 Provide separation and maintain normal traffic surveillance Radar (SSR) and ADS-B pilots and flow when an aircraft experiencing communication controllers shall strictly adhere to published operating failure is within area of coverage. procedures and standard radiotelephony phraseology shall be used. The correct setting of transponder codes 8.5.1.4 Maintain flight path monitoring of air traffic. and/or aircraft identification shall be ensured at all times. 8.5.1.5 Maintain a watch on the progress of air traffic, in order to provide a procedural controller with: 8.6.2 Use of SSR without Primary Radar: a) improved position information regarding aircraft 8.6.2.1 SSR information may be used alone in the under control. provision of separation between aircraft provided; aircraft identification is established and maintained by b) supplementary information regarding other traffic. use of discrete SSR codes. c) any significant deviations by aircraft from their 8.6.2.2 Procedural separation will be applied between assigned routing or level. transponder-equipped aircraft and an aircraft without a SSR transponder or with a non-functioning SSR NOTE: To be considered ‘Significant’ an aircraft’s transponder. track deviation should be sufficient to take it beyond the boundary of the route being followed or be assessed by 8.6.2.3 In the event of an aircraft transponder failure or the radar controller as liable to take it beyond the edge ATC determining that transponder does not meet of the protected airspace of the route being followed. serviceability requirements the aircraft (for whom carriage of Transponder is 8.5.2 The position indication presented on a situation mandatory) will normally be permitted to continue to display may be used to perform the following additional operate to the next point of landing. functions in the provision of approach control service: a) provide vectoring of arriving traffic on to pilot- 8.6.2.4 An aircraft (for whom carriage of transponder is interpreted final approach aids; mandatory) whose transponder failure is detected before departure may be specifically authorized by ATC to b) provide vectoring of arriving traffic to a point from operate without serviceable transponder provided a which a visual approach can be completed; request is included in the flight plan. c) provide vectoring of arriving traffic to a point from which a surveillance radar approach can be made; 8.6.3 SSR Code management d) provide flight path monitoring of other pilot- 8.6.3.1 Codes 7700, 7600 and 7500 shall be reserved interpreted approaches; internationally for use by pilots encountering a state of emergency, radio communication failure or unlawful e) in accordance with prescribed procedures, conduct: interference, respectively. surveillance radar approaches; 8.6.3.2 SSR codes are to be allocated and assigned in f) provide separation between: accordance with the following principles.

i) succeeding departing aircraft; 8.6.3.2.1 Codes should be allocated to States or areas in accordance with regional air navigation agreements, ii) succeeding arriving aircraft; and taking into account overlapping radar coverage over adjacent airspaces. iii) a departing aircraft and a succeeding arriving aircraft.

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8.6.3.2.2 The appropriate ATS authority shall establish This measure provides an unambiguous code/call-sign a plan and procedures for the allocation of codes to ATS association and consequently an easy identification of units. flights.

8.6.3.2.3 The plan and procedures should be compatible b) Continuity: A code assigned to a flight will be with those practised in adjacent States. retained as long as possible (preferably for the entire duration of the flight). This measure secures permanent 8.6.3.2.4 The allocation of a code should preclude the display of individual flights, especially for control use of this code for any other function within the area of transfers between adjacent coverage of the same SSR for a prescribed time period. units.

8.6.3.2.5 To reduce pilot and controller workload and 8.6.3.5 The uniqueness and continuity criteria enhance the need for controller/pilot communications, the safety by limiting the likelihood of identification errors number of code changes required of the pilot should be due to the presence of several aircraft having the same kept to the minimum. code or to wrong settings. They assist traffic flow equally well since radar identification and all aspects 8.6.3.2.6 Codes shall be assigned to aircraft in connected with transfers are facilitated. This result in accordance with the plan and procedures laid down by some reduction of controllers’ workload (Radio- the appropriate ATS authority. telephony, monitoring for identification, etc.).

8.6.3.2.7 Where there is a need for individual aircraft a) Mode A/3 codes should be used for ATS purposes identification, each aircraft shall be assigned a discrete only. code which should, whenever possible, be retained throughout the flight. b) Code assignment practices should be based on the temporary use of codes and permit the most economic 8.6.3.2.8 Except for aircraft in a state of emergency, or code recycling. The need for code changes during flight during communication failure or unlawful interference should be minimum and may be resorted to only when situations, and unless otherwise agreed by regional air essential for the operations of the ATC system/unit navigation agreement or between a transferring and an having control responsibility. accepting ATC unit, the transferring unit shall assign Code A2000 to a controlled flight prior to transfer of c) Codes are allotted on the basis of duly justified communications. operational requirements, with the actual number derived from the number of aircraft to be handled 8.6.3.3 SSR codes shall be reserved, as necessary, for simultaneously within a specified area and for a exclusive use by medical aircraft operating in areas of determined period of protection (uniqueness) during international armed conflict. SSR codes shall be traffic peaks. allocated by ICAO through its Regional Offices in coordination with States concerned and should be d) Codes should be assigned to aircraft as close as assigned to aircraft for use within the area of conflict. possible to their actual departure time, and preferably at the time they receive their start-up clearance. In the case Note.— The term “medical aircraft” refers to aircraft of having to change the code of an aircraft while in protected under the Geneva Conventions of 1949 and flight, the assignment should be made as close as under the Protocol Additional to the Geneva possible to the time the flight is to transfer to the control Conventions of 12 August 1949, and relating to the of the assigning ATS unit/system protection of victims of international armed conflicts (Protocol I). e) Codes may be assigned according to the earliest time of release. However, in units assigning codes manually, 8.6.3.4 Uniqueness and continuity criteria are used to the cyclical assignment of the codes released should be provide permanent visibility and identification of undertaken instead of an allocation. individual flights with a minimum of errors and of interruptions. 8.6.3.6 Special Purpose Codes: a) Uniqueness: Only one aircraft should respond on a 8.6.3.6.1 Specific codes in certain series are reserved for given code in any particular area and at any given time. special purposes as follows:

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8.6.3.7.7 Code changes at FIR boundaries should only be undertaken to meet the essential needs of ATC in the SSR Codes Purpose receiving FIR.

2000 Reserved for use on the initiative of 8.6.3.8 Domestic Codes: pilots to provide recognition of aircraft which have not received ATC 8.6.3.8.1 Domestic codes are allotted for assignment to instructions regarding which code to aircraft engaged in flights which will remain wholly squawk. within the State FIRs. 7500 Reserved for use in the event of unlawful interference. 8.6.3.8.2 Domestic codes should be used so that the 7600 Reserved for use in the event of utmost economy in the number of codes required is radiotelephony communication failure achieved. All of the general principles described above and several of those ascribed to international code 7700 Reserved for use in the event of assignment (i.e. prevention of duplication, code emergencies retention for flight leg, protection period etc.), are relevant with respect to domestic code use. 8.6.3.7 International Codes: 8.6.3.9 Except as provided in para 8.6.4, 8.6.5 and 8.6.6 8.6.3.7.1 International codes are allotted for assignment below pilots shall operate transponders and select to aircraft engaged in international flights. They may modes and codes in accordance with the following also be assigned to international flights which overfly, procedures. or fly into the, FIR. However, in keeping with the principle of continuity, this action should always be a) Aircraft engaged in International flight, departing seen as a exception to recommended practice. from Yangon, Mandalay and other aerodromes located in Yangon FIR shall be assigned an appropriate SSR 8.6.3.7.2 International codes are assigned in accordance code on departure. This SSR code setting shall continue with the following principles. unless instructed otherwise.

8.6.3.7.3 Duplication of code assignments by different b) Aircraft engaged in International flight, entering units in the same FIR is prevented. Yangon FIR shall continue to maintain the SSR code being squawked in the adjacent FIR. This SSR code 8.6.3.7.4 Each flight will retain the original code setting shall be included in the first position report prior assigned for the entire flight within the originating FIR to entering the FIR. at least. c) Aircraft engaged on domestic flight shall operate the 8.6.3.7.5 Appropriate code protection criteria shall be transponder on the last assigned code. applied in order to avoid duplication by too early re- assignment of the same code. For most FIRs within the d) Aircraft not assigned a SSR code shall operate ASIA/PAC Region, a protection period of two (2) hours transponder on mode A3 code 2000 before entry into should be sufficient. However, larger FIRs may need to Yangon FIR and maintain that code setting until apply longer protection periods, or protection by some otherwise instructed. other criteria (i.e. knowledge of the aircraft having reached its destination or having passed a predetermined e) In order to avoid interference on Radar display, the point). For reasons of economy, every effort should be pilot shall not operate the transponder when the aircraft made to reduce the length of the protection periods is on ground except when entering the runway for take- whenever possible. off or till vacating the runway after landing.

8.6.3.7.6 The protection period needs to be calculated 8.6.4 Emergency Procedure: with respect to preventing duplication in adjacent FIRs as well as within the FIR in which the flight originated. 8.6.4.1 An aircraft encountering a state of emergency may continue to operate the transponder on the previously assigned code, until otherwise advised.

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Alternatively the transponder shall be set to mode A3 code 7700. Note.— All Mode S-equipped aircraft engaged in international civil aviation are required to have an 8.6.4.2 Not withstanding the procedure in 8.6.4.1 above, aircraft identification feature (Annex 10, Volume IV, a pilot may select mode A3 code 7700 whenever the Chapter 2, 2.1.5.2, refers). nature of the emergency is such that this appears to be the most suitable course of action. 8.6.3.4 Whenever it is observed on the situation display that the aircraft identification transmitted by a Mode S- equipped aircraft is different from 8.6.5 Radio Communication Failure that expected from the aircraft, the pilot shall be 8.6.5.1 In the event of an aircraft radio receiver failure, requested to confirm and, if necessary, re-enter the a pilot shall select mode A3 code 7600 and follow correct aircraft identification. established procedures; subsequent control of the aircraft will be based on those procedures. 8.6.3.5 If, following confirmation by the pilot that the correct aircraft identification has been set on the Mode 8.6.6 Unlawful Interference S identification feature, the discrepancy continues to exist, the following actions shall be taken by the 8.6.6.1 Should an aircraft in flight be subjected to controller: unlawful interference, the pilot shall endeavor to set the transponder to mode A3 code 7500 to give indication of a) inform the pilot of the persistent discrepancy; the situation unless circumstances warrant the use of mode A3 code 7700. b) where possible, correct the label showing the aircraft identification on the situation display; and 8.6.6.2 When a pilot has selected mode A3 code 7500 and is subsequently requested to confirm his code by c) notify the erroneous aircraft identification transmitted ATC he shall, according to circumstances either confirm by the aircraft to the next control position and any other this or not reply at all. interested unit using Mode S for identification purposes.

NOTE: The absence of a reply from the pilot will be 8.6.8 Operation of ADS-B transmitters taken by ATC as an indication that the use of code 7500 is not due to an inadvertent false code selection. Note.— To indicate that it is in a state of emergency or to transmit other urgent information, an aircraft 8.6.7 Operation of SSR transponders: equipped with ADS-B might operate the emergency and/or urgency mode as follows: 8.6.7.1 When it is observed that the Mode A code shown on the situation display is different to what has a) emergency; been assigned to the aircraft, the pilot shall be requested to confirm the code selected and, if the situation b) communication failure; warrants (e.g. not being a case of unlawful interference), to reselect the correct code. c) unlawful interference;

8.6.7.2 If the discrepancy between assigned and d) minimum fuel; and/or displayed Mode A codes still persists, the pilot may be requested to stop the operation of the aircraft’s e) medical. transponder. The next control position and any other affected unit using SSR in the provision of ATS shall be Note 2.— Some aircraft equipped with first generation informed accordingly. ADS-B avionics do not have the capability described in Note 1 above and only have the capability to transmit a 8.6.7.3 Aircraft equipped with Mode S having an general emergency alert regardless of the code selected aircraft identification feature shall transmit the aircraft by the pilot. identification as specified in Item 7 of the ICAO flight plan or, when no flight plan has been filed, the aircraft 8.6.8.1 Aircraft equipped with ADS-B having an aircraft registration. identification feature shall transmit the aircraft

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identification as specified in Item 7 of the ICAO flight plan or, when no flight plan has been filed, the aircraft 8.6.9.1.3 If the displayed level information is not within registration. the approved tolerance value or when a discrepancy in excess of the approved tolerance value is detected 8.6.8.2 Whenever it is observed on the situation display subsequent to verification, the pilot shall be advised that the aircraft identification transmitted by an ADS-B- accordingly and requested to check the pressure setting equipped aircraft is different from that expected from and confirm the aircraft’s level. the aircraft, the pilot shall be requested to confirm and, if necessary, re-enter the correct aircraft identification. 8.6.9.1.4 If, following confirmation of the correct pressure setting the discrepancy continues to exist, the 8.6.8.3 If, following confirmation by the pilot that the following action should be taken according to correct aircraft identification has been set on the ADS-B circumstances: identification feature, the discrepancy continues to exist, the following actions shall be taken by the controller: a) request the pilot to stop Mode C or ADS-B altitude data transmission, provided this does not cause the loss a) inform the pilot of the persistent discrepancy; of position and identity information, and notify the next control positions or ATC unit concerned with the b) where possible, correct the label showing the aircraft aircraft of the action taken; or identification on the situation display; and b) inform the pilot of the discrepancy and request that c) notify the next control position and any other unit the relevant operation continue in order to prevent loss concerned of the erroneous aircraft identification of position and identity information of the aircraft and, transmitted by the aircraft. when authorized by the appropriate ATS authority, override the label-displayed level information with the 8.6.9 Level Information based on the use of pressure reported level. Notify the next control position or ATC altitude information: unit concerned with the aircraft of the action taken.

8.6.9.1 Verification of accuracy of level information: 8.6.9.2 Determination of level occupancy:

8.6.9.1.1 The tolerance value used to determine that 8.6.9.2.1 The criterion which shall be used to determine pressure-altitude-derived level information displayed to that a specific level is occupied by an aircraft shall be the controller is accurate shall be ±60 m (±200 ft) in ±60 m (±200 ft) in RVSM airspace. In other airspace, it RVSM airspace. In other airspace, it shall be ±90 m shall be ±90 m (±300 ft), except that the appropriate (±300 ft), except that ATS authority may specify a smaller criterion, but not the appropriate ATS authority may specify a smaller less than ±60 m (±200 ft), if this is found to be more criterion, but not less than ±60 m (±200 ft), if this is practical. found to be more practical. Geometric height information shall not be used for separation. Note.— For a brief explanation of the considerations underlying this value, see the Air Traffic Services 8.6.9.1.2 Verification of pressure-altitude-derived level Planning Manual (Doc 9426). information displayed to the controller shall be effected at least once by each suitably equipped ATC unit on 8.6.9.2.2 Aircraft maintaining a level. An aircraft is initial contact with the aircraft concerned or, if this is considered to be maintaining its assigned level as long not feasible, as soon as possible thereafter. The as the pressure-altitude-derived level information verification shall be effected by simultaneous indicates that it is within the appropriate tolerances of comparison with altimeter-derived level information the assigned level, as specified in 8.6.9.2.1. received from the same aircraft by radiotelephony. The pilot of the aircraft whose pressure-altitude-derived 8.6.9.2.3 Aircraft vacating a level. An aircraft cleared to leave a level is considered to have commenced its manoeuvre and vacated the previously occupied level level information is within the approved tolerance value when the pressure-altitude-derived level information need not be advised of such verification. Geometric indicates a change of more than 90 m (300 ft) in the height information shall not be used to determine if anticipated direction from its previously assigned level. altitude differences exist.

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8.6.9.2.4 Aircraft passing a level in climb or descent. An to ensure that the code set by the pilot is identical to that aircraft in climb or descent is considered to have assigned for the flight. Only after this check has been crossed a level when the pressure-altitude-derived level made shall the discrete code be used as a basis for information indicates that it has passed this level in the identification. required direction by more than 90 m (300 ft). 8.8.1.1 ASD-B Identification Procedures 8.6.9.2.5 Aircraft reaching a level. An aircraft is considered to have reached the level to which it has 8.5.1.1.1 Where ADS-B is used for identification, been cleared when the elapsed time of three display aircraft may be identified by one or more of the updates, three sensor updates or 15 seconds, whichever following procedures: is the greater, has passed since the pressure-altitude- derived level information has indicated that it is within a) direct recognition of the aircraft identification in an the appropriate tolerances of the assigned level, as ADS-B label; specified in 8.6.9.2.1. b) transfer of ADS-B identification; 8.6.9.2.6 Intervention by a controller shall only be required if differences in level information between that c) observation of compliance with an instruction to displayed to the controller and that used for control TRANSMIT ADS-B IDENT; purposes are in excess of the values stated above. Note 1.— Some aircraft equipped with first generation 8.7 PERFORMANCE CHECKS ADS-B avionics do not have the capability of squawking IDENT while the emergency and/or urgency mode is 8.7.1.1 The controller shall adjust the situation selected. display(s) and carry out adequate checks on the accuracy thereof, in accordance with the technical Note 2.— In automated systems, the “IDENT” feature instructions prescribed by the appropriate authority for may be presented in different ways, e.g. as a flashing of the equipment concerned. all or part of the position indication and associated label.. 8.7.1.2 The controller shall be satisfied that the available functional capabilities of the ATS surveillance 8.8.1.2 SSR and/or MLAT IDENTIFICATION system as PROCEDURES well as the information presented on the situation 8.8.1.2.1 Where SSR and/or MLAT is used for display(s) is adequate for the functions to be performed. identification, aircraft may be identified by one or more of the following procedures: 8.7.1.3 The controller shall report, in accordance with local procedures, any fault in the equipment, or any a) recognition of the aircraft identification in an SSR incident requiring investigation, or any circumstances and/or MLAT label; which make it difficult or impractical to provide ATS surveillance services. Note.— The use of this procedure requires that the code/call sign correlation is achieved successfully, 8.8 IDENTIFICATION OF AIRCRAFT taking into account the Note following b) below.

8.8.1 Before providing ATS surveillance service to an b) recognition of an assigned discrete code, the setting aircraft, identification shall be established and the pilot of which has been verified, in an SSR and/or MLAT informed. Thereafter, identification shall be maintained label; and until termination of the ATS surveillance service. Note.— The use of this procedure requires a system of 8.8.2 If identification is subsequently lost, the pilot shall code assignment which ensures that each aircraft in a be informed accordingly and, when applicable, given portion of airspace is assigned a discrete code appropriate instructions issued. (see 8.6.3.2.7). c) direct recognition of the aircraft identification of a 8.8.3 When a discrete code has been assigned to an Mode S-equipped aircraft in an SSR and/or MLAT aircraft, a check shall be made at the earliest opportunity label;

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appropriate ATS authority may, therefore, prescribe Note.— The aircraft identification feature available in additional conditions for the application of this method, Mode S transponders provides the means to identify e.g.: directly individual aircraft on situation displays and thus offers the potential to eliminate ultimately the i) a level or levels above which this method may not be recourse to Mode A discrete codes for individual applied in respect of specified navigation aids; or identification. This elimination will only be achieved in a progressive manner depending on the state of ii) a distance from the radar site beyond which this deployment of suitable ground and airborne method may not be applied. installations. Note 2.— The term “a point” refers to a geographical d) by transfer of identification (see 8.10); point suitable for the purposes of identification. It is normally a reporting point defined by reference to a e) observation of compliance with an instruction to set a radio navigation aid or aids. specific code; 8.8.1.3.1.2 Departing Aircraft Method: f) observation of compliance with an instruction to squawk IDENT. By correlating an observed radar position indication with an aircraft which is known to have just departed, Note 1.— In automated radar systems, the “IDENT” provided that the identification is established within 2 feature may be presented in different ways, e.g. as a km (1 NM) from the end of the runway used. Particular flashing of all or part of the position indication and care should be taken to avoid confusion with aircraft associated label. holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach Note 2.— Garbling of transponder replies may produce over adjacent runways. “IDENT”-type of indications. Nearly simultaneous “IDENT” transmissions within the same area may give 8.8.1.3.1.3 By Transfer of Identification. (see para rise to errors in identification. 8.7)

8.8.1.2.2 When a discrete code has been assigned to an 8.5.1.3.1.4 The Turn Method: aircraft, a check shall be made at the earliest opportunity to ensure that the code set by the pilot is identical to that a) An aircraft may be identified by ascertaining the assigned for the flight. Only after this check has been aircraft heading, if circumstances require, and following made shall the discrete code be used as a basis for a period of track observation: identification. ¾ instructing the pilot to execute one or more changes 8.8.1.3 PSR Identification Procedures: of heading of 30 degrees or more and correlating the movements of one particular radar position 8.8.1.3.1 Where PSR is used for identification, aircraft indication with the aircraft’s acknowledged may be identified by one or more of the following execution of the instructions given; or procedures: ¾ correlating the movements of a particular radar 8.8.1.3.1.1 Position Report Method: position indication with manoeuvres currently executed by an aircraft having so reported. By correlating a particular radar position indication with an aircraft reporting its position over or as bearing and b) When using these methods, the radar controller shall: distance from, a point shown on the situation display; and by ascertaining that the track of the particular radar i) verify that the movements of not more than one radar position is consistent with the aircraft path or reported position indication correspond with those of the aircraft; heading. and Note 1.— Caution must be exercised when employing this method since a position reported in relation to a ii) ensure that the manoeuvre(s) will not carry the point may not coincide precisely with the radar position aircraft outside the coverage of the radar or the situation indication of the aircraft on the situation display. The display.

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aircraft in a given portion of airspace is assigned a Note 1: Caution must be exercised when employing discrete code. these methods in areas where route changes normally take place. Note 2.— Aircraft address would be expressed in the form of the alphanumerical code of six hexadecimal Note 2: With reference to ii) above, para 8.12.1 characters. regarding radar vectoring of controlled aircraft should be referred. c) notification that the aircraft is SSR Mode S-equipped with an aircraft identification feature when SSR Mode S 8.8.1.4 ADDITIONAL IDENTIFICATION METHOD coverage is available;

8.8.1.4.1 When two or more position indications are d) notification that the aircraft is ADS-B equipped with observed in close proximity, or are observed to be an aircraft identification feature when compatible ADS- making similar movements at the same time, or when B coverage is available; doubt exists as to the identity of a position indication for any other reason, changes of heading should be e) direct designation (pointing with the finger) of the prescribed or repeated as many times as necessary, or position indication, if the two situation displays are additional methods of identification should be adjacent, or if a common “conference” type of situation employed, until all risk of error in identification is display is used. If parallax is likely to cause an error, an eliminated. alternative method is to be used;

8.9 DOUBTFUL IDENTIFICATION: Note.— Attention must be given to any errors which might occur due to parallax effects. 8.9.1 Controller should use more than one method of identification when proximity of radar position f) designation of the position indication by reference to, indications, duplication of observed action, or any other or in terms of bearing and distance from, a geographical circumstances cause doubt as to identification of radar position or navigational facility accurately indicated on position indication. both situation displays, together with the track of the observed position indication if the route of the aircraft is 8.9.2 If identification is doubtful due to any reason, a not known to both controllers. controller shall take immediate action to re-identify the aircraft or terminate the radar service. Note.— Caution must be exercised before transferring identification using this method, particularly if other 8.10 TRANSFER OF RADAR IDENTIFICATION: position indications are observed on similar headings and in close proximity to the aircraft under control. 8.10.1 Transfer of identification from one controller to Inherent radar deficiencies, such as inaccuracies in another should only be attempted when it is considered bearing and distance of the radar position indications that the aircraft is within the accepting controller’s displayed on individual situation displays and parallax surveillance coverage. errors, may cause the indicated position of an aircraft in relation to the known point to differ between the two 8.10.2 Transfer of identification shall be affected by one situation displays. of the following methods: i) a maximum distance from the common reference a) designation of the radar position indication by point used by the two controllers; and automated means, provided that only one radar position indication is thereby indicated and there ii) a maximum distance between the position indication is no possible doubt of correct identification; as observed by the accepting controller and the one stated by the transferring controller. b) notification of the aircraft’s discrete SSR code or aircraft address; g) where applicable, issuance of an instruction to the aircraft by the transferring controller to change SSR Note.1— The use of a discrete SSR code requires a code and the observation of the change system of code assignment which ensures that each by the accepting controller; or

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c) direction (using points of the compass) and distance h) issuance of an instruction to the aircraft by the from a known position; transferring controller to squawk/transmit IDENT and observation of this response by the accepting controller; d) distance to touchdown, if the aircraft is on final approach; or Note.— Use of procedures g) and h) requires prior coordination between the controllers, since the e) distance and direction from the centre line of an ATS indications to be observed by the accepting controller route. are of short duration. 8.11.3 Whenever practicable, position information shall 8.11 POSITION INFORMATION relate to positions or routes pertinent to the navigation of the aircraft concerned and shown on the situation 8.11.1 An aircraft provided with ATS surveillance display map. service should be informed of its position in the following circumstances: 8.11.4 When so informed, the pilot may omit position reports at compulsory reporting points or report only a) upon identification, except when the identification is over those reporting points specified by the air traffic established: services unit concerned, including points at which air reports are required for meteorological purposes. Unless i) based on the pilot’s report of the aircraft position or automated position reporting is in effect (e.g. ADS-C), within one nautical mile of the runway upon departure pilots shall resume voice or CPDLC position reporting: and the observed position on the situation display is consistent with the aircraft’s time of a) when so instructed; departure; or b) when advised that the ATS surveillance service has ii) by use of ADS-B aircraft identification, SSR Mode S been terminated; or aircraft identification or assigned discrete SSR codes and the location of the observed position indication is c) when advised that identification is lost. consistent with the current flight plan of the aircraft; or 8.12 VECTORING iii) by transfer of identification; 8.12.1 Vectoring shall be achieved by issuing to the b) when the pilot requests this information; pilot specific headings which will enable the aircraft to maintain the desired track. When vectoring an aircraft, a c) when a pilot’s estimate differs significantly from the controller shall comply with the following: radar controller’s estimate based on the observed position; 8.12.1.1 Whenever practicable, the aircraft shall be vectored along tracks on which the pilot can monitor the d) when the pilot is instructed to resume own navigation aircraft position with reference to pilot-interpreted after vectoring if the current instructions had diverted navigation aids (this will minimize the amount of the aircraft from a previously assigned route, navigational assistance required and alleviate the consequences resulting from an ATS surveillance e) immediately before termination of ATS surveillance system failure); service, if the aircraft is observed to deviate from its intended route. 8.12.1.2 When an aircraft is given its initial vector diverting it from a previously assigned route, the pilot 8.11.2 Position information shall be passed to shall be informed, what the vector is to accomplish and, aircraft in one of the following forms: the limit of the vector shall be specified (e.g. to ... position, for ... approach); a) as a well-known geographical position; 8.12.1.3 Except when transfer of radar control is to be b) magnetic track and distance to a significant point, an effected, aircraft shall not be vectored closer than 2.5 en-route navigation aid, or an approach aid; NM, or, where the minimum permissible separation is greater than 5 NM is prescribed, a distance equivalent to

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one half of the prescribed separation minimum, from the 8.12.6 In terminating vectoring of an aircraft, the limit of the airspace for which the radar controller is controller shall instruct the pilot to resume own responsible, unless local arrangements have been made navigation, giving the pilot the aircraft’s position and to ensure that separation will exist with aircraft appropriate instructions, as necessary, in the form operating in adjoining areas; prescribed in 8.11.2 b), if the current instructions had diverted the aircraft from a previously assigned route. 8.12.1.4 Controlled flights shall not be vectored into uncontrolled airspace except in the case of emergency 8.13 NAVIGATION ASSISTANCE or in order to circumnavigate severe weather (in which case the pilot should be so informed), or at the specific 8.13.1 An identified aircraft observed to deviate request of the pilot; and significantly from its intended route or designated holding pattern shall be advised accordingly. 8.12.1.5 When an aircraft has reported unreliable Appropriate action shall also be taken if, in the opinion directional instruments, the pilot shall be requested, of the controller, such deviation is likely to affect the prior to the issuance of manoeuvring instructions, to service being provided. make all turns at an agreed rate and to carry out the instructions immediately upon receipt. 8.13.2 The pilot of an aircraft requesting navigation assistance from an air traffic control unit providing ATS 8.12.2 When vectoring an IFR flight and giving an IFR surveillance services shall state the reason (e.g. to avoid flight a direct routing which takes the aircraft off an areas of adverse weather or unreliable navigational ATS route, the controller shall issue clearances such instruments) and shall give as much information as that the prescribed obstacle clearances will exist at all possible in the circumstances. times until the aircraft reaches the point when pilot resumes his own navigation. 8.14 INTERRUPTION OR TERMINATION OF ATS SURVEILLANCE SERVICE Note 1.— When an IFR flight is being vectored, the pilot is often unable to determine the aircraft’s exact position 8.14.1 An aircraft which has been informed that it is and consequently the altitude which provides the provided with ATS surveillance service should be required obstacle clearance. Detailed obstacle informed immediately when, for any reason, the service clearance criteria are contained in PANS-OPS (Doc is interrupted or terminated. 8168), Volumes I and II. See also 8.6.8.2. 8.14.2 Radar service is automatically terminated when Note 2.— It is the responsibility of the ATS authority to an arriving aircraft receiving radar service has been provide the controller with minimum altitudes corrected instructed to contact tower frequency. Position of for temperature effect. aircraft to touch down should be given to the aircraft before changing over the aircraft to tower. 8.12.3 Whenever possible, minimum vectoring altitudes should be sufficiently high to minimize activation of 8.14.3 When the control of an identified aircraft is to be aircraft ground proximity warning systems. transferred to a control sector that will provide the aircraft with procedural separation, the radar controller Note.— Activation of such systems will induce aircraft shall ensure that appropriate procedural separation is to pull up immediately and climb steeply to avoid established between that aircraft and any other hazardous terrain, possibly compromising separation controlled aircraft before the transfer is effected. between aircraft. 8.15 MINIMUM LEVELS 8.12.4 When ATC provides vectors to a VFR flight, the pilot retains responsibility for terrain clearance. 8.15.1 The controller shall at all times be in possession of full and up-to-date information regarding: 8.12.5 Report of incidents involving activations of aircraft ground proximity warning systems should be a) established minimum flight altitudes within the area encouraged so that their locations can be identified and of responsibility; altitude, routing and/or aircraft operating procedures can be altered to prevent recurrences. b) the lowest usable flight level or levels determined

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c) established minimum altitudes applicable to Although a controller is not required to keep a special procedures based on tactical radar vectoring. watch for heavy precipitation, etc. information on the position, intensity, extent and movement of significant 8.15.2 Unless otherwise specified by the appropriate meteorological conditions (i.e. heavy showers or well- ATS authority, minimum altitude for procedures based defined frontal surfaces) as observed on situation on tactical vectoring with any ATS surveillance system displays, should, when practicable, be reported to the shall be determined using the criteria applicable to associated meteorological office. tactical radar vectoring. 8.18 SEPARATION APPLICATION Note.— Criteria for the determination of minimum altitudes applicable to procedures based on tactical Note.— Factors which the controller using an ATS radar vectoring are contained in Procedures for Air surveillance system must take into account in Navigation Services — Aircraft Operations (PANS- determining the spacing to be applied in particular OPS, Doc 8168), Volume II. circumstances in order to ensure that the separation minimum is not infringed include aircraft relative 8.16 INFORMATION REGARDING ADVERSE headings and speeds, ATS surveillance system technical WEATHER limitations, controller workload and any difficulties caused by communication congestion. 8.16.1 Modern ATS surveillance system and processors are normally designed to suppress weather clutter. Even 8.18.1 Except as provided for in 8.18.8, 8.18.9 and the most active areas of adverse weather may not be 8.19.3.2, the separation minima specified in 8.19 shall presented on the situation display. An aircraft’s weather only be applied between identified aircraft when there is radar will normally provide better detection and reasonable assurance that identification will be definition of adverse weather than radar sensors in use maintained. by ATS. 8.18.2 When control of an identified aircraft is to be 8.16.2 If, however weather is observed that appears transferred to a control sector that will provide the likely to affect the flight, the controller may pass the aircraft with procedural separation, such separation shall information to the pilot. be established the transferring controller before the aircraft reaches the limits of the transferring controller’s 8.16.3 If an aircraft is equipped with weather radar and area of responsibility, or before the aircraft leaves the the pilot intends to circumnavigate the adverse weather relevant area of surveillance coverage. area observed on his situation display, he should intimate and obtain clearance from controller for his 8.18.3 Separation based on the use of ADS-B, SSR proposed action. This is necessary to ensure that and/or PSR position symbol and/or PSR blips shall be separation which the controller may be providing to any applied so that the distance between the centres of the other aircraft is not jeopardized. position symbols and/or PSR blips, representing the positions of the aircraft concerned, is never less than a 8.16.4 In vectoring an aircraft for circumnavigating any prescribed minimum. area of adverse weather, the controller should ascertain that the aircraft can be returned to its intended or 8.18.4 Separation based on the use of PSR blips and assigned flight path within the available radar coverage, SSR responses shall be applied so that the distance and, if this does not appear possible, inform the pilot of between the centre of the PSR blip and the nearest edge the circumstances. of the SSR response (or centre, when authorized by the appropriate ATS authority) is never less than a Note.— Attention must be given to the fact that under prescribed minimum. certain circumstances the most active area of adverse weather may not be displayed. 8.18.5 Separation based on the use of ADS-B position symbols and SSR responses shall be applied so that the 8.17 REPORTING OF SIGNIFICANT distance between the centre of the ADS-B position METEOROLOGICAL INFORMATION TO symbol and the nearest edge of the SSR response (or the METEOROLOGICAL OFFICES centre, when authorized by the appropriate ATS authority) is never less than a prescribed minimum.

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8.18.6 Separation based on the use of SSR responses shall be applied so that the distance between the closest 8.19.1 Unless otherwise prescribed in accordance with edges of the SSR responses (of the centres, when 8.7.3.2, 8.7.3.3 or 8.7.3.4, or Chapter 6 (with respect to authorized by the appropriate ATS authority) is never independent and dependent parallel approaches), the less than a prescribed minimum. horizontal separation minimum based on radar and/or ADS-B and/or MLAT systems shall be 9.3 km (5.0 8.18.7 In no circumstances shall the edges of the NM). position indications touch or overlap unless vertical separation is applied between the aircraft concerned, 8.19.2 The radar separation minimum in 8.19.1 may, if irrespective of the type of position indication displayed so prescribed by the appropriate ATS authority, be and separation minimum applied. reduced, but not below:

8.18.8 In the event that the controller has been notified a) 5.6 km (3.0 NM) when radar and/or ADS-B and/or of a controlled flight entering or about to enter the MLAT systems’ capabilities at a given location so airspace within which separation minima specified in permit; and 8.19 is applied, but has not identified the aircraft, the controller may continue to provide ATS surveillance b) 4.6 km (2.5 NM) between succeeding aircraft which service to identified aircraft provided that: are established on the same final approach track within 18.5 km (10 NM) of the runway end. A reduced a) reasonable assurance exists that the unidentified separation minimum of 4.6 km (2.5 NM) may be controlled flight will be identified using SSR and/or applied, provided: ADS-B and/or MLAT or the flight is being operated by an aircraft of a type which may be expected to give an adequate return on primary radar in the airspace within i) the average runway occupancy time of landing which the separation is applied; and aircraft is proven, by means such as data collection and statistical analysis and methods based on a theoretical b) the separation is maintained between identified model, not to exceed 50 seconds; flights and any other observed ATS surveillance system position indications until either the unidentified ii) braking action is reported as good and runway controlled flight has been identified or procedural occupancy times are not adversely affected by runway separation has been established. contaminants such as slush, snow or ice;

8.18.9 The separation minima specified in 8.19 may be iii) a radar system with appropriate azimuth and range applied between an aircraft taking off and a preceding resolution and an update rate of 5 seconds or less is used departing aircraft or other identified traffic provided in combination with suitable radar displays; there is reasonable assurance that the departing aircraft will be identified within 1 NM from the end of the iv) the aerodrome controller is able to observe, visually runway, and that, at the time, the required separation or by means of surface movement radar (SMR), MLAT will exist. system or a surface movement guidance and control system (SMGCS), the runway-in-use and associated exit 8.18.10 Separation minima specified in 8.19 shall not be and entry taxiways; applied between aircraft holding over the same holding fix. When applying radar separation between holding v) distance-based wake turbulence separation minima in aircraft and other flights, the controller shall maintain 8.7.3.4, or as may be prescribed by the appropriate ATS identity of holding aircraft for the provision of authority (e.g. for specific aircraft types), do not apply; separation minima based on radar and/or ADS-B to other flights. No doubt shall exist about the identity of vi) aircraft approach speeds are closely monitored by holding aircraft for any reason when such separation is the controller and when necessary adjusted so as to applied. The controller shall also keep in mind the likely ensure that separation is not reduced below the manoeuvres of the holding aircraft during application of minimum; such separation. vii) aircraft operators and pilots have been made fully 8.19 Separation minima based on ATS surveillance aware of the need to exit the runway in an expeditious systems

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manner whenever the reduced separation minimum on final approach is applied; and viii) procedures concerning the application of the reduced minimum are published in AIPs.

8.19.3 The separation minimum or minima based on radar and/or ADS-B and/or MLAT systems to be applied shall be prescribed by the appropriate ATS authority according to the capability of the particular ATS surveillance system or sensor to accurately identify the aircraft position in relation to the centre of a position symbol, PSR blip, SSR response and taking into account factors which may affect the accuracy of the ATS surveillance system-derived information, such as aircraft range from the radar site and the range scale of the situation display in use.

8.19.4 The following distance-based wake turbulence separation minima shall be applied to aircraft being provided with an ATS surveillance service in the approach and departure phases of flight in the circumstances given in 8.19.4.1.

Aircraft category Distance-based wake turbulence Preceding Succeeding separation minima aircraft aircraft

HEAVY HEAVY 7.4 km (4.0 NM)

MEDIUM 9.3 km (5.0 NM) LIGHT 11.1 km (6.0 NM) 8.20 TRANSFER OF CONTROL

MEDIUM LIGHT 9.3 km (5.0 NM) 8.20.1 Where an ATS surveillance service is being provided, transfer of control should be effected, whenever practicable, so as to enable the uninterrupted 8.19.4.1 The minima set out in 8.19.4 shall be applied provision of the ATS surveillance service. when: 8.20.2 Where SSR and/or ADS-B is used and the a) an aircraft is operating directly behind another display of position indications with associated labels is aircraft at the same altitude or less than 300 m (1 000 ft) provided for, transfer of control of aircraft between below; or adjacent control positions or between adjacent ATC units may be effected without prior coordination, b) both aircraft are using the same runway, or parallel provided that: runways separated by less than 760 m (2 500 ft); or a) updated flight plan information on the aircraft c) an aircraft is crossing behind another aircraft, at the about to be transferred, including the discrete same altitude or less than 300 m (1 000 ft) below. assigned SSR code or, with respect to SSR Mode S and ADS-B, the aircraft identification, is provided to the accepting controller prior to transfer;

b) ADS-B or radar coverage provided to the accepting controller is such that the aircraft

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concerned is presented on the situation display a) identification has been transferred to or has before the transfer is effected and is identified been established directly by the accepting on, but preferably before, receipt of the initial controller; call; b) when the controllers are not physically c) when the controllers are not physically adjacent, two-way direct-speech facilities adjacent, two-way direct speech facilities, between them are at all times available which which permit communications to be established permit communications to be established instantaneously, are available between them at instantaneously; all times; c) separation from other controlled flights Note.— “Instantaneous” refers to communications conforms to the minima authorized for use which effectively provide for immediate access between during transfer of control between the sectors controllers. or units concerned;

d) the transfer point or points and all other conditions of application, such as direction of d) the accepting controller is informed of any flight, specified levels, transfer of level, speed or vectoring instructions communication points, and especially an applicable to the aircraft at the point of agreed minimum separation between aircraft, transfer; including that applicable to succeeding aircraft on the same route, about to be transferred as e) radio communication with the aircraft is observed on the situation display, have been retained by the transferring controller until the made the subject of specific instructions (for accepting controller has agreed to assume intra-unit transfer) or of a specific letter of responsibility for providing the ATS agreement between two adjacent ATC units; surveillance service to the aircraft. Thereafter, the aircraft should be instructed to change over e) the instructions or letter of agreement specify to the appropriate channel and from that point explicitly that the application of this type of is the responsibility of the accepting controller. transfer of control may be terminated at any time by the accepting controller, normally with 8.21 SPEED CONTROL an agreed advance notice; 8.21.1 In order to facilitate sequencing or to reduce the f) the accepting controller is informed of any need for vectoring, a controller, subject to consideration level, speed or vectoring instructions given to of the aircraft performance limitation, may request the aircraft prior to its transfer and which aircraft to adjust their speed in a specified manner. modify its anticipated flight progress at the point of transfer. 8.21.2 Unless a pilot concurs in the use of lower speed, the controller should use the following minima for 8.20.3 The minimum agreed separation between aircraft arriving aircraft operating below 10,000 ft: An IAS not about to be transferred (8.20.2 d) refers) and the less than 210 knots, except when the aircraft is within advance notice (8.20.2 e) refers) shall be determined 20 flying miles of the runway threshold of the airport of taking into account all relevant technical, operational intended and other circumstances. landing, an IAS not less than If circumstances arise in which these agreed conditions can no longer be satisfied, controllers shall revert to the i) 90 knots for aircraft category A, procedure in 8.20.4 until the situation is resolved. 8.20.4 ii) 120 knots for aircraft category B, Where primary radar is being used, and where SSR iii) 160 knots for aircraft category C, and/or ADS-B is employed but the provisions of 8.20.2 iv) 185 knots for aircraft category D/E are not applied, the transfer of control of aircraft between adjacent control positions or between two Note.— Procedures for speed control instructions are adjacent ATS units may be effected, provided that: contained in Chapter 4.

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8.22 EMERGENCIES, HAZARDS AND 8.22.2 Collision hazard information EQUIPMENT FAILURES 8.22.2.1 When an identified controlled flight is observed 8.22.1 Emergencies to be on a conflicting path with an unknown aircraft deemed to constitute a collision hazard, the pilot of the 8.22.1.1 In the event of an aircraft in, or appearing to be controlled flight shall, whenever practicable: in, any form of emergency, every assistance shall be provided by the controller, and the procedures a) be informed of the unknown aircraft and if so prescribed herein may be varied according to the requested by the controlled flight or, if in the situation. opinion of the controller the situation warrants, a course of avoiding action should be suggested; and 8.22.1.2 The progress of an aircraft in emergency shall be monitored and (whenever possible) plotted on the b) be notified when the conflict no longer exists. situation display until the aircraft passes out of coverage of the ATS surveillance system, and position 8.22.2.2 When an identified IFR flight operating outside information shall be provided to all air traffic services controlled airspace is observed to be on a conflicting units which may be able to give assistance to the path with another aircraft, the pilot should: aircraft. Transfer to adjacent sectors shall also be effected when appropriate. a) be informed as to the need for collision avoidance action to be initiated, and if so requested by the Note.— If the pilot of an aircraft encountering a state of pilot or if, in the opinion of the controller, the emergency has previously been directed by ATC to situation warrants, a course of avoiding action select a specific transponder code and/or an ADS-B should be suggested; and emergency mode, that code/mode will normally be maintained unless, in special circumstances, the pilot b) be notified when the conflict no longer exists. has decided or has been advised otherwise. Where ATC has not requested a code or emergency mode to be set, 8.22.2.3 In both cases mentioned in 8.22.2.1 and the pilot will set the transponder to Mode A Code 7700 8.22.2.2 the decision whether to comply with ATC and/or the appropriate ADS-B emergency mode. suggestion or not, rests with the pilot.

8.22.1.3 Whenever a general ADS-B emergency alert is 8.22.2.4 Information regarding traffic on a conflicting observed on the situation display and there is no other path should be given, whenever practicable, in the indication of the particular nature of the emergency, the following form: controller shall take the following action: a) relative bearing of the conflicting traffic in terms a) attempt to establish communication with the aircraft of the 12-hour clock; to verify the nature of the emergency; or b) distance from the conflicting traffic in nautical b) if no response is received from the aircraft, the miles; controller shall attempt to ascertain if the aircraft is able to receive transmissions from the air traffic control unit c) direction in which the conflicting traffic appears to by requesting it to execute a specified manoeuvre which be proceeding; can be observed on the situation display. d) level and type of aircraft or, if unknown, relative Note 1.— Some aircraft equipped with first generation speed of the conflicting traffic, ADS-B avionics have the capability to transmit a general emergency alert only, regardless of the code 8.22.2.5 Pressure altitude-derived level information, selected by the pilot. even when unverified, should be used in the provision of collision hazard information because such Note 2.— Some aircraft equipped with first generation information, particularly if available from an otherwise ADS-B avionics do not have the capability of squawking unknown aircraft (e.g. a VFR flight) and given to the IDENT while the emergency and/or urgency mode is pilot of a known aircraft, could facilitate the location of selected. a collision hazard.

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8.22.2.5.1 When the pressure altitude derived level continue to be used. However, if the aircraft information has been verified, the information shall be experiencing the communication failure is not passed to pilots in a clear and unambiguous manner. If identified, separation shall be applied between identified the level information has not been verified, the accuracy aircraft and all unidentified aircraft observed along the of the information should be considered uncertain and expected route of the aircraft with the communication the pilot shall be informed accordingly. failure, until such time as it is known, or can safely be assumed, that the aircraft with radio communication 8.22.3 Failure of equipment failure has passed through the airspace concerned, has landed, or has proceeded elsewhere. 8.22.3.1 Aircraft Radio Transmitter Failure 8.22.3.3 Aircraft Transponder Failure in areas 8.22.3.1.1 If two-way communication is lost with an where the carriage of a functioning transponder is aircraft, the controller should determine whether or not mandatory: the aircraft’s receiver is functioning by instructing the aircraft on the channel so far used to acknowledge by 8.22.3.3.1 When an aircraft experiencing transponder making a specified manoeuvre and by observing the failure after departure is operating or expected to aircraft’s track, or by instructing the aircraft to operate operate in an area where the carriage of a functioning IDENT or to make SSR code and/or ADS-B transponder with specified capabilities is mandatory, the transmission changes. ATC units concerned should endeavour to provide for continuation of the flight to the aerodrome of first Note1..—Transponder-equipped aircraft experiencing intended landing in accordance with the flight plan. radio-communication failure will operate the However, in certain traffic situations, either in terminal transponder on Mode A Code 7600. areas or en-route, continuation of the flight may not be possible, particularly when failure is detected shortly Note2.- ADS-B-equipped aircraft experiencing radio- after take-off. The aircraft may then be required to communication failure may transmit the appropriate return to the departure aerodrome or to land at the ADS-B emergency an/or urgency mode. nearest suitable aerodrome acceptable to the operator concerned and to ATC. 8.22.3.1.2 If the action prescribed in 8.22.3.1.1 is unsuccessful, it shall be repeated on any other available 8.22.3.3.2 In case of a transponder failure which is channel on which it is believed that the aircraft might be detected before departure from an aerodrome where it is listening. not practicable to effect a repair, the aircraft concerned should be permitted to proceed, as directly as possible, 8.22.3.1.3 In both the cases covered by 8.22.3.1.1 and to the nearest suitable aerodrome where repair can be 8.22.3.1.2, any manoeuvring instructions shall be such made. When granting clearance to such aircraft, ATC that the aircraft would regain its current cleared track should take into consideration the existing or anticipated after having complied with the instructions received. traffic situation and may have to modify the time of departure, flight level or route of the intended flight. 8.22.3.1.4 Where it has been established by the action in Subsequent adjustments may become necessary during 8.22.3.1.1 that the aircraft’s radio receiver is the course of the flight. functioning, continued control can be effected using SSR code/ADS-B transmission changes or IDENT 8.22.4 ATS surveillance system failure transmissions to obtain acknowledgement of clearances issued to the aircraft. 8.22.4.1 In the event of complete failure of the ATS surveillance system where air-ground communications 8.22.3.2 Complete Aircraft Communication Failure: remain, the controller shall plot the position of all aircraft already identified, take the necessary action to When a controlled aircraft experiencing complete establish procedural separation between the aircraft and, communication failure is operating or expected to if necessary, limit the number of aircraft permitted to operate in an area and at flight levels where an ATS enter the area. surveillance service is applied, separation specified in 8.15 may 8.22.4.2 As an emergency measure, use of flight levels spaced by half the applicable vertical separation

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minimum may be resorted to temporarily if standard perform the following functions in the provision of air procedural separation cannot be provided immediately. traffic control service:

8.22.5 Degradation of aircraft position source data a) provide ATS surveillance services as necessary in order to improve airspace utilization, reduce delays, 8.22.5.1 In order to reduce he impact of a degradation of provide for direct routings and more optimum flight aircraft position source data, for example, a receiver profiles, as well as to enhance safety; autonomous integrity monitoring (RAIM) outage for GNSS, the appropriate ATS authority shall establish b) provide vectoring to departing aircraft for the purpose contingency procedures to be followed by control of facilitating an expeditious and efficient departure positions and ATC units in the event of data flow and expediting climb to cruising level; degradation. c) provide vectoring to aircraft for the purpose of resolving potential conflicts; 8.22.6 Ground radio failure d) provide vectoring to arriving aircraft for the purpose 8.22.6.1 In the event of complete failure of the ground of establishing an expeditious and efficient approach radio equipment used for control, the controller shall, sequence; unless able to continue to provide the ATS surveillance service by means of other available communication e) provide vectoring to assist pilots in their navigation, channels, proceed as follows: e.g. to or from a radio navigation aid, away from or around areas of adverse weather; a) without delay inform all adjacent control positions or ATC units, as applicable, of the failure; f) provide separation and maintain normal traffic flow when an aircraft experiences communication failure b) appraise such positions or units of the current within the area of coverage; traffic situation; g) maintain flight path monitoring of air traffic; c) request their assistance, in respect of aircraft which may establish communications with those Note.— Where tolerances regarding such matters as positions or units, in establishing and maintaining adherence to track, speed or time have been prescribed separation between such aircraft; and by the appropriate ATS authority, deviations are not considered significant until such tolerances are d) instruct adjacent control positions or ATC units to exceeded. hold or reroute all controlled flights outside the area of responsibility of the position or ATC unit h) when applicable, maintain a watch on the progress of that has experienced the failure until such time that air traffic, in order to provide a procedural controller the provision of normal services can be resumed. with:

i) improved position information regarding aircraft 8.23 USE OF ATS SURVEILLANCE SYSTEMS IN under control; THE AIR TRAFFIC CONTROL SERVICE ii) supplementary information regarding other traffic; Note.— The procedures in this Section are general and procedures applicable when an ATS surveillance system is used in the provision of area control service or iii) information regarding any significant deviations by approach control service. Additional procedures aircraft from the terms of their respective air traffic applicable in the provision of approach control service control clearances, including their cleared routes as well are detailed in Section 8.24. as levels, when appropriate.

8.23.1 Functions 8.24 USE OF RADAR IN THE APPROACH CONTROL SERVICE The information provided by ATS surveillance systems and presented on a situation display may be used to 8.24.1 General provisions

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8.24.1.1 ATS surveillance systems used in the provision 8.24.3.1 The appropriate ATS authority shall establish of approach control service shall be appropriate to the procedures to ensure that the aerodrome controller is functions and level of service to be provided. kept informed of the sequence of arriving aircraft, as well as any instructions and restrictions which have 8.24.1.2. ATS surveillance systems used to monitor been issued to such aircraft in order to maintain parallel ILS approaches shall meet the requirements for separation after transfer of control to the aerodrome such operations specified in Chapter 6. controller.

8.24.2 Functions 8.24.3.2 Prior to, or upon commencement of, vectoring for approach, the pilot shall be advised of the type of The position indications presented on a situation display approach as well as the runway to be used. may be used to perform the following additional functions in the provision of approach control service: 8.24.3.3 The controller shall advise an aircraft being vectored for an instrument approach of its position at a) provide vectoring of arriving traffic on to pilot- least once prior to commencement of final approach. interpreted final approach aids; 8.24.3.4 When giving distance information, the b) provide flight path monitoring of parallel ILS controller shall specify the point or navigation aid to approaches and instruct aircraft to take appropriate which the information refers. action in the event of possible or actual penetrations of the no transgression zone (NTZ); 8.24.3.5 The initial and intermediate approach phases of an approach executed under the direction of a controller Note.— See Chapter 6, Section 6.7. comprise those parts of the approach from the time vectoring is initiated for the purpose of positioning the c) provide vectoring of arriving traffic to a point from aircraft for a final approach, until the aircraft is on final which a visual approach can be completed; approach and:

d) provide vectoring of arriving traffic to a point from a) established on the final approach path of a which a precision radar approach or a surveillance pilot-interpreted aid; or radar approach can be made; b) reports that it is able to complete a visual e) provide flight path monitoring of other pilot- approach; or interpreted approaches; c) ready to commence a surveillance radar f) in accordance with prescribed procedures, approach; or conduct: d) transferred to the precision radar approach I. surveillance radar approaches; controller. II. precision radar (PAR) approaches; and 8.24.3.6 Aircraft vectored for final approach should be given a heading or a series of headings calculated to g) provide separation between: close with the final approach track. The final vector shall enable the aircraft to be established in level flight on the final approach track prior to intercepting the i) succeeding departing aircraft; specified or nominal glide path if an MLS, ILS or radar approach is to be made, and should provide an intercept ii) succeeding arriving aircraft; and angle with the final approach track of 45 degrees or less.

iii) a departing aircraft and a succeeding Note.— See Chapter 6, Section 6.7.3.2, concerning arriving aircraft. vectoring of independent parallel approaches.

8.24.3 General Approach control Procedures using 8.24.3.7 Whenever an aircraft is assigned a vector ATS surveillance systems: which will take it through the final approach track, it

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should be advised accordingly, stating the reason for the vector. 8.24.6.1.1 During the period that a controller is engaged in giving surveillance radar or precision radar 8.24.4 Vectoring to pilot-interpreted final approach approaches, he or she should not be responsible for any aid duties other than those directly connected with such approaches. 8.24.4.1 An aircraft vectored to intercept a pilot- interpreted final approach aid shall be instructed to 8.24.6.1.2 Controllers conducting radar approaches shall report when established on the final approach track. be in possession of information regarding the obstacle Clearance for the approach should be issued prior to clearance altitudes/heights established for the types of when the aircraft reports established, unless approach to be conducted. circumstances preclude the issuance of the clearance at such time. Vectoring will normally terminate at the time 8.24.6.1.3 Prior to commencement of a radar approach, the aircraft leaves the last assigned heading to intercept the aircraft shall be informed of: the final approach track. a) the runway to be used; 8.24.4.2 The controller shall be responsible for maintaining separation specified in 8.19 between b) the applicable obstacle clearance altitude/height; succeeding aircraft on the same final approach, except that the responsibility may be transferred to the c) the angle of the nominal glide path and, if so aerodrome controller in accordance with procedures prescribed by the appropriate ATS authority or prescribed by the appropriate ATS authority and requested by the aircraft, the approximate rate of provided an ATS surveillance system is available to the descent to be maintained; aerodrome controller. Note.— See the Air Traffic Services Planning Manual 8.24.4.3 Transfer of control of succeeding aircraft on (Doc 9426) regarding calculation of approximate rates final approach to the aerodrome controller shall be of descent. effected in accordance with procedures prescribed by the appropriate ATS authority. d) the procedure to be followed in the event of radio communication failure, unless the procedure has 8.24.4.4 Transfer of communications to the aerodrome been published in AIPs. controller should be effected at such a point or time that clearance to land or alternative instructions can be 8.24.6.1.4 When a radar approach cannot be continued issued to the aircraft in a timely manner. due to any circumstance, the aircraft should be immediately informed that a radar approach or 8.24.5 Vectoring for visual approach continuation thereof is not possible. The approach should be continued if this is possible using non-radar Note.— See also Chapter 6, Section 6.5.3. facilities or if the pilot reports that the approach can be completed visually; otherwise an alternative clearance 8.24.5.1 The controller may initiate vectoring of an should be given. aircraft for visual approach provided the reported ceiling is above the minimum altitude applicable to 8.24.6.1.5 Aircraft making a radar approach should be vectoring and meteorological conditions are such that, reminded, when on final approach, to check that the with reasonable assurance, a visual approach and wheels are down and locked. landing can be completed. 8.24.6.1.6 Unless otherwise prescribed by the 8.24.5.2 Clearance for visual approach shall be issued appropriate ATS authority, the controller conducting the only after the pilot has reported the aerodrome or the approach should notify the aerodrome controller or, preceding aircraft in sight, at which time vectoring when applicable, the procedural controller when an would normally be terminated. aircraft making a radar approach is approximately 15 km (8 NM) from touchdown. If landing clearance is not 8.24.6 Radar approaches received at this time, a subsequent notification should be made at approximately 8 km (4 NM) from 8.24.6.1 General Provision touchdown and landing clearance requested.

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8.24.6.1.7 Clearance to land or any alternative clearance 8.24.7.1 Surveillance Radar Approach received from the aerodrome controller or, when applicable, the procedural controller should normally be 8.24.7.1.1 A final approach using solely surveillance passed to the aircraft before it reaches a distance of 4 radar should not be carried out if precision approach km (2 NM) from touchdown. radar is available, unless meteorological conditions are such as to indicate with reasonable certainty that a 8.24.6.1.8 An aircraft making a radar approach should: surveillance radar approach can be completed successfully. a) be directed to execute a missed approach in the following circumstances: 8.24.7.1.2 A surveillance radar approach shall only be performed with equipment suitably sited and a situation i). when the aircraft appears to be dangerously display specifically marked to provide information on positioned on final approach; or position relative to the extended centre line of the runway to be used and distance from touchdown, and ii). for reasons involving traffic conflictions; or which is specifically approved for the purpose by the appropriate ATS authority. iii). if no clearance to land has been received from the procedural controller by the time the 8.24.7.1.3 When conducting a surveillance radar aircraft reaches a distance of 4 km (2 NM) approach, the controller shall comply with the from touchdown or such other distance as has following: jmbeen agreed with the aerodrome control tower; or a) at or before the commencement of the final approach, the aircraft shall be informed of the iv). on instructions by the aerodrome controller; or point at which the surveillance radar approach will be terminated; b) be advised to consider executing a missed approach in the following circumstances: b) the aircraft shall be informed when it is approaching the point at which it is computed that i). when the aircraft reaches a position from which descent should begin, and just before reaching that it appears that a successful approach cannot be point it shall be informed of the obstacle clearance completed; or altitude/height and instructed to descend and check the applicable minima; ii). if the aircraft is not visible on the situation display for any significant interval during the c) azimuth instructions shall be given in accordance last 4 km (2 NM) of the approach; or with the precision approach technique (see 8.24.7.2.4); iii). if the position or identification of the aircraft is in doubt during any portion of the final d) except as provided in 8.9.7.1.4, distance from approach. touchdown shall normally be passed at every 2 km (each NM); In all such cases, the reason for the instruction or the advice should be given to the pilot. e) pre-computed levels through which the aircraft should be passing to maintain the glide path shall 8.24.6.1.9 Unless otherwise required by exceptional also be transmitted at every 2 km (each NM) at the circumstances, radar instructions concerning a missed same time as the distance; approach should be in accordance with the prescribed missed approach procedure and should include the level f) the surveillance radar approach shall be to which the aircraft is to climb and heading instructions terminated: to keep the aircraft within the missed approach area during the missed approach procedure. i). at a distance of 4 km (2 NM) from touchdown, except as provided in 8.24.7.1.4; or

8.24.7 Final approach procedures

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ii). before the aircraft enters an area of continuous check shall be made on the channel to be used during radar clutter; or the precision approach and the pilot shall be advised that no further acknowledgement of transmission is iii). when the pilot reports that a visual approach required. Thereafter, transmission should not be can be effected; interrupted for intervals of more than five seconds while the aircraft is on final approach. whichever is the earliest. 8.24.7.2.4 AZIMUTH INFORMATION AND CORRECTIONS 8.24.7.1.4 When, as determined by the appropriate ATS authority, the accuracy of the radar equipment permits, 8.24.7.2.4.1 The pilot shall be informed at regular surveillance radar approaches may be continued to the intervals of the aircraft’s position in relation to the threshold of the runway, or to a prescribed point less extended centre line of the runway. Heading corrections than 4 km (2 NM) from touchdown, in which case: shall be given as necessary to bring the aircraft back on to the extended centre line. a) distance and level information shall be given at each km (each half NM); 8.24.7.2.4.2 In the case of azimuth deviations, the pilot should not take corrective action unless specifically b) transmission should not be interrupted for intervals instructed to do so. of more than five seconds while the aircraft is within a distance of 8 km (4 NM) from 8.24.7.2.5 ELEVATION INFORMATION AND ADJUSTMENTS touchdown; 8.24.7.2.5.1 The aircraft shall be informed when it is c) the controller should not be responsible for any approaching the point of interception of the glide path duties other than those directly connected with a and, just before intercepting the glide path, it shall be particular approach. instructed to begin its descent and to check the applicable decision altitude/height. Thereafter, the 8.24.7.1.5 Levels through which the aircraft should pass aircraft shall be informed at regular intervals of its to maintain the required glide path, and the associated position in relation to the glide path. distances from touchdown, shall be pre-computed and displayed in such a manner as to be readily available to When no corrections are required, the aircraft should be the controller concerned. informed at regular intervals that it is on the glide path. Deviations from the glide path shall be given to the Note.— See the Air Traffic Services Planning Manual aircraft, together with instructions to adjust the rate of (Doc 9426) regarding pre-computation of levels. descent if the corrective action taken by the aircraft does not appear to be sufficient. The aircraft shall be 8.24.7.2 PRECISION RADAR APPROACH informed when it starts to regain the glide path, and immediately before it reaches the glide path. 8.24.7.2.1 DUTIES OF PRECISION APPROACH CONTROLLER During the period the controller is engaged in giving a 8.24.7.3. Missed Approaches precision approach, the controller should not be responsible for any duties other than those directly When information provided by the elevation element connected with that particular approach. indicates that the aircraft may be initiating a missed approach, the controller shall take the following action: 8.24.7.2.2 TRANSFER OF CONTROL Aircraft to be provided with a precision radar approach a) when there is sufficient time to obtain a reply from shall have been transferred to the controller in charge of the pilot (e.g. when the aircraft is more than 4 km (2 the precision approach at a distance of not less than 2 NM) from touchdown), the controller shall transmit the km (1 NM) from the point of interception of the glide aircraft’s height above the glide path and ask if the pilot path, unless otherwise provided by the appropriate ATS intends to make a missed approach. If this is confirmed authority. by the pilot, the controller shall pass missed approach instructions (see 8.24.6.1.8); 8.24.7.2.3 COMMUNICATIONS When control of the aircraft is assumed by the controller in charge of the precision approach, a communications

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b) when there is not sufficient time to obtain a reply 8.25.1.6 The Aerodrome Controller shall issue ATC from the pilot (e.g. when the aircraft is at 4 km (2 NM) (Procedural) instructions to aircraft required to go or less around, delay, and orbit. from touchdown), the precision approach should be continued, emphasizing the aircraft’s displacement, and 8.25.1.7 The monitor will be set for 20 NM range at all terminated at the normal termination point. If it is times. The ATCO in the Aerodrome Control is not apparent from elevation information that the aircraft is required to make any selections, adjustments, off- making a missed approach, either before or after the centering etc. normal termination point, the controller shall pass missed approach instructions (see 8.24.6.1.8). Note.— Control of aerodrome traffic is in the main based on visual observation of the manoeuvring area 8.25 USE OF ATS SURVEILLANCE SYSTEMS IN and the vicinity of the aerodrome by the aerodrome THE AERODROME CONTROL SERVICE controller.

8.25.1 Approach Monitor Aid in Control 8.25.2 Functions Tower 8.25.2.1 When authorized by and subject to conditions 8.25.1.1 Display unit of the MSSR when provided in the prescribed by the appropriate ATS authority, ATS control tower at the Aerodrome Control Work Station surveillance systems may be used in the provision of will give view of the final approaches of the runways at aerodrome control service to perform the following the airport. functions:

8.251.1.2 In order to achieve maximum runway a) flight path monitoring of aircraft on final utilization and aerodrome capacity, the ATCO on approach; Aerodrome Control duty may use the information derived from the monitor for – b) flight path monitoring of other aircraft in the vicinity of the aerodrome; a) Tactical decision regarding landing and departing aircraft to determine their sequence and spacing. c) establishing separation specified in 8.19 between succeeding departing aircraft; and b) Tactical decision regarding position of aircraft on take-off vis-à-vis the position of proceeding d) providing navigation assistance to VFR flights. aircraft. 8.25.2.2 Special VFR flights shall not be vectored c) Strategically decisions regarding sequencing of unless special circumstances, such as emergencies, departing aircraft to achieve smooth traffic flow; dictate otherwise.

d) Monitoring pilot’s position reports and confirming 8.25.2.3 Caution shall be exercised when vectoring VFR compliance with the assigned track to departing flights so as to ensure that the aircraft concerned does aircraft; not inadvertently enter instrument meteorological conditions. e) Providing information to an aircraft on the position of another arriving/departing aircraft. 8.25.2.4 In prescribing conditions and procedures for the use of ATS surveillance systems in the provision of 8.25.1.3 The Aerodrome Controller shall not assume aerodrome control service, the appropriate ATS control of any aircraft of the Approach Monitor Aid. authority shall ensure that the availability and use of an ATS surveillance system will not be detrimental to 8.25.1.4 The Approach Monitor Aid shall not be used to visual observation of aerodrome traffic. issue heading instructions. Note.— Control of aerodrome traffic is in the main 8.25.1.5 The equipment shall not be used to provide based on visual observation of the manoeuvring area ATS surveillance services. and the vicinity of the aerodrome by the aerodrome controller.

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8.25.3 Use of ATS surveillance systems for surface e) providing directional taxi information to aircraft movement control when requested by the pilot or deemed necessary by the Note.— Requirements concerning surface movement controller. Except under special circumstances, e.g. guidance and control systems (SMGCS) are contained emergencies, such information should not be issued in in Annex 14, Volume I, Chapter 9. Guidance on the use the form of specific heading instructions; and of surface movement radar (SMR) and other advanced f) providing assistance and advice to emergency functions is contained in the Manual of Surface vehicles. Movement Guidance and Control Systems (SMGCS) (Doc 9476) and in the Advanced Surface Movement 8.25.2.7 IDENTIFICATION OF AIRCRAFT Guidance and Control Systems (A-SMGCS) Manual (Doc 9830). Where an ATS surveillance system is used, aircraft may be identified by one or more of the following 8.25.2.5 GENERAL PROVISIONS procedures:

8.25.2.5.1 The use of SMR should be related to the a) by correlating a particular position indication with: operational conditions and requirements of the particular aerodrome (i.e. visibility conditions, traffic i) an aircraft position visually observed by the density and aerodrome layout). controller;

8.25.2.5.2 SMR systems shall to the extent possible ii) an aircraft position reported by the pilot; or enable the detection and display of the movement of all aircraft and vehicles on the manoeuvring area in a clear iii) an identified position indication displayed on a and unambiguous manner. situation display;

8.25.2.5.3 Aircraft and vehicle position indications may b) by transfer of identification when authorized by the be displayed in symbolic or non-symbolic form. Where appropriate ATS authority; and labels are available for display, the capability should be provided for inclusion of aircraft and vehicle c) by automated identification procedures when identification by manual or automated means. authorized by the appropriate ATS authority.

8.25.2.6 FUNCTIONS 8.26 USE OF ATS SURVEILLANCE SYSTEMS IN THE FLIGHT INFORMATION SERVICE 8.25.2.6.1 SMR should be used to augment visual observation of traffic on the manoeuvring area and to Note.— The use of an ATS surveillance system in the provide surveillance of traffic on those parts of the provision of flight information service does not relieve manoeuvring area which cannot be observed visually. the pilot-in-command of an aircraft of any responsibilities, including the final decision regarding 8.25.2.6.2 The information displayed on an SMR any suggested alteration of the flight plan. display may be used to assist in: 8.26.1 Functions a) monitoring of aircraft and vehicles on the manoeuvring area for compliance with clearances and The information presented on a situation display may be instructions; used to provide identified aircraft with: b) determining that a runway is clear of traffic prior to a a) information regarding any aircraft observed to be on landing or take-off; a conflicting path with the identified aircraft and suggestions or advice regarding avoiding action; c) providing information on essential local traffic on or near the manoeuvring area; b) information on the position of significant weather and, as practicable, advice to the aircraft on how best to d) determining the location of aircraft and vehicles on circumnavigate any such areas of adverse weather (see the manoeuvring area; 8.16.4, Note);

c) information to assist the aircraft in its navigation.

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CHAPTER 9 FLIGHT INFORMATION SERVICE, ADVISORY SERVICE AND ALERTING SERVICE 9.1 Flight information service f) information on unmanned free balloons; and of 9.1.1 Application any other information likely to affect safety.

9.1.1.1 Flight information service shall be provided to 9.1.2.2 Flight information service provided to flights all aircraft which are likely to be affected by the shall include, in addition to that outlined in 9.1.2.1, the information and which are: provision of information concerning:

a) provided with air traffic control service; or a) weather conditions reported or forecast at departure, destination and alternate aerodromes; b) otherwise known to the relevant air traffic services units. b) collision hazards, to aircraft operating in airspace Classes D, E, F and G; 9.1.1.2 Where air traffic services units provide both flight information service and air traffic control service, c) for flight over water areas, in so far as practicable the provision of air traffic control service shall have and when requested by a pilot, any available precedence over the provision of flight information information such as radio call sign, position, true service whenever the provision of air traffic control track, speed, etc., of surface vessels in the area. service so requires. Note 1.— The information in b), including only known Note.— It is recognized that in certain circumstances aircraft the presence of which might constitute a aircraft on final approach, landing, take-off and climb collision hazard to the aircraft informed, will sometimes may require to receive without delay essential be incomplete and air traffic services cannot assume information other than that pertaining to the provision of responsibility for its issuance at all times or for its air traffic control service. accuracy.

9.1.2 Scope of flight information service 9.1.2.3 Routine Air-reports and Special air-reports

9.1.2.1 Flight information service shall include the 9.1.2.3.1 Aircraft shall make routine air reports at the provision of pertinent: designated MET reporting points on designated ATS routes and special observations whenever requested by a a) SIGMET; meteorological office for specific observation or whenever encountered following weather phenomenon: b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash ¾ moderate to severe turbulence, clouds; ¾ severe icing, c) information concerning the release into the ¾ hail, atmosphere of radioactive materials or toxic chemicals; ¾ cumulonimbus clouds,

¾ low level wind shear and d) information on changes in the serviceability of navigation aids; ¾ any meteorological condition in the opinion of the pilot in command is likely to affect aircraft e) information on changes in condition of aerodromes operation. and associated facilities, including information on the state of the 9.1.2.3.2 ATS units should transmit, as soon as practicable, routine and special air reports to the aerodrome movement areas when they are associated meteorological office. affected by snow, ice or significant depth of water;

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9.1.2.3.3 ATS units should also transmit, as soon as b) a general call, unacknowledged transmission to all practicable special air-reports to other aircraft aircraft concerned; or concerned, and to other ATS units concerned. c) broadcast; or 9.1.2.4 Flight information service provided to VFR flights shall include, in addition to that outlined in d) data link. 9.1.2.1, the provision of available information concerning traffic and weather conditions along the Note.— It should be recognized that in certain route of flight that are likely to make operation under circumstances, e.g. during the last stages of a final the visual flight rules impracticable. approach, it may be impracticable for aircraft to acknowledge directed transmissions. 9.1.3 Recording and transmission of information on the progress of flights 9.1.5.1.2 The use of general calls shall be limited to cases where it is necessary to disseminate essential 9.1.3.1 Information on the actual progress of flights, information to several aircraft without delay, e.g. the including those of heavy or medium unmanned free sudden occurrence of hazards, a change of the runway- balloons, under neither air traffic control service nor air in-use, or the failure of a key approach and landing aid. traffic advisory service shall be: 9.1.5.2 Transmission of SIGMET Information and a) recorded by the air traffic services unit serving the Special Air-reports FIR within which the aircraft is flying in such a manner that it is available for reference and in case 9.1.5.2.1 SIGMET information shall be transmitted to it is requested for search and rescue action; aircraft with the least possible delay on the initiative of the appropriate ATS unit, by the preferred method of b) transmitted by the air traffic services unit receiving directed transmission followed by acknowledgement, or the information to other air traffic services units by a general call when the number of aircraft would concerned, when so required. render the preferred method impracticable.

9.1.4 Transfer of responsibility for the provision of 9.1.5.2.2 SIGMET information passed to aircraft shall flight information service cover a portion of the route up to two hours’ flying time ahead of the aircraft. 9.1.4.1 The responsibility for the provision of flight information service to a flight normally passes from the 9.1.5.2.3 The special air-report information to be passed appropriate ATS unit in an FIR to the appropriate ATS to aircraft on ground initiative should cover a portion of unit in the adjacent FIR at the time of crossing the the route up to one hour’s flying time ahead of the common FIR boundary. However, when coordination is aircraft. required but communication facilities are inadequate, the former ATS unit shall, as far as practicable, continue 9.1.5.3 Transmission of Information concerning to provide flight information service to the flight until it Volcanic Activity Information concerning pre-eruption has established two-way communication with the volcanic activity, volcanic eruptions and volcanic ash appropriate ATS unit in the FIR it is entering. clouds (position of clouds and flight levels affected) shall be disseminated to aircraft by one or more of the 9.1.5 Transmission of information means specified in 9.1.5.1.1

9.1.5.1 Means of Transmission 9.1.5.4 Transmission of Information concerning Radioactive Materials and Toxic Chemical Clouds 9.1.5.1.1 Except as provided in 9.1.5.2.1, information Information on the release into the atmosphere of shall be disseminated to aircraft by one or more of the radioactive materials or toxic chemicals which could following means: affect airspace within the area of responsibility of the ATS unit shall be transmitted to aircraft by one or more a) the preferred method of directed transmission on of the means specified in 9.1.5.1.1. the initiative of the appropriate ATS unit to an aircraft, ensuring that receipt is acknowledged; or 9.1.5.5 Transmission of SPECI AND Amended TAF

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9.1.5.5.1 Special reports in the SPECI code form and amended TAF shall be transmitted on request and iii) amount and height of base of low clouds; supplemented by: iv) other significant information; a) directed transmission from the appropriate air traffic services unit of selected special reports and v) if appropriate, information regarding expected amended TAF for the departure, destination and its changes; alternate aerodromes, as listed in the flight plan; or b) operationally significant information on the status of b) a general call on appropriate frequencies for the facilities relating to the runway-in-use, including the unacknowledged transmission to affected aircraft precision approach category in the event that the lowest of selected special reports and amended aerodrome approach category promulgated for the runway is not forecasts; or available;

c) continuous or frequent broadcast to make available c) sufficient information on the runway surface current METAR and TAF in areas determined on conditions to permit assessment of the runway braking the basis of regional air navigation agreements action. where traffic congestion dictates. VOLMET broadcasts are used for this purpose. 9.1.5.8 Operational flight information service (OFIS) broadcasts Note: VOLMET broadcasts should use standard radiotelephony phraseologies. 9.1.5.8.1HF / VHF Operational Flight Information Service (OFIS) broadcasts 9.1.5.5.2 The amended aerodrome forecasts to aircraft shall be passed within 60 minutes from the aerodrome The HF / VHF operational flight information service of destination, unless the information would have been (OFIS) broadcasts are not provided in India as there is made available through other means. no regional air navigation agreement for these requirements. 9.1.5.6 Transmission of Information on Heavy or Medium Unmanned Free Balloons 9.1.5.8.2 Automatic Terminal Information Service (ATIS) Appropriate information as specified in Chapter 14 section 14.2 on heavy or medium unmanned free i). The automatic terminal information service balloons shall be disseminated to aircraft by one or (ATIS) message is intended to provide a pilot more of the means specified in 9.1.5.1.1 with a range of information to enable him to make a definite decision about his approach 9.1.5.7 TRANSMISSION OF INFORMATION TO SUPERSONIC and landing or take-off. It reduces the AIRCRAFT communication load on the ATS VHF air- ground communication channels. Automatic The following information shall be available at Terminal Information is provided at Yangon appropriate ACCs or flight information centres for and Mandalay. The ATIS Broadcast aerodromes determined on the basis of regional air frequencies and hours of operations are navigation agreements and shall be transmitted on published in Part 3 (AD) of AIP Myanmar. request to supersonic aircraft prior to commencement of deceleration/descent from supersonic cruise: ii). The ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care being a) current meteorological reports and forecasts, except taken that the readability of the ATIS message that where communications difficulties are encountered is not impaired by the speed of the under conditions of poor propagation, the elements transmission of ATIS. transmitted may be limited to: iii). The language used for ATIS broadcast shall be i) mean surface wind, direction and speed (including English. gusts); ii) visibility or runway visual range;

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iv). The information communicated shall relate to a Note: Contents of ATIS should be kept as brief as single aerodrome. possible. Information additional to that specified in 9.1.5.7.2, for example information already available in v). The information communicated shall be aeronautical information publications (AIPs) and updated immediately whenever a significant NOTAM, should only be included when justified in change occurs. exceptional circumstances.

vi). The preparation and dissemination of the ATIS xiv). The ATIS broadcast messages contain message shall be the responsibility of the ATS information for arriving and departing aircraft unit as per local arrangement. consisting of the following elements of information in the order listed: vii). Individual ATIS messages shall be identified by a designator in the form of a letter of the a) Name of aerodrome; ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in b) Designator i.e. the word alphabetical order; “INFORMATION” and identification letter from the ICAO alphabet; viii). Aircraft shall acknowledge receipt of the information upon establishing communication c) Time of observation; with the ATS unit providing approach control service or the aerodrome control tower, as d) Type of approach (es) to be expected; appropriate. e) The runway(s) in use; ix). The aerodrome control tower shall, when replying to the message in (viii) above or, in f) Transition level; the case of arriving aircraft, appropriate ATS Unit shall provide the aircraft with the current g) Other essential operationa information; altimeter setting when first cleared to an altitude below the transition level. h) Surface wind direction and speed, including significant variations; x). The meteorological information shall be extracted from the local meteorological i) Visibility and, when applicable, routine or special report. RVR;

xi). When rapidly changing meteorological j) Present weather; conditions make it inadvisable to include a weather report in the ATIS, the ATIS k) Cloud below 5 000 ft or below the messages shall indicate that the relevant highest minimum sector altitude, weather information will be given on initial whichever is greater; cumulonimbus. contact with the appropriate ATS unit. l) Air temperature; xii). Information contained in a current ATIS, the receipt of which has been acknowledged by m) Dew point temperature; the aircraft concerned, need not be included in a directed transmission to the aircraft, with the n) Altimeter setting(s); exception of the altimeter setting, which shall be provided in accordance with (ix). o) Any available information on significant meteorological phenomena xiii). (xiii) If an aircraft acknowledges receipt of an in the approach and climb-out ATIS that is no longer current, the controller, areas including wind shear, and after ensuring the currency of ATIS, shall information on recent weather of advise the aircraft to monitor the current operational significance ATIS. contained in MET report;

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p) Trend forecast, when available; and Note 2.— When a flight is operating or about to operate in a control area to continue eventually into an advisory q) The word “INFORMATION” followed area or along an advisory route, a clearance may be by “designator” and the word “OUT”. issued for the whole route, but the clearance as such, or revisions thereto, applies only to those portions of the The elements mentioned above i), j), and k) are replaced flight conducted within control areas and control zones. by the term “CAVOK”, whenever applicable Advice or suggestions would be provided as necessary for the remaining portion of the route. 9.2 Air traffic advisory service b) it is for the aircraft to decide whether or not it will 9.2.1 The objective of the air traffic advisory service is comply with the advice or suggestion received and to make information on collision hazards more effective to inform the unit providing air traffic advisory than it would be in the mere provision of flight service, without delay, of its decision; information service. It may be provided to aircraft conducting IFR flights in advisory airspace or on c) air-ground contacts shall be made with the air advisory routes (Class F airspace). traffic services unit designated to provide air traffic advisory service within the advisory 9.2.2 Air traffic advisory service does not afford the airspace or portion thereof. degree of safety and cannot assume the same responsibilities as air traffic control service in respect of 9.2.4 An air traffic services unit providing air traffic the avoidance of collisions, since information regarding advisory service shall: the disposition of traffic in the area concerned available to the unit providing air traffic advisory service may be a) Advise the aircraft to depart at the time specified incomplete. Air traffic advisory service does not deliver and to cruise at the levels indicated in the flight “clearances” but only “advisory information” and it uses plan if it does not foresee any conflict with other the word “advise” or “suggest” when a course of action known traffic. is proposed to an aircraft. b) Suggest to aircraft a course of action by which a Note.— If the flight plan is submitted for the purpose of potential hazard may be avoided, giving priority to obtaining air traffic control service, the aircraft is an aircraft already in advisory airspace over other required to wait for an air traffic control clearance prior aircraft desiring to enter such advisory airspace. to proceeding under the conditions requiring compliance with air traffic control procedures. If the flight plan is c) Pass to aircraft traffic information comprising the submitted for the purpose of obtaining air traffic same information as that prescribed for area advisory service, the aircraft is required to wait for control service. acknowledgment of receipt by the unit providing the service. d) The criteria used as a basis for action under b) and c) should be at least those laid down for aircraft 9.2.3 IFR flights when operating within Class F airspace operating in controlled airspace and should take are expected to comply with the same procedures as into account the limitations inherent in the those applying to controlled flights except that: provision of air traffic advisory service, navigation facilities and air-ground communications a) the flight plan and changes thereto are not prevailing in the Region. subjected to a clearance, since the unit furnishing air traffic advisory service will only provide 9.3 Alerting service advice on the presence of essential traffic or suggestions as to a possible course of action; 9.3.1 Application

Note 1.— It is assumed that a pilot will not effect a 9.3.1.1 Alerting service shall be provided: change in the current flight plan until he or she has notified the intended change to the appropriate ATS a) for all aircraft provided with air traffic control unit, and has received acknowledgement or relevant service; advice.

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Manual of Air Traffic Services Chapter 9 – Flight Information Service, Advisory Service and alerting service b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to the air b) Alert phase when: traffic services; and 1) following the uncertainty phase, subsequent attempts c) to any aircraft known or believed to be the subject to establish communication with the aircraft or inquiries of unlawful interference. to other relevant sources have failed to reveal any news of the aircraft, or when 9.3.1.2 Flight information centres or area control centers shall serve as the central point for collecting all 2) an aircraft has been cleared to land and fails to land information relevant to a state of emergency of an within five minutes of the estimated time of landing and aircraft operating within the flight information region or communication has not been reestablished with the control area concerned and for forwarding such aircraft, or when information to the appropriate rescue coordination centre. 3) information has been received which indicates that the operating efficiency of the aircraft has been 9.3.1.3 In the event of a state of emergency arising to an impaired, but not to the extent that a forced landing is aircraft while it is under the control of an aerodrome likely, except when evidence exists that would allay control tower or approach control unit, such unit shall apprehension as to the safety of the aircraft and its notify immediately the flight information centre or area occupants, or when control center responsible which shall in turn notify the rescue coordination centre, except that notification of 4) an aircraft is known or believed to be the subject of the area control centre, flight information centre, or unlawful interference. rescue coordination centre shall not be required when the nature of the emergency is such that the notification c) Distress phase when: would be superfluous. 1) following the alert phase, further unsuccessful 9.3.1.4 Nevertheless, whenever the urgency of the attempts to establish communication with the aircraft situation so requires, the aerodrome control tower or and more widespread unsuccessful inquiries point to the approach control unit responsible shall first alert and probability that the aircraft is in distress, or when take other necessary steps to set in motion all appropriate local rescue and emergency organizations 2) the fuel on board is considered to be exhausted, or to which can give the immediate assistance required. be insufficient to enable the aircraft to reach safety, or when 9.3.2 Notification of rescue coordination centers 3) information is received which indicates that the 9.3.2.1 Without prejudice to any other circumstances operating efficiency of the aircraft has been impaired to that may render such notification advisable, air traffic the extent that a forced landing is likely, or when services units shall, except as prescribed in 9.3.5.1, notify rescue coordination centres immediately an 4) information is received or it is reasonably certain that aircraft is considered to be in a state of emergency in the aircraft is about to make or has made a forced accordance with the following: landing, except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave a) Uncertainty phase when: 1) no communication has and imminent danger and do not require immediate been received from an aircraft within a period of thirty assistance. minutes after the time a communication should have been received, or from the time an unsuccessful attempt 9.3.2.2 The notification shall contain such of the to establish communication with such aircraft was first following information as is available in the order listed: made, whichever is the earlier, or when a) INCERFA, ALERFA or DETRESFA, as appropriate 2) an aircraft fails to arrive within thirty minutes of the to the phase of the emergency; estimated time of arrival last notified to or estimated by air traffic services units, whichever is the later, except b) agency and person calling; when no doubt exists as to the safety of the aircraft and its occupants. c) nature of the emergency;

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Manual of Air Traffic Services Chapter 9 – Flight Information Service, Advisory Service and alerting service

9.3.5.1 When an area control or a flight information d) significant information from the flight plan; center decides that an aircraft is in the uncertainty or the alert phase, it shall, when practicable, advise the e) unit which made last contact, time and means used; operator prior to notifying the rescue coordination centre. f) last position report and how determined; Note.— If an aircraft is in the distress phase, the rescue g) colour and distinctive marks of aircraft; coordination centre has to be notified immediately in accordance with 9.3.2.1. h) dangerous goods carried as cargo; 9.3.5.2 All information notified to the rescue i) any action taken by reporting office; and coordination centre by an area control or flight information centre shall, whenever practicable, also be j) other pertinent remarks. communicated, without delay, to the operator.

9.3.2.3 Such part of the information specified in 9.3.2.2, 9.3.6 Information to aircraft operating in the vicinity which is not available at the time notification is made to of an aircraft in a state of emergency a rescue coordination centre, should be sought by an air traffic services unit prior to the declaration of a distress 9.3.6.1 When it has been established by an air traffic phase, if there is reasonable certainty that this phase will services unit that an aircraft is in a state of emergency, eventuate. other aircraft known to be in the vicinity of the aircraft involved shall, except as provided in 9.3.6.2, be 9.3.2.4 Further to the notification in 9.3.2.1, the rescue informed of the nature of the emergency as soon as coordination centre shall, without delay, be furnished practicable. with: 9.3.6.2 When an air traffic services unit knows or a) any useful additional information, especially on the believes that an aircraft is being subjected to unlawful development of the state of emergency through interference, no reference shall be made in ATS air- subsequent phases; or ground communications to the nature of the emergency unless it has first been referred to in communications b) information that the emergency situation no longer from the aircraft involved and it is certain that such exists. reference will not aggravate the situation.

9.3.3 Use of communication facilities 9.3.7 Action by Air traffic services units

Air traffic services units shall, as necessary, use all 9.3.7.1 When no report from an aircraft has been available communication facilities to endeavour to received within a reasonable period of time (which may establish and maintain communication with an aircraft be a specified interval prescribed on the basis of in a state of emergency and to request news of the regional air navigation agreements) after a scheduled or aircraft. expected reporting time, the ATS unit shall, within the stipulated period of thirty minutes, endeavour to obtain 9.3.4 Plotting aircraft in a state of emergency such report in order to be in a position to apply the provisions relevant to the “Uncertainty Phase” should When a state of emergency is considered to exist, the circumstances warrant such application. flight of the aircraft involved shall be plotted on a chart in order to determine the probable future position of the 9.3.7.2 When alerting service is required in respect of a aircraft and its maximum range of action from its last flight operated through more than one FIR or control known position. The flights of other aircraft known to area, and when the position of the aircraft is in doubt, be operating in the vicinity of the aircraft involved shall responsibility for coordinating such service shall rest also be plotted in order to determine their probable with the ATS unit of the FIR or control area: future positions and maximum endurance. i) within which the aircraft was flying at the time of last 9.3.5 Information to the operator air-ground radio contact;

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Manual of Air Traffic Services Chapter 9 – Flight Information Service, Advisory Service and alerting service ii) that the aircraft was about to enter when last air ground contact was established at or close to the boundary of two FIRs or control areas; iii) within which the aircraft’s intermediate stop or final destination point is located: a) if the aircraft was not equipped with suitable two way radio communication equipment; or b) was not under obligation to transmit position reports.

9.3.7.3 The unit responsible for alerting service, in accordance with 9.2.2.2, shall:

¾ notify units providing alerting service in other affected FIRs or control areas of the emergency phase or phases, in addition to notifying the rescue coordination centre associated with it;

¾ request those units to assist in the search for any useful information pertaining to the aircraft presumed to be in an emergency, by all appropriate means and especially those indicated in 9.3.3;

¾ collect the information gathered during each phase of the emergency and, after verifying it as necessary, transmit it to the rescue coordination centre;

¾ announce the termination of the state of emergency as circumstances dictate.

9.3.7.4 In obtaining the necessary information as required under 9.3.2.3, attention shall particularly be given to informing the relevant rescue coordination center of the distress frequencies available to survivors, as listed in Item 19 of the flight plan but not normally transmitted.

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Manual of Air Traffic Services Chapter 10 - Coordination

CHAPTER 10 COORDINATION

10.1 COORDINATION IN RESPECT OF THE f) significant points, levels or times for transfer of PROVISION OF AIR TRAFFIC CONTROL control; SERVICE g) significant points, levels or times for transfer of 10.1.1 General communication;

10.1.1.1 The coordination and transfer of control of a h) conditions applicable to the transfer and acceptance flight between successive ATC units and control sectors of control, such as specified altitudes/flight levels, shall be effected by a dialogue comprising the following specific separation minima or spacing to be established stages: at the time of transfer, and the use of automation;

a) notification of the flight in order to i) ATS surveillance system coordination procedures; prepare for coordination, as necessary; j) SSR Code assignment procedure; b) coordination of conditions of transfer of control by the transferring ATC unit; k) procedures for departing traffic;

c) coordination, if necessary, and acceptance l) designated holding fixes and procedure for arriving of conditions of transfer of control by the traffic; accepting ATC unit; and m) applicable contingency procedures; and d) the transfer of control to the accepting ATC unit or control sector. n) any other provisions or information relevant to the coordination and transfer of control of flights. 10.1.1.2 ATC units should, to the extent possible, establish and apply standardized procedures for the 10.1.2 Coordination between ATC units providing coordination and transfer of control of flights, in order, air traffic service within contiguous control areas inter alia, to reduce the need for verbal coordination. Such coordination procedures shall conform to the 10.1.2.1 ATC units shall forward from unit to unit, as procedures contained in the following provisions and be the flight progresses, necessary flight plan and control specified in letters of agreement and Unit instructions, information. When so required by agreement between as applicable. the appropriate ATS authorities to assist the separation of aircraft, flight plan and flight progress information 10.1.1.3 Such agreements and instructions shall cover for flights along specified routes or portions of routes in the following as applicable: close proximity to flight information region boundaries shall also be provided to the ATC units in charge of the a) definition of areas of responsibility and common flight information regions adjacent to such routes or interest, airspace structure and airspace portions of routes. classification(s); Note.- Such a route or portion of route is often referred b) any delegation of responsibility for the provision of to as an area of common interest, the extent of which is ATS ; usually determined by the required separation minima. c) procedures for the exchange of flight plan and control data, including use of automated and/or verbal 10.1.2.1.1 The flight plan and control information shall coordination messages; be transmitted in sufficient time to permit reception and analysis of the data by the receiving unit(s) and d) means of communication; necessary coordination between the two units concerned. e) requirements and procedures for approval requests; 10.1.2.2 Approval Request

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point to the boundary plus the time expected to be 10.1.2.2.1 If the flying time from the departure needed for coordination. aerodrome of an aircraft to the boundary of an adjacent control area is less than the specified minimum required 10.1.2.2.5 Procedure and the conditions including to permit transmission of the necessary flight plan and specified flying times, under which approval requests control information to the accepting ATC unit after are to be forwarded for approval, shall be as specified in take-off and allow adequate time for reception, analysis letters of agreement. and coordination, the transferring ATC unit shall, prior to clearing the aircraft, forward that information to the 10.1.2.3 Transfer of control accepting ATC unit together with a request for approval. The required time period shall be specified in 10.1.2.3.1 The responsibility for the control of an letters of agreement or local instructions, as appropriate. aircraft shall be transferred from ATC unit to the next unit at the time of crossing the common control area 10.1.2.2.2 In the case of an aircraft in flight requiring an boundary as determined by the unit having control of initial clearance when the flying time to the boundary of the aircraft or at such other point or time as has been an adjacent control area is less than 30 minutes, the agreed between the two units. aircraft shall be held within the transferring ATC unit’s control area until the flight plan and control information 10.1.2.3.2 Where specified in LOA ( letters of has been forwarded together with a request for approval, agreement) between the ATC units concerned, and and coordination effected, with the adjacent ATC unit. when transferring an aircraft, the transferring unit shall notify the accepting unit that the aircraft is in position to 10.1.2.2.3 In the case of an aircraft requesting a change be transferred and specify that the responsibility for in its current flight plan, or of a transferring ATC unit control should be assumed by the accepting unit, proposing to change the current flight plan of an forthwith at the time of crossing the control boundary or aircraft, and the flying time of the aircraft to the control other transfer control point specified in letters of area boundary is less than 30 minutes, the revised agreement between the ATC units or at such other point clearance shall be withheld pending approval of the or time coordinated between the two units. proposal by the adjacent ATC unit. In other circumstances, revisions to previously transmitted 10.1.2.3.3 If the transfer of control time or point is other current flight plan and control data shall be transmitted than the forthwith, the accepting ATC unit shall not as early as possible, and no approval from the accepting alter the clearance of the aircraft prior to the agreed ATC unit shall be required. transfer of control time or point without the approval of the transferring unit. 10.1.2.2.4 When boundary estimate data are to be transmitted for approval by the accepting unit, the time 10.1.2.3.4 If transfer of communication is used to in respect of an aircraft not yet departed shall be based transfer an aircraft to a receiving ATC unit, upon the estimated time of departure as determined by responsibility for control shall not be assumed until the the ATC unit in whose area of responsibility the time of crossing the control area boundary or other departure aerodrome is located. In respect of an aircraft transfer of control point specified in letter of agreement in flight requiring an initial clearance, the time shall be between the ATC units. based on the estimated elapsed time from the holding

10.1.2.4.2 When separation minima specified in 8.15 are 10.1.2.4 Transfer of communication being applied at the time of transfer of control, the transfer of air ground communications of an aircraft 10.1.2.4.1 Except when separation minima specified in from the transferring to the accepting ATC unit shall be 8.15 are being applied, the transfer of air-ground made immediately after the accepting ATC unit has communications of an aircraft from the transferring to agreed to assume control. the accepting ATC unit shall be made five minutes before the time at which the aircraft is estimated to 10.1.2.4.3 The accepting ATC unit shall normally not be reach the common control area boundary, unless required to notify the transferring unit that radio and/or otherwise agreed between the two ATC units concerned data communication has been established with the or as specified in LOA. aircraft being transferred and that control of the aircraft has been assumed, unless otherwise specified in LOA.

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The accepting ATC unit shall notify the transferring unit 10.1.3.2 Take-off and Clearance Expiry Times in the event that communication with the aircraft is not established as expected. 10.1.3.2.1 Time of take-off shall be specified by the ACC when it is necessary to: 10.1.2.4.4 In cases where a portion of a control area is so situated that the time taken by aircraft to traverse it is a) coordinate the departure with traffic not released to of a limited duration, agreement should be reached to the unit providing approach control service; and provide for direct transfer of communication between the units responsible for the adjacent control areas, b) provide en-route separation between departing provided that the intermediate unit is fully informed of aircraft following the same track. such traffic. The intermediate unit shall retain responsibility for coordination and for ensuring that 10.1.3.2.2 If time of take-off is not specified, the unit separation is maintained between all traffic within its providing approach control service shall determine the area of responsibility. take-off time when necessary to coordinate the departure with traffic released to it. 10.1.2.4.5 An aircraft may be permitted to communicate temporarily with a control unit other than the unit 10.1.3.2.3 A clearance expiry time shall be specified by controlling the aircraft. the ACC if a delayed departure would conflict with traffic not released to the unit 10.1.2.5 Termination of controlled flight providing approach control service. If, for traffic reasons of its own, a unit providing approach control In the case where a flight ceases to be operated as a service has to specify in addition its own clearance controlled flight, i.e. by leaving controlled airspace or expiry time, this shall not be later than that specified by by canceling its IFR flight and proceeding on VFR in the ACC. airspace where VFR flights are not controlled, the ATC unit concerned shall ensure that appropriate information 10.1.3.3 Exchange of movement and control data on the flight is forwarded to ATS unit(s) responsible for the provision of flight information and alerting services 10.1.3.3.1 The unit providing approach control service for the remaining portion of the flight, in order to ensure shall keep the ACC promptly advised of pertinent data that such services will be provided to the aircraft. on controlled traffic such as:

10.1.3 Coordination between a unit providing area a) runway(s)-in-use and expected type of instrument control service and a unit providing approach approach procedure; control service b) lowest vacant level at the holding fix available for 10.1.3.1 Division of Control use by the ACC;

10.1.3.1.1 Except when otherwise specified in letters of c) average time interval or distance between successive agreement or local instructions, or by the ACC arrivals as determined by the unit providing approach concerned in individual cases, a unit providing approach control service; control service may issue clearances to any aircraft released to it by an ACC without reference to the ACC. d) revision of the expected approach time issued by the However, when an approach has been missed the ACC ACC when the calculation of the expected approach shall, if affected by the missed approach, be advised time by the unit providing approach control service immediately and subsequent action coordinated between indicates a variation of five minutes or such other time the ACC and the unit providing approach control as has been agreed between the two ATC units service as necessary. concerned;

10.1.3.1.2 An ACC may, after coordination with the e) arrival times over the holding point when these vary unit providing approach control service, release aircraft by three minutes, or such other time as has been agreed directly to aerodrome control towers if the entire between the two ATC units concerned, from those approach will be made under visual meteorological previously estimated; conditions.

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f) cancellations by aircraft of IFR flight, if these will affect levels at the holding point or expected approach 10.1.4.1 Division of Control times of other aircraft; 10.1.4.1.1 A unit providing approach control service g) aircraft departure times or, if agreed between the two shall retain control of arriving aircraft until such aircraft ATC units concerned, the estimated time at the control have been transferred to the aerodrome control tower area boundary or other specified point; and are in communication with the aerodrome control tower. Letters of agreement or local instructions, h) all available information relating to overdue or appropriate to the airspace structure, terrain, unreported aircraft; meteorological conditions and ATS facilities available, shall establish rules for the transfer of arriving aircraft. i) missed approaches which may affect the ACC. 10.1.4.1.2 A unit providing approach control service 10.1.3.3.2 The ACC shall keep the unit providing may authorize an aerodrome control tower to release an approach control service promptly advised of pertinent aircraft for take-off subject to the discretion of the data on controlled traffic aerodrome control tower with respect to arriving such as: aircraft. a) identification, type and point of departure of arriving 10.1.4.1.3 Aerodrome control towers shall, when so aircraft; prescribed in letters of agreement or local instructions, obtain approval from the unit providing approach b) estimated time and proposed level of arriving aircraft control service prior to authorizing operation of special over holding fix or other specified point; VFR flights. c) estimated time and proposed level of arriving aircraft 10.1.4.2 Exchange of movement and control data over holding fix or actual time if aircraft is released to the unit providing approach control service after arrival 10.1.4.2.1 An aerodrome control tower shall keep the over the holding point; unit providing approach control service promptly advised of pertinent data on relevant controlled traffic d) requested type of IFR approach procedure if different such as: to that specified by the approach control unit; a) arrival and departure times; e) expected approach time issued; b) when required, statement that the first aircraft in an f) when required, statement that aircraft has been approach sequence is in communication with and is instructed to contact the unit providing approach control sighted by the aerodrome control tower, and that service; reasonable assurance exists that a landing can be accomplished; g) when required, statement that an aircraft has been released to the unit providing approach control service c) all available information relating to overdue or including, if necessary, the time and conditions of unreported aircraft; release; d) information concerning missed approaches; h) anticipated delay to departing traffic due to congestion. e) information concerning aircraft that constitute essential local traffic to aircraft under the control of the 10.1.3.3.3 Information on arriving aircraft shall be unit providing approach control service. forwarded not less than fifteen minutes before estimated time of arrival and such information shall be revised as 10.1.4.2.2 The unit providing approach control service necessary. shall keep the aerodrome control tower promptly advised of pertinent data on controlled traffic such as: 10.1.4 Coordination between a unit providing approach control service and a unit providing aerodrome control service

1/1/2009 Page 10 - 4 Initial Issue Manual of Air Traffic Services Chapter 10 - Coordination a) estimated time and proposed level of arriving aircraft b) the time at which last contact was made with the over the aerodrome, at least fifteen minutes prior to aircraft concerned. estimated arrival; 10.2.3 This information shall be forwarded to the ATS b) when required, a statement that an aircraft has been unit in charge of the next FIR in which the aircraft will instructed to contact the aerodrome control tower and operate prior to the aircraft entering such FIR. that control shall be assumed by that unit; 10.2.4 When so required by agreement between the c) anticipated delay to departing traffic due to appropriate ATS authorities to assist in the identification congestion. of strayed or unidentified aircraft and thereby eliminate or reduce the need for interception, flight plan and flight 10.1.5 Coordination between control positions within progress information for flights along specified routes or the same unit portions of routes in close proximity to FIR boundaries shall also be provided to the ATS units in charge of the 10.1.5.1 Appropriate flight plan and control information FIRs adjacent to such routes or portions of routes. shall be exchanged between control positions within the same air traffic control unit, in respect of: 10.2.5 In circumstances where an aircraft is experiencing an emergency or has declared minimum a) all aircraft for which responsibility for control will be fuel, or in any other situation wherein the safety of the transferred from one control position to another; aircraft is not assured, the type of emergency and the circumstances experienced by the aircraft shall be b) aircraft operating in such close proximity to the reported by the transferring unit to the accepting unit boundary between control sectors that control of traffic and any other AT unit that may be concerned with the within an adjacent sector may be affected; flight and to the associated rescue coordination centres, if necessary. c) all aircraft for which responsibility for control has been delegated by a controller using procedural methods 10.3 COORDINATION IN RESPECT OF THE to a controller using an ATS surveillance system, as PROVISION OF AIR TRAFFIC ADVISORY well as other aircraft SERVICE affected. ATS units providing air traffic advisory service shall 10.1.5.2 Procedures for coordination and transfer of apply the coordination procedures specified in Section control between control sectors within the same ATC 10.2 with respect to such aircraft having elected to use unit shall conform to the procedures applicable to ATC this type of service. units. 10.4 COORDINATION BETWEEN AIR TRAFFIC 10.2 COORDINATION IN RESPECT OF THE SERVICES UNITS AND AERONAUTICAL PROVISION OF FLIGHT INFORMATION TELECOMMUNICATION STATIONS SERVICE AND ALERTING SERVICE When so prescribed by the appropriate ATS authority, 10.2.1 Coordination between ATS units providing flight ATS units shall ensure that the aeronautical information service in adjacent FIRs shall be effected in telecommunications stations serving the centres respect of IFR and VFR flights, in order to ensure concerned are informed regarding transfers of continued flight information service to such aircraft in communications contact by aircraft. Unless otherwise specified areas or along specified routes. Such provided, information to be made available shall coordination shall be effected in accordance with an comprise the identification of the aircraft (including agreement between the ATS units concerned. SELCAL code, when necessary), the route or destination (where necessary), and the expected or 10.2.2 Where coordination of flights is effected in actual time of communications transfer. accordance with 10.3.1, this shall include transmission of the following information on the flight concerned: 10.5 COORDINATION BETWEEN THE OPERATOR AND AIR TRAFFIC SERVICES a) appropriate items of the current flight plan; and

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10.5.1 ATS units, in carrying out their objectives, shall have due regard for the requirements of the operators 10.7.1 The arrangements for activities potentially and, if so required by the operators, shall make available hazardous to civil aircraft shall be coordinated by the to them or their designated representatives such organization conducting such activities with the DCA information as may be available to enable them or their HQ and / or local air traffic services unit(s) as designated representatives to carry out their appropriate. The coordination shall be effected early responsibilities enough to permit timely promulgation of information regarding the activities. 10.5.2 When so requested by an operator, messages received by air traffic services units and relating to the 10.7.2 The objective of the coordination shall be to operation of the aircraft for which operational control achieve the best arrangements which will avoid hazards service is provided by that operator shall, so far as to civil aircraft and minimize interference with the practicable, be made available immediately to the normal operations of such aircraft. operator or a designated representative in accordance with locally agreed procedures. 10.7.3 In determining arrangements the following should be applied: 10.6 COORDINATION BETWEEN MILITARY ATHORITIES AND AIR TRAFFIC SERVICES a) the locations or areas, times and durations for the activities should be selected to avoid closure or 10.6.1 Air traffic services units shall establish and realignment of established ATS routes, blocking of the maintain close cooperation with military authorities most economic flight levels, or delays of scheduled responsible for activities that may affect flights of civil aircraft operations, unless no other options exist; aircraft. b) the size of the airspace designated for the conduct of 10.6.2 Coordination of activities potentially hazardous the activities should be kept as small as possible; to civil aircraft shall be effected in accordance with 10.8 c) direct communication between the appropriate air 10.6.3 Arrangements shall be made to permit traffic services unit and the organization or unit information relevant to the safe and expeditious conduct conducting the activities should be provided for use in of flights of civil aircraft to be promptly exchanged the event that civil aircraft emergencies or other between air traffic services units and appropriate unforeseen circumstances require discontinuation of the military units. activities.

10.6.3 Air traffic services units shall, either routinely or 10.7.4 The DCA HQ and / or local air traffic services on request, in accordance with locally agreed unit(s) as appropriate. Shall be responsible for initiating procedures, provide appropriate military units with the promulgation of information regarding such pertinent flight plan and other data concerning flights of activities. civil aircraft. 10.7.5 Information regarding activities potentially 10.6.4 Special procedures shall be established in order hazardous to civil aircraft taking place on a regular or to ensure that: continuing basis are published in AIP ENR 5. If required, special committees should be established to a) air traffic services units are notified if a military unit ensure that the requirements of all parties concerned are observes that an aircraft which is, or might be, a civil adequately coordinated. aircraft is approaching, or has entered, any area in which interception might become necessary; 10.7.6 Information regarding flexible use of airspace along some of the ATS routes reserved for military or b) all possible efforts are made to confirm the identity of other special activities is published in AIP ENR 3. the aircraft and to provide it with the navigational Appropriate ATS unit shall affect necessary guidance necessary to avoid the need for interception. coordination with military / other concerned authorities permit all airspace users to have safe access to such 10.7 COORDINATION OF ACTIVITIES reserved airspace. POTENTIALLY HAZARDOUS TO CIVIL AIRCRAFT

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10.8 COORDINATION BETWEEN promulgation. To ensure timely provision of the METEOROLOGICAL AND ATS AUTHORITIRS information to the aeronautical information service, close coordination 10.8.1 To ensure that aircraft receive the most up-to- between those services concerned is therefore required. date meteorological information for aircraft operations, air traffic services personnel to report as soon as 10.9.3 Of particular importance are changes to possible to the associated meteorological office: aeronautical information that affect charts and/or computer-based navigation systems which qualify to be a) meteorological phenomena of operational notified by the Aeronautical Information Regulation and significance, if observed by them or communicated by Control (AIRAC) system. The predetermined, aircraft, which have not been included in the aerodrome internationally agreed AIRAC effective dates in meteorological report; addition to 14 days postage time shall be observed by the responsible air traffic services when submitting the b) pertinent information concerning pre-eruption raw information/data to aeronautical information volcanic activity, volcanic eruptions and information services. concerning volcanic ash cloud. In addition, area control centres and flight information centres shall report the information to the associated meteorological ______

10.8.2 Close coordination shall be maintained between area control centres, flight information centres and associated meteorological watch offices to ensure that information on volcanic ash included in NOTAM and SIGMET messages is consistent.

10.9 COORDINATION BETWEEN AERONAUTICAL NFORMATION SERVICE (AIS) AND AIR TRAFFIC SERVICES (ATS) UNITS

10.9.1 To ensure that aeronautical information services units obtain information to enable them to provide up to-date preflight information and to meet the need for in-flight information, arrangements shall be made locally between aeronautical information services and ATS units responsible for AIS to report to the responsible AIS unit, with a minimum of delay: a) information on aerodrome conditions; b) the operational status of associated facilities, services and navigation aids within their area of responsibility; c) the occurrence of volcanic activity observed by air traffic services personnel or reported by aircraft; and d) any other information considered to be of operational significance.

10.9.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible for such changes of the time needed by the aeronautical information service for the preparation, production and issuance of relevant material for

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Chapter 11 AIR TRAFFIC SERVICES MESSAGES

11.1 Categories of messages ¾ estimate messages

¾ coordination messages 11.1.1 General ¾ acceptance messages The messages listed below are authorized for ¾ logical acknowledgement messages; transmission via the aeronautical fixed service (including the aeronautical telecommunication network (ATN) and the aeronautical fixed telecommunication c) supplementary messages (FF), including: network (AFTN), direct speech circuits or digital data interchange between ATS units, and direct ¾ request flight plan messages teletypewriter and computer circuits), or via the ¾ request supplementary flight plan messages aeronautical mobile service, as applicable. They are classified in categories relating to their use by the air ¾ supplementary flight plan messages; traffic services and providing an approximate indication of their importance. d) AIDC (ATS inter-facility data communication)

messages, including: 11.1.2 Emergency messages

¾ notification messages This category comprises: ¾ coordination messages a) distress messages and distress traffic, including ¾ transfer of control messages alerting messages relating to a distress phase (SS); ¾ application management messages; b) urgency messages, including alerting messages relating to an alert phase or to an uncertainty phase e) control messages (FF), including: (DD);

¾ clearance messages c) other messages concerning known or suspected emergencies which do not fall under a) or b) above, and ¾ flow control messages radio communication failure messages (FF or higher as ¾ position report and air-report messages. required).

11.1.3 Movement and control messages 11.1.4 Flight information messages

This category comprises: This category comprises: a) movement messages (FF), including: a) messages containing traffic information (FF);

¾ filed flight plan messages b) messages containing meteorological information (FF or GG); ¾ delay messages

¾ modification messages c) messages concerning the operation of aeronautical facilities (GG); ¾ flight plan cancellation messages

¾ departure messages d) messages containing essential aerodrome information (GG); ¾ arrival messages; b) coordination messages (FF), including: e) messages concerning air traffic incident reports (FF). ¾ current flight plan messages

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Manual of Air Traffic Services Chapter 11 – Air Traffic Services Messages

11.1.5 When justified by the requirement for special are to be transmitted simultaneously to ATS units handling, messages transmitted via the AFTN should be concerned shall also be addressed to: assigned the Priority Indicator DD in place of the normal Priority Indicator. a) one addressee at the destination aerodrome or departure aerodrome, and 11.2 General provisions b) not more than two operational control units Note.— The use in this Chapter of expressions such as concerned, such addressees to be specified by the “originated”, “transmitted”, “addressed” or “received” operator or its designated representative. does not necessarily imply that reference is made to a teletypewriter or digital data interchange for a 11.2.1.1.5 When so requested by the operator computer-to-computer message. Except where concerned, movement messages transmitted specifically indicated, the messages described in this progressively between ATS units concerned and relating Chapter may also be transmitted by voice, in which case to aircraft for which operational control service is the four terms above represent “initiated”, “spoken by”, provided by that operator shall, so far as practicable, be “spoken to” and “listened to” respectively. made available immediately to the operator or its designated representative in accordance with agreed 11.2.1 Origination and addressing of messages local procedures.

11.2.1.1 General 11.2.1.2 Use of the AFTN

Note.— Movement messages in this context comprise 11.2.1.2.1 Air traffic services messages to be flight plan messages, departure messages, delay transmitted via the AFTN shall contain: messages, arrival messages, cancellation messages and position report messages and modification messages a) information in respect of the priority with which it is relevant thereto. to be transmitted and the addressees to whom it is to be delivered, and an indication of the date and time at 11.2.1.1.1 Messages for ATS purposes shall be which it is filed with the aeronautical fixed station originated by the appropriate air traffic services units or concerned and of the Originator Indicator (see by aircraft as specified in Section 11.3, except that, 11.2.1.2.5); through special local arrangements, ATS units may b) the air traffic services data, preceded if necessary by delegate the responsibility for originating movement the supplementary address information described in messages to the pilot, the operator, or its designated 11.2.1.2.6, and prepared in accordance with Appendix 3 representative. of PANS ATM DOC 4444. These data will be transmitted as the text of the AFTN message. 11.2.1.1.2 Origination of movement, control and flight information messages for purposes other than air traffic 11.2.1.2.2 Priority Indicator services (e.g. operational control) shall, except as provided for in section 10.5, chapter 10 of This shall consist of the appropriate two letter Priority this document, be the responsibility of the pilot, the Indicator for the message as shown in parentheses for operator, or a designated representative. the appropriate category of message in Section 11.1.

11.2.1.1.3 Flight plan messages, amendment messages Note.— The order of priority for the transmission of related thereto and flight plan cancellation messages messages in the AFTN shall be as follows: shall, except as provided in 11.2.1.1.4, be addressed Transmission Priority Indicator only to those ATS units which are specified in the provisions of 11.4.2. Such messages shall be made available to other ATS units concerned, or to specified positions within such units and to any other addressees of the messages, in accordance with local arrangements.

11.2.1.1.4 When so requested by the operator concerned, emergency and movement messages which

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4 Air Traffic Services Reporting Office: ZPZ Other Transmission Priority Priority Indicator three-letter designators for ATS units shall not be used for that purpose. 1 SS 11.2.1.2.4 Filing Time 2 DD FF The filing time shall consist of a six-digit date-time group indicating the date and the time of filing the 3 GG KK message for transmission with the aeronautical fixed station concerned. 11.2.1.2.3 Address 11.2.1.2.5 Originator Indicator 11.2.1.2.3.1 This shall consist of a sequence of Addressee Indicators, one for each addressee to whom The Originator Indicator shall consist of an eight-letter the message is to be delivered. sequence, similar to an Addressee Indicator (see 11.2.1.2.3.2), identifying the place of origin and the 11.2.1.2.3.2 Each Addressee Indicator shall consist of organization originating the message. an eight-letter sequence comprising, in the following order: 11.2.1.2.6 Supplementary information on the address and the origin a) the ICAO four-letter Location Indicator assigned to the place of destination; The following supplementary information is required when, in the Indicators of the Address and/or Origin, the b) i) the ICAO three-letter designator identifying the three-letter designators “YXY”, “ZZZ” or “YYY” (see aeronautical authority, service or aircraft operating agency addressed, or 11.2.1.2.3.2 b) ii) are used: ii) in cases where no designator has been assigned, one a) the name of the organization or the identity of the of the following: aircraft concerned is to appear at the beginning of the text; 4 “YXY” in the case where the addressee is a military service/organization, b) the order of such insertions is to be the same as the order of the Addressee Indicators and/or the Originator 4 “ZZZ” in the case where the addressee is an aircraft Indicator; in flight, 4 “YYY” in all other cases; c) where there are more than one such insertion, the last should be followed by the word “STOP”; c) i) the letter X, or d) where there are one or more insertions in respect of ii) the one-letter designator identifying the department Addressee Indicators plus an insertion in respect of the or division of the organization addressed. Originator Indicator, the word “FROM” is to appear before that relating to the Originator Indicator. 11.2.1.2.3.3 The following three-letter designators shall be used when addressing ATS messages to ATS units: Note.— Regarding ATS messages received in Centre in charge of a Flight Information Region): teletypewriter page-copy form:

4 if the message is relevant to an IFR flight: ZQZ 1) ATS messages received via the AFTN will have been placed within a communications “envelope” (preceding 4 if the message is relevant to a VFR flight: ZFZ and following character sequences which are necessary to ensure correct transmission via the AFTN). Even the 4 Aerodrome Control Tower: ZTZ text of the AFTN message may be received with words or groups preceding and following the ATS text.

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2) The ATS message may then be located by the simple arrangement have been made between the units rule that it is preceded by an Open Bracket, e.g., ‘(’ and concerned. followed by a Close Bracket, e.g., ‘)’. 11.3 Methods of message exchange 3) In some local cases, the teletypewriter machines in use will always print two specific symbols other than 11.3.1 The lead-time requirements of air traffic control Open Bracket and Close Bracket on receipt of ATS and flow control procedures shall determine the method messages constructed as prescribed in Appendix 3 of of message exchange to be used for the exchange of PANS ATM DOC 4444. Such local variants are easily ATS data. learned and are of no consequence. 11.3.1.1 The method of message exchange shall also be 11.2.2 Preparation and transmission of dependent upon the availability of adequate messages communications channels, the function to be performed, the types of data to be exchanged and the processing 11.2.2.1 Except as provided for in 11.2.2.2, ATS facilities at the centres concerned. messages shall be prepared and transmitted with standard texts in a standard format and in accordance 11.3.2 Basic flight plan data necessary for flow control with standard data conventions, as and when prescribed procedures shall be furnished at least 60 minutes in in Appendix 3 of PANS ATM DOC 4444. advance of the flight. Basic flight plan data shall be provided by either a filed flight plan or a repetitive 11.2.2.2 Where appropriate, the messages prescribed in flight plan submitted by mail in the form of a repetitive Appendix 3 of PANS ATM DOC 4444 shall be flight plan listing form or other media suitable for supplemented with, and/or replaced by, AIDC messages electronic data processing systems. prescribed in Appendix 6 of PANS ATM DOC 4444, on the basis of regional air navigation agreement. 11.3.2.1 Flight plan data submitted in advance of flight shall be updated by time, level and route changes and 11.2.2.2.1 Where AIDC messages are transmitted via other essential information as may be necessary. the ATN, the messages shall utilize the packed encoding rules using abstract syntax notation one (ASN.1). 11.3.3 Basic flight plan data necessary for air traffic control purposes shall be furnished to the first en-route Note.- Provisions and information on the ANS.1 packed control centre at least 30 minutes in advance of the encoding rules and AIDC addressing rules are contained flight, and to each successive centre at least 20 minutes in Annex 10, Volume II, Part I and the Manual of before the aircraft enters that centre’s area of Technical Provisions for the Aeronautical jurisdiction, in order for it to prepare for the transfer of Telecommunication Network (ATN) (Doc 9705). control. Guidance material concerning the operational use of AIDC messages is contained in Manual of Air Traffic 11.3.4 Except as provided for in 11.3.5, the second en- Services Data Link Applications (Doc 9694). route centre and each successive centre shall be provided with current data, including updated basic 11.2.2.2.2 Where AIDC messages are transmitted via flight plan data, contained in a current flight plan the AFTN, the format for the AIDC messages shall, as message or in an estimate message supplementing far as practicable, comply with the appropriate data already available updated basic flight plan data. conventions contained in Appendix 3 of PANS ATM DOC 4444, shall be provided for on the basis of 11.3.5 In areas where automated systems are utilized for regional air navigation agreement. the exchange of flight plan data and where these systems provide data for several ACCs, approach 11.2.2.3 When messages are exchanged orally between control units and/or aerodrome control towers, the the relevant ATS units, an oral acknowledgement shall appropriate messages shall not be addressed to each constitute evidence of receipt of the message. No individual ATS unit, but only to these automated confirmation in written form directly between systems. controllers shall therefore be required. The confirmation of coordination via the exchange of messages between automated systems shall be required unless special

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Note.— Further processing and distribution of the data 11.3.7.4 Except as provided for in 11.3.7.5, the to its associated ATS units is the internal task of the coordination dialogue shall be considered to be receiving system. completed as soon as the proposed conditions contained in the current flight plan message, or in the estimate 11.3.5.1 When AIDC messages are used, the sending message or in one or more counterproposals, are unit shall determine the identity of the receiving ATS accepted by an operational or logical procedure. unit and all messages shall contain the identification of 11.3.7.5 Where AIDC messages are used, any the next ATS unit. The receiving unit shall only accept coordination dialogue shall be considered to be messages intended for it. completed as soon as the Coordinate Initial message or a counter proposal (Coordinate Negotiate message) has 11.6 Movement of message exchange been accepted.

Movement messages shall be addressed simultaneously 11.3.7.6 Except as provided for in 11.3.7.7, unless an to the first en-route control centre, to all other ATS units operational acknowledgement is received, a Logical along the route of flight which are unable to obtain or Acknowledgement message shall be automatically process current flight plan data, and to air traffic flow transmitted by the receiving computer in order to ensure management units concerned. the integrity of the coordination dialogue employing computer-to-computer links. This message shall be 11.3.7 Coordination and transfer data transmitted when the transfer data has been received and processed to the point that, it is considered free of 11.3.7.1 Progression of a flight between successive syntactic and semantic errors, i.e. the message contains control sectors and/or control centres shall be effected valid information. by a coordination and transfer dialogue comprising the following stages: 11.3.7.7 Where AIDC messages are used, an Application Accept message shall be automatically a) notification of the flight in order to prepare for transmitted by the receiving computer in order to ensure coordination as necessary; the integrity of the coordination dialogue employing computer-to-computer links. This message shall be b) coordination of conditions of transfer of control by transmitted when the coordination, general information transferring ATC unit; or transfer data has been received, processed and found free of errors and, where relevant, is available for c) coordination, if necessary, and acceptance of presentation at the control position. conditions of transfer of control by the accepting ATC unit; and 11.3.7.8 The transfer of control shall be either explicit or, by agreement between the two units concerned, d) the transfer of control to the accepting unit. implicit, i.e. no communication need be exchanged between the transferring and accepting units. 11.3.7.2 Except as provided for in 11.3.7.3, the notification of the flight shall be by a current flight plan 11.3.7.9 When the transfer of control involves exchange message containing all relevant ATS data or by an of data, the proposal for transfer shall include estimate message containing the proposed conditions of information derived from an ATS surveillance system, transfer. An estimate message shall be used only when if appropriate. Since the proposal relates to previously updated basic flight plan data is already available at the accepted coordination data, further coordination shall receiving unit, i.e. a filed flight plan message and normally not be required. However, acceptance of the associated update message(s) have already been sent by proposed transfer conditions shall be required. the transferring unit. 11.3.7.10 In situations where the proposed transfer 11.3.7.3 Where AIDC messages are used, the conditions are no longer acceptable to the accepting notification of the flight shall be via a Notification unit, further coordination shall be initiated by the message and/or Coordination Initial message containing accepting unit by proposing alternative acceptable all relevant ATS data. conditions.

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11.3.7.11 Transfer of communication messages may be such of the information specified in Appendix 3, used as an alternative to Transfer of Control messages. Section 1, of PANS ATM DOC 4444 as is available or If Transfer of communication messages are used to can be obtained. instruct a flight to establish communication with the receiving unit and the transfer of control will take place 11.4.1.2.2 When so agreed between the ATS units at the control area boundary, or such other time or place, concerned, a communication relating to an emergency specified in letters of agreement, Transfer of control phase and originated by a unit employing automatic messages need not be used. data-processing equipment may take the form of a modification message (as in 11.4.2.2.4) or a 11.3.7.12 If, after receipt of information derived from an coordination message (as in 11.4.2.3.4 or 11.4.2.4.4, ATS surveillance system, the accepting centre is unable supplemented by a verbal message giving the additional to identify the aircraft immediately, additional details prescribed for inclusion in an alerting message. communication shall ensue to obtain new surveillance information, if appropriate. 11.4.1.3 Radio communication Failure (RCF) Messages

11.3.7.9 When control of the transferred aircraft has Note.— Provisions governing the action to be taken in been assumed, the accepting unit shall complete the the event of radio communication failure are set forth in transfer of control dialogue by communicating Chapter 15, Section 15.3 of this document. assumption of control to the transferring unit, unless special arrangements have been made between the units 11.4.1.3.1 When an ATS unit is aware that an aircraft in concerned. its area is experiencing radio communication failure, an RCF message shall be transmitted to all subsequent 11.3.8 Supplementary data ATS units along the route of flight which have already received basic flight plan data (FPL or RPL) and to the 11.3.8.1 When basic flight plan data or supplementary aerodrome control tower at the destination aerodrome, if flight plan data are required, request messages shall be basic flight plan data has been previously sent. addressed to the ATS unit which is most likely to have access to the required data. 11.4.1.3.2 If the next ATS unit has not yet received basic flight plan data because it would receive a current Note.— See 11.4.2.4.2 and 11.4.2.4.3 for ATS units to flight plan message in the coordination procedure, then which request messages shall be addressed. an RCF message and a current flight plan (CPL) message shall be transmitted to this ATS unit. In turn, 1.3.8.2 If the requested information is available, a filed this ATS unit shall transmit an RCF message and a CPL or a supplementary flight plan message shall be message to the next ATS unit. transmitted. 11.4.1.4 Free Text Emergency Messages (AIDC) 11.4 Message types and their application 11.4.1.4.1 Whenever operational information needs to 11.4.1 Emergency messages be transmitted concerning an aircraft known or believed to be in a state of emergency and the information cannot 11.4.1.1 The various circumstances surrounding each formatted to comply with any other AIDC message known or suspected emergency situation preclude the type, a free text emergency message shall be sent. specification of standard message types to provide for emergency communications, 11.4.1.4.2 The following are some examples of except as described in 11.4.1.2, 11.4.1.3 and 11.4.1.4. circumstances which could justify the use of a Free text emergency message: 11.4.1.2 Alerting (ALR) Messages a) reports of emergency calls or emergency locator 11.4.1.2.1 When an ATS unit considers that an aircraft transmission reports; is in a state of emergency as defined in Chapter 9 of this document, an alerting message shall be transmitted to b) messages concerning unlawful interference or bomb any ATS unit that may be concerned with the flight and warnings; to the associated rescue coordination centres, containing

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c) messages concerning serious illness or disturbance among passengers; b) unless basic flight plan data are already available as a result of arrangements made for repetitive flight plans, d) sudden alteration in flight profile due to technical or an FPL message shall be sent to all centres in charge of navigational failure; and each FIR or upper FIR along the route which are unable to process current data. In addition, an FPL message e) communication failure. shall be sent to the aerodrome control tower at the destination aerodrome. If so required, an FPL message 11.4.2 Movement and control messages shall also be sent to flow management centres responsible for ATS units along the route; 11.4.2.1 Messages concerning the intended or actual movement of aircraft shall be based on the latest c) when a potential re-clearance in flight (RIF) request information furnished to ATS units by the pilot, the is indicated in the flight plan, the FPL message shall be operator or its designated representative, or derived sent to the additional centres concerned and to the from ATS surveillance system. aerodrome control tower of the revised destination aerodrome; 11.4.2.2 Movement messages d) where it has been agreed to use CPL messages but 11.4.2.2.1 Movement messages comprise: where information is required for early planning of traffic flow, an FPL message shall be transmitted to the 4 filed flight plan messages (11.4.2.2.2) ACCs concerned;

4 delay messages (11.4.2.2.3) e) for a flight along routes where flight information service and alerting service only are provided, an FPL 4 modification messages (11.4.2.2.4) message shall be addressed to the centre in charge of each FIR or upper FIR along the route and to the 4 flight plan cancellation messages (11.4.2.2.5) aerodrome control tower at the destination aerodrome.

4 departure messages (11.4.2.2.6) 11.4.2.2.2.3 In the case of a flight through intermediate stops, where flight plans for each stage of the flight are 4 arrival messages (11.4.2.2.7). filed at the first departure aerodrome, the following procedure shall be applied: 11.4.2.2.2 Filed Flight Plan (FPL) Messages a) the air traffic services reporting office at the first 11.4.2.2.2.1 Unless repetitive flight plan procedures are departure aerodrome shall: being applied or current flight plan messages are being employed, filed flight plan messages shall be 1) transmit an FPL message for the first stage of flight transmitted for all flights for which a flight plan has in accordance with 11.4.2.2.2.2; been submitted with the object of being provided with air traffic control service, flight information service or 2) transmit a separate FPL message for each subsequent alerting service along part or the whole of the route of stage of flight, addressed to the air traffic services flight. reporting office at the appropriate subsequent departure aerodrome; 11.4.2.2.2.2 A filed flight plan message shall be originated and addressed as follows by the ATS unit b) the air traffic services reporting office at each serving the departure aerodrome or, when applicable, by subsequent departure aerodrome shall take action on the ATS unit receiving a flight plan from an aircraft in receipt of the FPL message as if the flight plan has been flight: filed locally. a) an FPL message shall be sent to the ACC or flight 11.4.2.2.2.4 When so required by agreement between information centre serving the control area or FIR the appropriate ATS authorities to assist in the within which the departure aerodrome is identification of flights and thereby eliminate or reduce situated;

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the need for interceptions in the event of deviations from assigned track, FPL A flight plan cancellation (CNL) message shall be messages for flights along specified routes or portions transmitted when a flight, for which basic flight plan of routes in close proximity to FIR boundaries shall also data has been previously distributed, has been cancelled. be addressed to the centres in charge of each FIR or The ATS unit serving the departure aerodrome shall upper FIR adjacent to such routes or portions of routes. transmit the CNL message to ATS units which have received basic flight plan data. 11.4.2.2.2.5 FPL messages shall normally be transmitted immediately after the filing of the flight 11.4.2.2.6 Departure (DEP) Messages plan. However, if a flight plan is filed more than 24 hours in advance of the estimated off-block time of the 11.4.2.2.6.1 A DEP message shall be transmitted flight to which it refers, that flight plan shall be held in immediately after the departure of an aircraft for which abeyance until at most 24 hours before the flight begins basic flight plan data have been previously distributed. so as to avoid the need for the insertion of a date group into that flight plan. In addition, if a flight plan is filed 11.4.2.2.6.2 The DEP message shall be transmitted by early and the provisions of 11.4.2.2.2.2 b) or e) or the ATS unit serving the departure aerodrome to all 11.4.2.2.2.3 apply, transmission of the FPL message recipients of basic flight plan data. may be withheld until one hour before the estimated off- block time, provided that this will permit each ATS unit Note.— See 11.4.2.3.4 concerning notification of the concerned to receive the information at least 30 minutes departure of an aircraft for which a CPL message has before the time at which the aircraft is estimated to enter been transmitted. its area of responsibility. 11.4.2.2.7 Arrival (ARR) Messages 11.4.2.2.3 Delay (DLA) Messages 11.4.2.2.7.1 When an arrival report is received by the ATS unit serving the arrival aerodrome, this unit shall 11.4.2.2.3.1 A DLA message shall be transmitted when transmit an ARR message: the departure of an aircraft, for which basic flight plan data (FPL or RPL) has been sent, is delayed by more a) for a landing at the destination aerodrome: than 30 minutes after the estimated off-block time contained in the basic flight plan data. i) to the ACC or flight information centre in whose area the arrival aerodrome is located, if required by that unit; 11.4.2.2.3.2 The DLA message shall be transmitted by and the ATS unit serving the departure aerodrome to all recipients of basic flight plan data. ii) to the ATS unit, at the departure aerodrome, which originated the flight plan message, if that message Note.— See 11.4.2.3.4 concerning notification of a included a request for an ARR message; delayed departure of an aircraft for which a CPL message has been transmitted. b) or a landing at an alternate or other aerodrome:

11.4.2.2.4 Modification (CHG) Messages i) to the ACC or flight information centre in whose area the arrival aerodrome is located; and A CHG message shall be transmitted when any change is to be made to basic flight plan data contained in ii) to the aerodrome control tower at the destination previously transmitted FPL or RPL data. The CHG aerodrome; and message shall be sent to those recipients of basic flight plan data which are affected by the change. iii) to the air traffic services reporting office at the departure aerodrome; and Note.— See 11.4.2.3.4 concerning notification of a change to coordination data contained in a previously iv) to the ACC or flight information centre in charge of transmitted current flight plan or estimate message. each FIR or upper FIR through which the aircraft would have passed according to the flight plan, had it not 11.4.2.2.5 Flight Plan Cancellation (CNL) diverted. Messages

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11.4.2.2.7.2 When a controlled flight which has experienced failure of two-way communication has 11.4.2.3.2.2 When an aircraft traverses a very limited landed, the aerodrome control tower at the rival portion of a control area where, by agreement between aerodrome shall transmit an ARR message: the appropriate Air Traffic Services authorities concerned, coordination of air traffic through that a) for a landing at the destination aerodrome: portion of the control area has been delegated to and is effected directly by the two centres whose control areas i) to all air traffic services units concerned with the are separated by that portion, CPLs shall be transmitted flight during the period of the communication failure; directly between such units. and 11.4.2.3.2.3 A CPL message shall be transmitted in ii) to all other air traffic services units which may have sufficient time to permit each ATS unit concerned to been alerted; receive the information at least 20 minutes before the time at which the aircraft is estimated to pass the b) for a landing at an aerodrome other than the transfer of control point or boundary point at which it destination aerodrome: to the ATS unit serving the comes under the control of such unit, unless another destination aerodrome; this unit shall then transmit an period of time has been prescribed in LOA / MATS 2. ARR message to other ATS units concerned or alerted This procedure shall apply whether or not the ATS unit as in a) above. responsible for origination of the message has assumed control of, or established contact with, the aircraft by 11.4.2.3 Coordination Messages the time the transmission is to be effected.

Note.— The provisions governing coordination are 11.4.2.3.2.4 When a CPL message is transmitted to a contained in Chapter 10. Phraseology to be used in centre which is not using automatic data processing voice communication is contained in Chapter 12. equipment, the period of time specified in 11.4.2.3.2.3 may be insufficient, in which case an increased lead- 11.4.2.3.1 Coordination messages comprise: time shall be agreed.

4 current flight plan messages (11.4.2.3.2) 11.4.2.3.2.5 A CPL message shall include only information concerning the flight from the point of entry 4 estimate messages (11.4.2.3.3) into the next control area or advisory airspace to the destination aerodrome. 4 coordination messages (11.4.2.3.4) 11.4.2.3.3 Estimate (EST) Messages 4 acceptance messages (11.4.2.3.5) 11.4.2.3.3.1 When basic flight plan data for a flight has 4 logical acknowledgement messages (11.4.2.3.6). been provided, an EST message shall be transmitted by each ACC or flight information centre to the next ACC 11.4.2.3.2 Current Flight Plan (CPL) Messages or flight information centre along the route of flight.

11.4.2.3.2.1 Unless basic flight plan data have already 11.4.2.3.3.2 An EST message shall be transmitted in been distributed (FPL or RPL) which will be sufficient time to permit the ATS unit concerned to supplemented by coordination data in the estimate receive the information at least 20 minutes before the message, a CPL message shall be transmitted by each time at which the aircraft is estimated to pass the ACC to the next ACC and from the last ACC to the transfer of control point or boundary point at which it aerodrome control tower at the destination aerodrome, comes under the control of such unit, unless another for each controlled flight, and for each flight provided period of time has been prescribed in LOA / MATS 2. with air traffic advisory service along routes or portions This procedure shall apply whether or not the ACC or of routes where it has been prescribed in Letter Of flight information centre responsible for origination of Agreement / MATS 2 and where adequate point-to- the message has assumed control of, or established point communications exist and that conditions are contact with, the aircraft by the time the transmission is otherwise suitable for forwarding current flight plan to be effected. information.

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11.4.2.3.3.3 When an EST message is transmitted to a centre which is not using automatic data processing 11.4.2.3.6.1 An LAM shall be used only between ATC equipment, the period of time specified in 11.4.2.3.3.2 computers. may be insufficient, in which case an increased lead- time shall be agreed. 11.4.2.3.6.2 An ATC computer shall transmit an LAM in response to a CPL or EST or other appropriate 11.4.2.3.4 Coordination (CDN) Messages message which is received and processed up to the point where the operational content will be received by the 11.4.2.3.4.1 A CDN message shall be transmitted during appropriate controller. the coordination dialogue by an accepting unit to the transferring unit when the former wishes to propose a 11.4.2.3.6.3 The transferring centre shall set an change to coordination data as contained in a previously appropriate reaction time parameter when the CPL or received CPL or EST message. EST message is transmitted. If the LAM is not received within the parameter time, an operational warning shall 11.4.2.3.4.2 If the transferring unit wishes to propose a be initiated and reversion to telephone and manual mode change to the data contained in a CDN message shall ensue. received from the accepting unit, a CDN message shall be transmitted to the accepting unit. 11.4.2.4 Supplementary messages

11.4.2.3.4.3 The dialogue described above is repeated 11.4.2.4.1 Supplementary messages comprise: until the coordination process is completed by the transmission of an acceptance (ACP) message by one of 4 request flight plan messages (11.4.2.4.2) the two units concerned. Normally, however, when a change is proposed to a CDN message, direct-speech 4 request supplementary flight plan messages circuits shall be used to resolve this issue. (11.4.2.4.3)

11.4.2.3.4.4 After the coordination dialogue has been 4 supplementary flight plan messages (11.4.2.4.4). completed, if one of the two ATS units concerned wishes to propose or notify any change in basic flight 11.4.2.4.2 Request flight plan (RQP) messages plan data or conditions of transfer, a CDN message shall be transmitted to the other unit. This requires that the A request flight plan (RQP) message shall be coordination dialogue be repeated. transmitted when an ATS unit wishes to obtain flight plan data. This might occur upon receipt of a message 11.4.2.3.4.5 A repeated coordination process requires to concerning an aircraft for which no corresponding basic be completed by the transmission of an ACP message. flight plan data had been previously received. The RQP Normally, in a repeated coordination process, direct message shall be transmitted to the transferring ATS speech circuits shall be used. unit which originated an EST message, or to the centre which originated an update message for which no 11.4.2.3.5 Acceptance (ACP) message corresponding basic flight plan data are available. If no message has been received at all, but an aircraft 11.4.2.3.5.1 Unless special arrangements have been establishes radiotelephony (RTF) communications and made between the air traffic control units concerned in requires air traffic services, the RQP message shall be accordance with Chapter 10, 10.4.2.3.110.1.2.2.1, an transmitted to the previous ATS unit along the route of ACP message shall be transmitted by an accepting unit flight. to the transferring unit to indicate that data in a CPL or an EST message is accepted. 11.4.2.4.3 Request supplementary flight plan (RQS) messages 11.4.2.3.5.2 Either the accepting unit or the transferring unit shall transmit an ACP message to indicate that data A request supplementary flight plan (RQS) message received in a CDN message is accepted and that the shall be transmitted when an Air Traffic Services unit coordination dialogue is completed. wishes to obtain supplementary flight plan data. The message shall be transmitted to the air traffic services 11.4.2.3.6 Logical Acknowledgement Messages (LAM) reporting office at the departure aerodrome or in the

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case of a flight plan submitted during flight, to the Air Traffic Services unit specified in the flight plan 4 Free Text Emergency messages (11.4.1.4) message. 4 Free Text General messages (11.4.2.5.21) 11.4.2.4.4 Supplementary flight plan (SPL) messages 4 Application Accept messages (11.4.2.5.22) An SPL message shall be transmitted by the air traffic services reporting office at the departure aerodrome to 4 Application Reject messages (11.4.2.5.23) air traffic services units requesting information additional to that already transmitted in a CPL or FPL 11.4.2.5.2 The requirements with regard to the selection message. When transmitted by the AFTN, the message of AIDC messages and the associated procedures should shall be assigned the same priority indicator as that in be established on the basis of regional air navigation the request message. agreements in order to facilitate the harmonization of ATS in adjacent airspaces. 11.4.2.5 AIDC Messages Note.— Whilst the implementation of AIDC messages 11.4.2.5.1 AIDC messages comprise: is intended to automate the Air Traffic Control coordination process, and minimise the requirement for 4 Notify messages (11.4.2.5.3) voice coordination, it is not a complete replacement for voice, especially when a flight is in close proximity to 4 Coordinate Initial messages (11.4.2.5.4) the boundary with an adjoining unit.

4 Coordinate Negotiate messages (11.4.2.5.5) 11.4.2.5.3 Notify messages

4 Coordinate Accept messages (11.4.2.5.6) 11.4.2.5.3.1 Notify messages shall be transmitted in advance to the ATS unit(s) for which coordination for 4 Coordinate Reject messages (11.4.2.5.7) the flight will be required. This could include ATS units that may be affected by the flights’ trajectory even 4 Coordinate Cancel messages (11.4.2.5.8) though the flight may not actually enter these ATS units’ airspace. The initial Notify message shall be sent 4 Coordinate Update messages (11.4.2.5.9) at or prior to an agreed time or distance before the common boundary with the receiving unit. This time or 4 Coordinate Standby messages (11.4.2.5.10) distance shall normally occur prior to the transmission of the initial coordination message. If an aircraft is 4 Transfer Initiate (11.4.2.5.11) departing an aerodrome close to the common boundary, however, adjacent units may agree that no Notify 4 Transfer Conditions Proposal (11.4.2.5.12) message is required and that a Coordinate Initial message will suffice. 4 Transfer Conditions Accept (11.4.2.5.13) 11.4.2.5.3.2 All Notify messages shall include 4 Transfer Communication Request (11.4.2.5.14) Boundary estimate data. Route data, when included, shall as a minimum contain information from a point 4 Transfer Communication (11.4.2.5.15) prior to entry into the receiving unit to the destination aerodrome. 4 Transfer Communication Assume (11.4.2.5.16) Note 1.— The amount of route information prior to the 4 Transfer Control (11.4.2.5.17) point of entry into the receiving units’ airspace depends on the environment of the flight. Typically, more route 4 Transfer Control Assume (11.4.2.5.18) information would be required in a procedural environment. 4 General Point Messages (11.4.2.5.19) Note 2.— To permit the synchronization of flight data 4 General Executive Data messages (11.4.2.5.20) information with adjacent units, the initial Notify

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message may contain all flight plan data associated with Note 1.— The amount of route information prior to the the flight. point of entry into the receiving ATS units’ airspace depends on the environment of the flight. Typically, 11.4.2.5.3.3 Prior to the transmission of the Coordinate more route information would be required in a Initial message, amendments to the contents of a procedural environment. previously transmitted Notify message shall be communicated by transmission of another Notify Note 2.— To permit the synchronization of flight data message containing the amended data. Amendments to information with adjacent units if a Notify message has the level, route or destination aerodrome may also not been previously transmitted, the Coordinate Initial necessitate a change to the Air Traffic Services units to message may contain all flight plan data associated with which the new Notify message is sent. the flight.

11.4.2.5.3.4 If the destination of an aircraft is amended 11.4.2.5.4.3 When an aircraft traverses a very limited prior to the transmission of the initial Notify message, portion of a control area where, by agreement between the Destination aerodrome in the Notify message shall the appropriate Air Traffic Services authorities, contain the amended destination. If the destination is coordination of air traffic through that portion of the amended after the transmission of the initial Notify control area has been delegated to, and is effected message but prior to the transmission of the Coordinate directly between, the two units whose control areas are Initial message, a new Notify message shall be separated by that portion, Coordinate Initial messages transmitted containing the original destination in the shall be transmitted directly between such units, in Destination aerodrome data, and the new destination as addition to the Air Traffic Services unit whose airspace the amended destination. Subsequent AIDC messages to is being traversed. the same unit shall only contain the amended destination in the Destination aerodrome data. 11.4.2.5.4.4 A Coordinate Initial message shall be transmitted in sufficient time to permit each ATS unit 11.4.2.5.3.5 There is no operational response to a Notify concerned to receive the information at least 20 minutes message. before the time at which the aircraft is estimated to pass the transfer of control point or boundary point with the 11.4.2.5.4 Coordinate Initial messages receiving unit, unless another period of time has been 11.4.2.5.4.1 A Coordinate Initial message shall be prescribed by the appropriate ATS authority. This transmitted by each area control centre to the next area requirement shall apply whether or not the ATS unit control centre and from the last area control centre to responsible for origination of the Coordinate Initial the approach control unit serving the destination message has assumed control of, or established contact aerodrome (or aerodrome control if such a unit does not with, the aircraft by the time the coordination is to be exist), for each controlled flight, and for each flight effected. provided with air traffic advisory service, along routes or portions of routes where it has been determined by 11.4.2.5.4.5 When a Coordinate Initial message is the appropriate ATS authority that conditions are transmitted to an ATS unit which is not using automatic suitable for forwarding coordination information. This data processing equipment, the period of time specified may include ATS units that will be affected by the in flights trajectory even though the flight may not actually enter these ATS units’ airspace. 11.4.2.5.4.4 may be insufficient, in which case an increased time parameter may be agreed upon. 11.4.2.5.4.2 The Coordinate Initial message constitutes a proposal for coordination of a flight in accordance 11.4.2.5.4.6 The standard responses to a Coordinate with the information contained in the coordination Initial message are either a Coordinate Negotiate or a message and any previously received notification Coordinate Accept message. However, if a Coordinate message(s) (if applicable). All Coordinate Initial Initial message is received proposing nonstandard messages shall include Boundary estimate data. Route coordination conditions and the Coordinate Negotiate data, when included, shall as a minimum contain message is not an appropriate response, the Coordinate information from a point prior to entry into the next unit Reject message may be used to reject the Coordinate to the destination aerodrome. Initial message. If this occurs, local procedures shall

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prescribe the requirements to complete the coordination 11.4.2.5.5.6 If a Coordinate Negotiate message is used process. to propose an amendment to the destination aerodrome, the Coordinate Negotiate message shall contain the 11.4.2.5.5 Coordinate Negotiate messages original destination in them Destination aerodrome data, and the new destination as the amended destination. The 11.4.2.5.5.1 A Coordinate Negotiate message shall be operational response to this Coordinate Negotiate transmitted by the receiving unit to the transferring unit message shall also contain the original destination in the during the initial coordination dialogue when the Destination aerodrome data. Provided that the receiving unit wishes to propose an amendment to the amendment is accepted, subsequent AIDC messages to coordination conditions contained in the Coordinate the same unit shall only refer to the amended destination Initial message. in the Destination aerodrome data.

11.4.2.5.5.2 Normally, when further negotiation is 11.4.2.5.5.7 All Coordinate Negotiate messages shall required in response to a Coordinate Negotiate message contain Boundary estimate data. When agreed between received during the initial coordination dialogue, direct the two units, a Coordinate Negotiate message shall be speech circuits shall be used to resolve the issue. sent to update other flight plan data such as CNS However, where so agreed between the two units, a equipment and Other information. Route data, when Coordinate Negotiate message shall be transmitted in included due to a new route needing to be coordinated, response. This message exchange is repeated until the shall as a minimum contain information from a point coordination dialogue is completed by the transmission prior to entry into the next unit to the point where the of a Coordinate Accept message by one of the units. new route rejoins the previously coordinated route.

11.4.2.5.5.3 A Coordinate Negotiate message shall be 11.4.2.5.5.8 A Coordinate Negotiate message would transmitted after successful completion of coordination normally be presented to the controller for manual by either the transferring or receiving unit to propose an processing. amendment to the previously agreed coordination conditions. The Coordinate Negotiate message is sent if 11.4.2.5.6 Coordinate Accept messages the amendments are not in accordance with letters of agreement between the transferring and receiving units, 11.4.2.5.6.1 A Coordinate Accept message shall be or if Coordinate Update messages are not in use. transmitted by the ATS unit receiving a Coordinate Initial, Coordinate Update or Coordinate Negotiate 11.4.2.5.5.4 A Coordinate Negotiate message would not message to indicate that the proposed coordination normally be transmitted after the transition to the conditions (or revision thereto) contained in the Transfer state has commenced. However, where so received message are accepted. agreed between ATS units, a Coordinate Negotiate message shall be transmitted by the receiving ATS unit 11.4.2.5.6.2 When a Coordinate Accept message is to propose a modification to the flight details after the transmitted in response to a negotiation dialogue transfer of control of the flight has been completed, but proposing an amendment to the destination aerodrome, when the flight is still within proximity of the boundary the Coordinate Accept message may (optionally) between the two ATS units. contain the previous destination in the Destination aerodrome data. 11.4.2.5.5.5 Normally, when a further change is required in response to coordinate Negotiate message Note.— The use of the previous destination in the received after the initial coordination has been Destination aerodrome data of the Coordinate Accept successfully completed, direct speech circuits shall be message may be required to ensure the proper used to resolve the issue. However, where so agreed association with the Coordinate Negotiate message between Air Traffic Services units, a Coordinate proposing the amendment of the destination Negotiate message may be transmitted in response. This aerodrome. message exchange is repeated until the negotiation dialogue is completed by the transmission of either a 11.4.2.5.6.3 The Coordinate Accept message terminates Coordinate Accept or Coordinate Reject message by the coordination or negotiation dialogue. There is no one of the units. operational response to a Coordinate Accept message.

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11.4.2.5.7 Coordinate Reject messages 11.4.2.5.8.2 The Coordinate Cancel message may 11.4.2.5.7.1 When agreed between the two units, a include information regarding the reason for the Coordinate Reject message may be used to reject the cancellation. This information is defined in the Manual coordination conditions proposed in a Coordinate Initial of Air Traffic Services Data Link Applications (Doc message if these coordination conditions are not in 9694). accordance with letters of agreement. The Coordinate Reject message may only be used as a response to a 11.4.2.5.8.3 There is no operational response to a Coordinate Initial message provided that local Coordinate Cancel message. procedures exist to complete the coordination of the flight. 11.4.2.5.9 Coordinate Update messages 11.4.2.5.7.2 A Coordinate Reject message shall be transmitted by the ATS unit receiving a Coordinate 11.4.2.5.9.1 A Coordinate Update message shall be Update or Coordinate Negotiate message to indicate that transmitted by the transferring unit to the receiving unit the proposed revision to coordination conditions to propose an amendment to the previously agreed contained in the received message are not acceptable, coordination conditions, provided that the proposed and that no counter-proposal will be made by the use of amendment is in accordance with letters of agreement. a Coordinate Negotiate message. If the amendment is not in accordance with letters of agreement, a Coordinate Negotiate message shall be 11.4.2.5.7.3 When a Coordinate Reject message is used instead. A Coordinate Update message shall not be transmitted in response to a negotiation dialogue transmitted before coordination has been successfully proposing an amendment to the destination aerodrome, completed, or after the transition to the transfer state has the Coordinate Reject message may (optionally) contain commenced. the previous destination in the Destination aerodrome data. 11.4.2.5.9.2 If the flight is greater than an agreed time or distance prior to the boundary, amendments Note.— The use of the previous destination in the contained in a Coordinate Update message are Destination aerodrome data of the Coordinate Reject automatically processed by the receiving unit, and a message may be required to ensure the proper Coordinate Accept message transmitted automatically in association with the Coordinate Negotiate message response. If the flight is within this agreed time or proposing the amendment of the destination aerodrome. distance prior to the boundary, a Coordinate Negotiate message shall be used. 11.4.2.5.7.4 A Coordinate Reject message terminates the coordination or negotiation dialogue. If the 11.4.2.5.9.3 If a Coordinate Update message is used to Coordinate Reject was a response to a negotiation propose an amendment to the destination aerodrome, the dialogue after coordination had been completed, any Coordinate Update message shall contain the original previously agreed coordination conditions remain valid. destination in the Destination aerodrome data, and the There is no operational response to a Coordinate Reject new destination as the amended destination. The message. operational response to this Coordinate Update message shall also contain the original destination in the 11.4.2.5.8 Coordinate Cancel messages Destination aerodrome data. Provided that the amendment is accepted, subsequent AIDC messages to 11.4.2.5.8.1 A Coordinate Cancel message shall be the same unit shall only contain the amended destination transmitted by the transferring unit to the receiving unit in the Destination aerodrome data. to abrogate the existing notification or coordination of a flight in the event that it is delayed indefinitely or the 11.4.2.5.9.4 All Coordinate Update messages shall route or level is amended such that the flight is no contain Boundary estimate data. When agreed between longer expected to enter the airspace of the receiving the two units, a Coordinate update message shall be sent unit directly from that of the transferring unit. If the to update other flight plan data such as CNS equipment amendments to the route or level of the flight are such and Other information. Route data, when included due that it will now affect another unit the transmission of to a new route needing to be coordinated, shall as a an initial Notify message and/or Coordinate Initial minimum contain information from a point prior to message to that unit may be required.

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entry into the next unit to the point where the new route (e.g. assigned speed greater than that agreed to in the rejoins the previously coordinated route. letter of agreement, aircraft on heading, etc). If a Transfer Initiate message had not previously been sent, 11.4.2.5.10 Coordinate Standby messages the Transfer Conditions Proposal message initiates the transfer phase, and the transmission of the Transfer 11.4.2.5.10.1 The Coordinate Standby message shall be Initiate message is not required. sent by the unit receiving a Coordinate Initial or Coordinate Negotiate message to indicate to the sending 11.4.2.5.12.2 Subsequent amendments to the control unit that their proposal has been received and will be environment of the flight are coordinated by the responded to in due course. It could be used for transmission of another Transfer Conditions Proposal example, if the coordination message had to be referred message containing new executive data to the receiving for manual processing or if further coordination had to unit. be conducted with another unit. 11.4.2.5.12.3 The Transfer Conditions Proposal 11.4.2.5.11 Transfer Initiate messages message proposes the transfer of communication and control of the flight to the controller in the accepting 11.4.2.5.11.1 The transfer of control and unit, together with updated control environment data. communication messages that are to be used in a The message should be referred to the controller in the specific ATC environment shall be agreed between the receiving unit for manual processing. units concerned and should be agreed on a regional basis. The messages used in a high density continental Note.— The terms of the transfer of control contained in environment will be different from those required in a the relevant letter of agreement may restrict control of low density remote airspace environment. the aircraft until the aircraft has reached the transfer of control point. 11.4.2.5.11.2 The Transfer Initiate message shall be transmitted automatically by the transferring unit at or 11.4.2.5.12.4 The operational response to a Transfer prior to an agreed time or distance before the common Conditions Proposal is a Transfer Conditions Accept boundary. This message, initiating the transfer phase, message. shall only be sent after coordination has been successfully completed with the receiving unit. 11.4.2.5.13 Transfer Conditions Accept messages

11.4.2.5.11.3 The Transfer Initiate message contains all 11.4.2.5.13.1 The Transfer Conditions Accept message executive data and may optionally include any track is transmitted by the accepting unit to indicate that the data relating to the flight. This information updates the controller has agreed to accept the transfer of receiving unit with the current control environment of communication and control of the flight in accordance the flight e.g. current cleared flight level and any speed with the conditions proposed in the Transfer Conditions restrictions, rate of climb or descent, heading or direct Proposal message. routing that may have been assigned. 11.4.2.5.13.2 Where required, The Transfer Conditions 11.4.2.5.11.4 The Transfer Initiate message alleviates Accept message shall include the radiotelephony the requirement for the controller in the transferring unit frequency (ies) or channel(s) as appropriate that the to verbally provide this information to the controller in flight is to be transferred to. 11.4.2.5.13.3 There is no the receiving unit whilst also allowing the automatic operational response to a Transfer Conditions Accept update of the flight data held by the receiving unit. message.

11.4.2.5.11.5 There is no operational response to a 11.4.2.5.14 Transfer Communication Request messages Transfer Initiate message. 11.4.2.5.14.1 The Transfer Communication Request 11.4.2.5.12 Transfer Conditions Proposal messages message shall be transmitted by the controller in the 11.4.2.5.12.1 The Transfer Conditions Proposal accepting unit to request the transfer of communication message shall be used to manually transfer a flight of a flight. The message shall be used when the early, or under conditions that are not in accordance controller in the accepting unit requires communication with those specified in the applicable letter of agreement with the flight forthwith and indicates that the controller

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in the transferring unit should transmit appropriate contact instructions to the relevant aircraft. Where 11.4.2.5.18 Transfer Control Assume messages required, The Transfer Communication Request message shall include the radiotelephony frequency(ies) 11.4.2.5.18.1 The Transfer Control Assume message or channel(s) as appropriate that the flight is to be shall indicate that the controller in the accepting unit has transferred to. accepted control responsibility for the flight. The receipt of this message completes the transfer of control 11.4.2.5.14.2 There is no operational response required process. for the Transfer Communication Request message, but receipt of this message would normally result in a 11.4.2.5.19 General point messages Transfer Communication message being transmitted by the transferring unit when the flight was instructed to 11.4.2.5.19.1 The General Point message shall be contact the receiving unit. transmitted to draw the attention of the controller receiving the message to a flight to support voice 11.4.2.5.15 Transfer Communication messages coordination. The General Point message shall include details of a flight that may have been previously 11.4.2.5.15.1 The Transfer Communication message unknown to the receiving unit, to permit it to be shall indicate that the controller in the transferring unit displayed if required. This may include, for example, a has instructed the flight to establish communication flight that had planned to operate in airspace under the with the controller in the accepting unit. On receipt of control of one ATS unit requesting climb or diversion this message the controller in the receiving unit shall into airspace controlled by another ATS unit which has ensure that communication is established shortly no details of the flight. thereafter. The Transfer Communication message may optionally include any ‘release conditions’ for the 11.4.2.5.20 General Executive Data messages transfer of control. These release conditions may include climb, descent or turn restrictions, or a 11.4.2.5.20.1 The General Executive Data message shall combination thereof. If a be sent after the transition to the transfer state has Transfer Initiate message has not been previously sent, commenced, and prior to the Transfer Control Assume the Transfer Communication message initiates the or Transfer Communication Assume messages, either transfer phase. by the transferring unit to the receiving unit or from the receiving unit to the transferring unit to inform the unit 11.4.2.5.16 Transfer Communication Assume messages receiving the message of any modification to data relating to the control environment of a flight. If the 11.4.2.5.16.1 The Transfer Communication Assume General Executive Data message is sent by the message shall be transmitted by the accepting unit to transferring unit, it may include information such as the indicate that the flight has established communications current cleared (intermediate) flight level and, if with the appropriate controller and completes the applicable, speed restrictions, climb/descent restrictions transfer. and the heading (or direct routing) assigned to the flight. If the General Executive Data message is sent by the 11.4.2.5.17 Transfer Control messages receiving unit it includes the radiotelephony frequency or channel as appropriate to which the flight is to be 11.4.2.5.17.1 The Transfer Control message is a transferred. proposal for the transfer of control of a flight to the accepting unit. This message shall be transmitted either 11.4.2.5.20.2 There is no operational response required automatically by the transferring unit at or prior to an for the General Executive Data message. agreed time or distance before the common boundary or manually by the controller in the transferring unit. This 11.4.2.5.21 Free Text General messages message, initiating the transfer phase, shall only be transmitted after coordination has been successfully Note.— See 11.4.1.4 for details on Free Text completed with the receiving unit. Emergency messages.

11.4.2.5.17.2 The operational response to a Transfer 11.4.2.5.21.1 The Free Text General message shall only Control message is a Transfer Control Assume message. be used to transmit operational information for which

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any other message type is not appropriate, and for plain a) aircraft identification; language statements. Normally free text information would be presented directly to the controller responsible b) clearance limit; – or expecting to be responsible – for the flight. When the message does not refer to a specific flight, a facility c) route of flight; designation shall be used to allow for the information to be presented to the appropriate ATS position. d) level(s) of flight for the entire route or part thereof and changes of levels if required; 11.4.2.5.22 Application Accept messages e) any necessary instructions or information on other 11.4.2.5.22.1 Except for another Application matters such as SSR transponder operation, approach or management message, or a message within which an departure maneuvers, communications and the time of error has been detected, the Application Accept message expiry of the clearance. shall be sent by an ATS unit receiving an AIDC message that has been processed, found free of errors Note.— The time of expiry of the clearance indicates and, is available for presentation to a control position. the time after which the clearance will be automatically cancelled if the flight has not been started. 11.4.2.5.23 Application Reject messages 11.4.2.6.2.2 Instructions included in clearances relating 11.4.2.5.23.1 The Application Reject message shall be to levels shall consist of: sent by an ATS unit receiving an AIDC message within which an error has been detected. The Application a) cruising level(s) or, for cruise climb, a range of Reject message shall include a code that enables levels, and, if necessary, the point to which the identification of the nature of the error. Regional air clearance is valid with regard to the level(s); navigation agreement shall be the basis for specifying the codes that are available to be implemented. b) levels at which specified significant points are to be crossed, when necessary; Note.— Information concerning the available ATN application reject codes can be found in the Manual of c) the place or time for starting climb or descent, when Technical Provisions for the Aeronautical necessary; Telecommunication Network (ATN) (Doc 9705) Volume III paragraph 3.2.7.1.1. d) the rate of climb or descent, when necessary;

11.4.2.5.23.2 When Application Reject messages are e) detailed instructions concerning departure or not in use, local procedures shall ensure that the approach levels, when necessary. appropriate controller is alerted within a specified time parameter where no Application Accept has been 11.4.2.6.2.3 It is the responsibility of the aeronautical received in response to a transmitted AIDC message. station or aircraft operator who has received the clearance to transmit it to the aircraft at the specified or 11.4.2.6 Control messages expected delivery time, and to notify the air traffic control unit promptly if it is not delivered within a 11.4.2.6.1 Control messages comprise: specified period of time.

4 clearance messages (11.4.2.6.2) 11.4.2.6.2.4 Personnel receiving clearances for 4 flow control messages (11.4.2.6.4) transmission to aircraft shall transmit such clearances in 4 position report and air-report messages the exact phraseology in which they are received. In (11.4.2.6.5). those cases where the personnel transmitting the clearances to the aircraft do not form part of the air 11.4.2.6.2 Clearance messages traffic services, it is essential that appropriate arrangements be made to meet this requirement. 11.4.2.6.2.1 Clearances shall contain the following in the order listed: 11.4.2.6.2.5 Level restrictions issued by ATC in air- ground communications shall be repeated in conjunction

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with subsequent level clearance in order to remain in 11.4.3.1.1 Messages containing traffic information to effect, aircraft operating outside controlled airspace

Note.— See also Chapter 6, 6.3.2.4 and 6.5.2.4, 11.4.3.1.1.1 Due to the factors influencing the nature of regarding level restrictions published as elements of the flight information services, and particularly the SIDs and STARs. question of provision of information on possible collision hazards to aircraft operating outside controlled 11.4.2.6.3 FLOW CONTROL MESSAGES airspace, it is not possible to specify standard texts for these messages. Note 1.— Provisions governing the control of air traffic flow are set forth in Annex 11, 3.7.5 and in Chapter 3, 11.4.3.1.1.2 Where such messages are transmitted they 3.2.5.2 of this document. Attention is drawn, however, shall, however, contain sufficient data on the direction to the guidance material contained in the Air Traffic of flight and the estimated time, level and point at which Services the aircraft involved in the possible collision hazard will Planning Manual (Doc 9426) regarding flow control. pass, overtake or approach each other. This information Note 2.— Format and data conventions for automated shall be given in such a way that the pilot of each interchange of flow control messages have not yet been aircraft concerned is able to appreciate clearly the nature developed. of the hazard.

11.4.2.6.3 Position report and air-report messages 11.4.3.1.2 Messages containing essential traffic information to IFR flights within controlled airspace The format and data conventions to be used in position Whenever such messages are transmitted they shall report and air-report messages are those specified on the contain the following text: model AIREP/AIREP SPECIAL form at Appendix 1of PANS ATM DOC 44444, using: a) Identification of the aircraft to which the information is transmitted; a) for position-report messages: Section 1; b) the words TRAFFIC IS or ADDITIONAL TRAFFIC b) for air-report messages: Section 1 followed by IS; Sections 2 and/or 3 as relevant. c) direction of flight of aircraft concerned; 11.4.2.6.4.2 Where special air-report messages transmitted by voice communications are subsequently d) type of aircraft concerned; forwarded by automatic data-processing equipment which cannot accept the special air-report message type e) cruising level of aircraft concerned and ETA for the designator ARS, the use of a different message-type significant point nearest to where the aircraft will cross designator shall be permitted by regional air navigation levels. agreement and should be reflected in the Regional Supplementary Procedures (Doc 7030) provided that: 11.4.3.1.3 Messages containing essential local traffic information whenever such messages are transmitted a) the data transmitted accord with that specified in the they shall contain the following text: special air-report format; and a) Identification of the aircraft to which the information b) measures are taken to ensure that special air-report is transmitted; messages are forwarded to the appropriate meteorological unit and to other aircraft likely to be b) the words TRAFFIC IS or ADDITIONAL TRAFFIC affected IS, if necessary;

11.4.3 Flight information messages c) description of the essential local traffic in terms that will facilitate recognition of it by the pilot, e.g. type, 11.4.3.1 Messages containing traffic information speed category and/or colour of aircraft, type of vehicle, number of persons, etc.;

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d) position of the essential local traffic relative to the aircraft concerned, and direction of movement. e) amount and height of base of low cloud;

11.4.3.2 Messages containing meteorological f) air temperature and dew-point temperature; information g) altimeter setting(s); and 11.4.3.2.1 Information to a pilot changing from IFR flight to VFR flight where it is likely that flight in VMC h) supplementary information. cannot be maintained shall be given in the following manner: Note:- Provisions relating to meteorological information to be provided in accordance with “INSTRUMENT METEOROLOGICAL CONDITIONS REPORTED (or forecast) IN THE 11.4.3.2.3 are contained in Annex 3. VICINITY OF (location)”. 11.4.3.3 Messages concerning the operation of 11.4.3.2.2 Meteorological information concerning the aeronautical facilities Messages concerning the meteorological conditions at aerodromes, to be operation of aeronautical facilities shall be transmitted transmitted to aircraft by the ATS unit concerned, shall to aircraft from whose flight plan it is apparent that the be extracted by the ATS unit concerned from the operation of the flight may be affected by the operating following meteorological messages, provided by the status of the operating facility concerned. They shall appropriate meteorological office, supplemented for contain appropriate data on the service status of the arriving and departing aircraft, as appropriate, by facility in question, and, if the facility is out of information from displays relating to meteorological operation, an indication when the normal operating sensors (in particular, those related to the surface wind status will be restored. and runway visual range) located in the ATS units: 11.4.3.4 Messages containing information on aerodrome a) local meteorological routine and special reports; conditions b) METAR/SPECI, for dissemination to other 11.4.3.4.1 Whenever information is provided on aerodromes beyond the aerodrome of origin (mainly aerodrome conditions, this shall be done in a clear and intended for flight planning, VOLMET broadcasts and concise manner so as to facilitate appreciation by the D-VOLMET). pilot of the situation described. It shall be issued whenever deemed necessary by the controller on duty in 11.4.3.2.3 The meteorological information referred to in the interest of safety, or when requested by an aircraft. 11.4.3.2.2 shall be extracted, as appropriate, from If the information is provided on the initiative of the meteorological reports providing information on the controller, it shall be transmitted to each aircraft following elements. concerned in sufficient time to enable the pilot to make proper use of the information. a) Mean surface wind direction and speed and significant variations there from; 11.4.3.4.2 Information that water is present on a runway shall be transmitted to each aircraft concerned, on the Note: - Information on surface wind direction provided initiative of the controller, using the following terms: in ATS units by the associated meteorological office is DAMP The surface shows a change of colour due to referenced to degrees true North. Information on surface moisture. WET wind direction obtained from the ATS surface wind The surface is soaked but there is no standing water. indicator and passed to pilots by ATS units is given in degrees magnetic. notified and requested to obtain the pilot’s report. b) visibility, including significant directional variations; c) runway visual range( RVR ); d) present weather;

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DAMP The surface shows a change of colour due to moisture. WET The surface is soaked but there is no standing water. WATER Patches of standing water are PATCHES visible. FLOODED Extensive standing water is visible.

11.4.3.5 Messages concerning air traffic incident reports

When an aircraft involved in an incident has a destination outside the area of responsibility of the ATS unit where the incident occurred, the ATS unit at the destination aerodrome should benotified and requested to obtain the pilot’s report.

The following information should be included in the message:

a) type of incident (AIRPROX, procedure or facility); b) identification of the aircraft concerned; c) time and position at time of incident; d) brief details of incident. ______

19/11/09 Page 11 - 20 Amendment 1

Manual of Air Traffic Services Chapter 12 - Phraseology

Chapter 12 PHRASEOLOGY

12.1 INTRODUCTION j) Depress the transmit switch fully before speaking and do not release it until the message is completed. Radiotelephony {RTF} provides the means by which This will ensure that the entire pilots and ground personnel communicate with each message is transmitted. other. Used properly the information and instructions transmitted are of vital importance in assisting in the k) the transmission of long messages should be safe and expeditious operation of aircraft. On the interrupted momentarily from time to time to permit other hand, the use of non-standard procedures and the transmitting operator to confirm that the phraseology can cause misunderstanding. Incidents frequency in use is clear and, if necessary, to permit and accidents have occurred in which a contributing the receiving operator to request repetition of parts factor has been the misunderstanding caused by the not received. use of poor phraseology. The importance of using correct and precise standard phraseology can not, 12.2.2 Be aware that the mother tongue of the person therefore, be over-emphasized. receiving the message may not be English. Therefore, speak clearly and use standard RTF words and 12.2 TRANSMITTING TECHNIQUE phrases wherever possible.

12.2.1 The following transmitting techniques will 12.2.3 One of the most irritating and potentially assist in ensuring that transmitted speech is clearly dangerous situations in radiotelephony is a “stuck” and satisfactorily received: microphone button. Operators should always ensure that the button is released after a transmission and the a) Before transmitting listen out on the frequency to microphone placed in a appropriate place that will be used to ensure that there will be no interference ensure that it will not inadvertently be switched on. with a transmission from another station. 12.3 FAMILIARITY WITH RADIO b) Be familiar with good microphone operating TELEPHONY PROCEDURES techniques. The communication procedures shall be in c) Use a normal conversational tone, speak clearly accordance with Volume II of Annex 10, and pilots, and distinctly. ATS personnel and other ground personnel shall be thoroughly familiar with the radiotelephony d) Maintain an even rate of speech not exceeding 100 procedures. words per minute. When it is known that elements of the message will be written down by the recipient, 12.4 ICAO PHONETICS: speak at a slightly slower rate. 12.4.1 Transmission of Numbers e) Maintain the speaking volume at a constant level. When the language used for communication is f) A slight pause before and after numbers will assist English, numbers shall be transmitted using the in making them easier to understand. following pronunciation: g) Avoid using hesitation sounds such as “er”. Numeral or Pronunciation numeral element h) be familiar with the microphone operating 0 ZE-RO techniques, particularly in relation to the maintenance 1 WUN of a constant distance form the microphone if a 2 TOO modulator with a constant level is not used. 3 TREE 4 FOW-er i) suspend speech temporarily if it becomes necessary 5 FIFE to turn the head away from the microphone; 6 SIX 7 SEV-en ______1/1/2009 Page 12 ‐ 1 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

8 AIT 9 NIN-er N November NO VEM BER Decimal DAY-SEE-MAL Hundred HUN-dred O Oscar OSS CAH Thousand TOU-SAND P Papa PAH PAH 12.4.2 Transmission of Letter Q Quebec KEH BECK 12.4.2.1 To expedite communications, the use of phonetic spelling should be dispensed with if there is R Romeo ROW ME OH no risk of this affecting correct reception and intelligibility of the message. S Sierra SEE AIR RAH

12.4.2.2 With the exception of the telephony T Tango TANG GO designator and the type of aircraft, each letter in the YOU NEE FORM aircraft call sign shall be spoken separately using the U Uniform or OO NEE FORM phonetic spelling. V Victor VIK TAH 12.4.2.3 The words in the table below shall be used when using the phonetic spelling. W Whiskey WISS KEY

Note._ Syllables to be emphasized are underline X X-ray ECKS RAY

Y Yankee YANG KEY

Z Zulu ZOO LOO Letter Word Pronunciation

A Alpha AL FHA 12.5 TRANSMISSIONS OF NUMBERS IN B Bravo BRAH VOH RADIOTELEPHONY:

C Charlie CHAR LEE or SHAR 12.5.1 All numbers except as prescribed in 12.5.2, LEE shall be transmitted by pronouncing each digit separately. The following examples illustrate the D Delta DELL TAH application of the procedure:

E Echo ECK OH aircraft call signs transmitted as F Foxtrot FOKS TROT MAI 331 Myanmar three three one G Golf GOLF THA306 Thai three zero six H Hotel HO TELL flight Level transmitted as I India IN DEE AH FL180 Flight level one eight zero J Juliet JEW LEE ETT FL 200 Flight level two zero zero K Kilo KEY LOH headings transmitted as L Lima LEE MAH 100 degrees heading one zero zero M Mike MIKE 080 degrees heading zero eight zero ______1/1/2009 Page 12 ‐ 2 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

Wind direction transmitted as cloud height transmitted as and speed 2 200 two thousand two hundred 200 degrees 25 wind two zero zero degrees two knots five knots 4 300 four thousand three hundred

160 degrees 18 wind one six zero degrees one knots gusting 30 eight knots gusting three zero visibility transmitted as knots knots 1 000 visibility one thousand transponder codes transmitted as 700 visibility seven hundred

2400 squawk two four zero zero runway visual transmitted as 4203 squawk four two zero three range

600 RVR six hundred runway transmitted as 1 700 RVR one thousand seven 27 runway two seven hundred

30 runway three zero 12.5.3 Numbers containing a decimal point shall be altimeter setting transmitted as transmitted as prescribed in 12.4.1 with the decimal point in appropriate 1010 QNH one zero one zero sequence being indicated by the word decimal.

1000 QNH one zero zero zero 12.5.4 All six figures shall be used when identifying frequencies irrespective of whether they are 25 kHz or 8.33 kHz spaced. Exceptionally, when the final 12.5.2 All numbers used in the transmissions of two digits of the frequency are both zero, only the altitude, cloud height, visibility and runway visual first four digits need be given. range (RVR) information, which contain whole hundreds and whole thousands, shall be transmitted by pronouncing each digit in the number of hundreds Frequency transmitted as pronounced as or thousands followed by the word HUNDRED or THOUSAND as appropriate. Combinations of thousands and whole hundreds shall be transmitted 118.125 One One Eight WUN WUN AIT by pronouncing each digit in the number of Decimal One DAY SEE MAL thousands followed by the word THOUSAND Two Five WUN TOO FIFE followed by the number of hundreds followed by the word HUNDRED. The following examples illustrate 119.050 One One Nine WUN WUN the application of the procedure: Decimal Zero NINER DAY SEE Five Zero MAL ZERO FIFE ZERO

122.500 One Two Two WUN TOO TOO altitude transmitted as Decimal Five DAY SEE MAL FIFE 800 eight hundred 3 400 three thousand four hundred 118.000 One One Eight WUN WUN AIT 12 000 one two thousand Decimal Zero DAY SEE MAL ZERO ______1/1/2009 Page 12 ‐ 3 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

12.5.5 When it is necessary to verify the accurate number transmitted as pronounced as reception of numbers the person transmitting the message shall request the person receiving the message to read back the numbers. 0823 Two Three or TOO TREE (or Zero Eight Two ZERO AIT TOO 12.6 Transmission of Time Three TREE)

12.6.1 When transmitting time, only the minutes of the hour are normally required. However, the hour 1300 One Three Zero WUN TREE ZERO should be included if there is any possibility of Zero ZERO confusion. Time checks shall be given to the nearest minute. Co-ordinated Universal Time (UTC) is to be used 2057 Five Seven or FIFE SEVEN (or Two Zero Five TOO ZERO at all times, unless specified. 2400 hours designates Seven FIFE SEVEN) midnight, the end of the day, and 0000 hours the beginning of the day.

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12.7 Standard Words and Phrases

The following words and phrases shall be used in radiotelephony communications as appropriate and shall have the meaning given below:

Word/Phrase Meaning

ACKNOWLEDGE Let me know that you have received and understood this message.

AFFIRM Yes.

APPROVED** Permission for proposed action granted.

BREAK Indicates the separation between messages.

BREAK BREAK Indicates the separation between messages transmitted to different aircraft in a busy environment.

CANCEL Annul the previously transmitted clearance.

CHECK Examine a system or procedure. (Not to be used in any other context. No answer is normally expected.)

CLEARED ‡ Authorized to proceed under the conditions specified.

CLIMB ‡ Climb and maintain.

CONFIRM I request verification of: (clearance, instruction, action, information).

CONTACT Establish communications with ... (your details have been passed).

CORRECT True or accurate.

CORRECTION An error has been made in this transmission (or message indicated). The correct version is ...

DESCEND ‡ Descend and maintain.

DISREGARD Ignore.

HOLD SHORT** Stop before reaching the specified location.

Note: Only used in limited circumstances where no defined point exists (e.g. where there is no suitably located holding point), or to reinforce a clearance limit.

HOW DO YOU READ What is the readability of my transmission?

I SAY AGAIN I repeat for clarity or emphasis.

MAINTAIN ‡ Continue in accordance with the condition(s) specified or in its literal sense, e.g. “Maintain VFR”.

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MONITOR Listen out on (frequency).

NEGATIVE No; or Permission not granted; or That is not correct; or Not capable.

OUT* This exchange of transmissions is ended and no response is expected.

OVER* My transmission is ended and I expect a response from you.

READ BACK Repeat all, or the specified part, of this message back to me exactly as received.

REPORT ** Pass me the following information.

REQUEST I should like to know ... or I wish to obtain ...

ROGER I have received all your last transmission.

Note: Under no circumstances to be used in reply to a question requiring a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE).

SAY AGAIN Repeat all, or the following part of your last transmission.

SPEAK SLOWER Reduce your rate of speech.

STANDBY Wait and I will call you.

Note: No onward clearance to be assumed. The caller would normally re-establish contact if the delay is lengthy. STANDBY is not an approval or denial.

UNABLE I cannot comply with your request, instruction or clearance. Unable is normally followed by a reason.

WILCO I understand your message and will comply with it (abbreviation for will comply)

WORDS TWICE As a request: Communication is difficult. Please send every word twice.

As Information: Since communication is difficult, every word in his message will be sent twice.

* Not normally used in U/VHF Communications. ** Not used by Air/Ground Communication Service Operators (c/s “Radio”). ‡ Not used by Air/Ground Communication Service Operators (c/s “Radio”) or Flight Information Service Officers (c/s “Information”).

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12.8 CALL SIGNS of the registration marking of the aircraft 12.8.1 Call signs for aeronautical stations c) The telephony designator of the UNION AIR 12.8.1.1 Aeronautical stations are identified by the aircraft operating agency, followed 315 name of the location followed by a suffix. The suffix by the flight identification indicates the type of unit or service provided. 12.9 ESTABLISHMENT AND CONDITION Unit or service Call sign suffix OF COMMUNICATIONS:-

Area control center CONTROL 12.9.1 When establishing communications, an aircraft should use the full call sign of both the Radar [in general] RADAR aircraft and the ground station.

Approach Control APPROACH 12.9.2 When a ground station wishes to broadcast information to all aircraft likely to receive it, the Approach control radar APPROACH message should be prefaced by the call “All RADAR Stations”.

Area Control Radar CONTROL RADAR 12.9.3 No reply is expected to such general calls unless individual stations are subsequently called Aerodrome control TOWER upon to acknowledge receipt.

Surface movement control GROUND 12.9.4 If there is doubt that a message has been correctly received, a repetition of the message shall Flight information service INFORMATION be requested either in full or in part.

Apron control APRON 12.9.5 If there is doubt that a message has been correctly received, a repetition of the message shall Management service be requested either in full or in part.

Clearance Delivery DELIVERY PHRASE MEANING Company dispatch DISPATCH Say again Repeat entire Aeronautical Station RADIO message

12.8.1.2 When satisfactory communication has been Say again … [item] Repeat specific item established, and provided that it will not be confusing, the name of the location or the call sign suffix may be omitted. Say again all before …. Repeat part of (the first word message 12.8.2 Aircraft call signs satisfactorily received)

12.8.2.1 An aircraft radiotelephony call sign shall be one of the following types: Repeat part of Type Example Say again all after …. message a) Character corresponding to the G-ABCD or (the last word registration marking of the CESSNA satisfactorily received) aircraft G-ABCD b) The telephony designator of UNION AIR the aircraft operating agency, YAGA Say again all between Repeat part of followed by the last four characters …. And …. message ______1/1/2009 Page 12 ‐ 7 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

read back procedures ensures not only that the 12.9.6 When a station is called but is uncertain of the clearance has been received correctly but also that the identification of the calling station, the calling station clearance was transmitted as intended. It also serves should be requested to repeat its call sign until as a check that the right aircraft, and only that identification is established. aircraft, will take action on the clearance.

12.9.7 When an error is made in a transmission, the 12.10.4 The flight crew shall read back to the air word “CORRECTION” shall be spoken, the last traffic controller safety-related parts of the clearances correct group or phase repeated and then the correct and instructions which are transmitted by voice. version transmitted. Following items shall always be read-back:

12.9.8 If a correction can best be made by repeating a) ATC route clearance; the entire message, the operator shall use the phrase “CORRECTION I SAY AGAIN” before b) Clearances and instructions to enter, land on, take transmitting the message a second time. off on, hold short of, cross taxi and back track on any runway; and 12.9.9 When it is considered that reception is likely to be difficult, important elements of the message c) Runway-in-use, altimeter settings, SSR codes, should be spoken twice. level instructions, heading and speed instructions and, whether issued by the controller or contained in 12.10 ISSUE OF CLEARANCE AND ATIS broadcasts, transition levels e.g. READBACK REQUIREMENTS: Air Traffic services: (aircraft call sign) 12.10.1 Controller should pass a clearance slowly and clearly since the pilot needs to write it down and “SQUAWK THREE FOUR TWO FIVE”. wasteful repetition will thus be avoided. Whenever possible a route clearance should be passed to an Aircraft reply: “SQUAWK THREE FOUR aircraft before start up. In any case controllers should TWO FIVE, (aircraft call sign)”. avoid passing clearance to a pilot engaged in complicated manoeuvres and on no occasion should a 12.10.5 The controller shall listen to the readback to clearance be passed when pilot is engaged in line up ascertain that the clearances has been correctly or take-off manoeuvres. acknowledged by the flight crew and shall take immediate action to correct any discrepancies 12.10.2 An ATC route clearance is not an instruction revealed by the read-back. to takeoff or enter an active runway. The words “TAKE OFF” are used only when an aircraft is 12.11 TAKE-OFF PROCEDURES: cleared for takeoff, or when canceling a take-off clearance. At times the word “DEPARTURE” or 12.11.1 At busy aerodromes with separate GROUND “AIRBORNE” is used. & TOWER functions aircraft are usually transferred to TOWER at or approaching the holding position. 12.10.3 Read back requirements have been Since misunderstandings in the granting and introduced in the interests of flight safety. The acknowledgement of take-off clearances can result in stringency of the read back requirement is directly serious consequences, meticulous care should be related to the possible seriousness of a taken to ensure that the phraseology employed during misunderstanding in the transmission and receipt of the taxi maneuvers can not be interpreted as a take- ATC clearances and instructions. Strict adherence to off clearance. 12.11.4 For traffic reasons it may be necessary for the 12.11.2 To reduce the potential for misunderstanding, aircraft to take-off immediately after lining up. the take-off clearance shall include the designator of the departure runway when more than one runway is 12.11.5 In poor visibility, the controller may request in use. the pilot to report when airborne.

12.11.3 Except for reasons of safety no transmission 12.11.6 When a pilot abandons the takeoff shall be directed during takeoff. manoeuvre, he should as soon as practicable, inform

______1/1/2009 Page 12 ‐ 8 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology the control tower that he is doing so and assistance or ground personnel will be expected to use appropriate taxi instructions should be requested, as required. subsidiary phraseologies which should be as clear and concise as possible and designed to avoid 12.12 FINAL APPROACH AND LANDING possible confusion by those persons using a language other than one of their national languages. 12.12.1 Except for reasons of safety no transmission shall be directed during the last part of the final 12.15 GROUPING OF PHRASEOLOGIES approach or during the landing roll. The phraseologies are grouped according to types of 12.12.2 If and when turn on to final is made at a air traffic service for convenience of reference. greater distance, “LONG FINAL” report is made. If However, users shall be familiar with, and use as the aircraft is making a straight-in-approach, a necessary, phraseologies from groups other than “LONG FINAL” report is made at about 8 NM from those referring specifically to the type of air traffic touch down. If no landing clearance is received at service being provided. All phraseologies shall be that time, a “FINAL” report is made at 4NM from used in conjunction with call signs (aircraft, ground touchdown. vehicle, ATC or other) as appropriate. In order that the phraseologies listed should be readily discernible 12.12.3 “FINAL” report is made when an aircraft in section 12.15, call signs have been omitted. The turns onto final within 4NM from touchdown. phraseologies with * denote pilot transmission.

12.12.4 A pilot may request to fly past the control 12.15.1 Section 12.15 includes phrases for use by tower or other observation point for the purpose of pilots. ATS personnel and other ground personnel. visual inspection from the ground. Phraseologies for the movement of vehicles, other than tow tractors, on the manoeuvring area are not 12.13 AFTER LANDING listed separately as the phraseology associated with the movement of aircraft is applicable, with the Unless absolutely necessary, controllers should not exception of taxi instructions, in which case the word direct taxi instructions to pilots until the landing roll “PROCEED” shall be substituted for the word is completed. Unless otherwise advised pilots should “TAXI” when communicating with vehicles. remain on tower frequency until the runway is vacated. 12.15.2 Conditional phrases , such as “ behind landing aircraft “ or “ after departing aircraft “ , shall 12.14 GENERAL not be used for movements affecting the active runway ( s ), except when aircraft or vehicles Most phraseologies contained in section 12.18 show concerned are seen by the appropriate controller and the text of a complete message without call signs. pilot. The aircraft or vehicle They are intended to be exhaustive, and when circumstances differ, pilots, ATS personnel and other causing the condition in the clearance issued shall be the “JAB102 BEHIND B747 ON SHORT FINAL, LINE first aircraft/ vehicle to pass in front of the other aircraft UP BEHIND” concerned. In all such cases a conditional clearance shall be given in the following Note:- This implies the need for the aircraft receiving order and consist of: the conditional clearance to identify the aircraft or vehicle causing the conditional clearance. a) Identification; b) The condition; 12.15.3 If the level of an aircraft is reported in relation c) The clearance; and to standard pressure 1013.2 hPa, the words” FLIGHT d) Brief reiteration of the condition, LEVEL” should precede the level figures. If the level of the aircraft is reported in relation to QNH/ QFE, the For example: figure should be followed by the word “FEET” as appropriate. “REPORT THE B747 ON SHORT FINAL IN SIGHT” 12.15.4 During operations in or vertical transit through reduced vertical separation minimum (RVSM) airspace with aircraft not approved for RVSM operations, pilots

______1/1/2009 Page 12 ‐ 9 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology shall report non-approved status in accordance with 12.15.1.11 as follows: a) at initial call on any channel within RVSM airspace; b) in all request for level changes; and c) in all read-backs of level clearances

12.15.5 Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting RVSM non- approved status.

Note:- When communications between air traffic control units are conducted, the English language shall be used for such Communications

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12.16 ATC PHRASEOLOGIES

CIRCUMSTANCES PHRASEOLOGIES

12.16.1 GENERAL

12.16.1.1 DESCRIPTION OF LEVELS a) FLIGHT LEVEL (number); or (SUBSEQUENTLY REFERRED TO AS “(LEVEL)”) b) (number) METRES

c) (number) FEET

12.16.1.2 LEVEL CHANGES, REPORTS AND RATES a) CLIMB (or DESCEND); followed as necessary by:

1) TO (level);

... instruction that a climb (or descent) to a level within 2) TO AND MAINTAIN BLOCK (level) TO (level); the vertical range defined is to 3) TO REACH (level) AT (or BY) (time or significant commence point);

4) REPORT LEAVING (or REACHING, or PASSING) (level);

5) AT (number) METRES PER SECOND (or FEET PER ... for SST aircraft only MINUTE) [OR GREATER (or OR LESS)];

6) REPORT STARTING ACCELERATION (or DECELERATION).

b) MAINTAIN AT LEAST (number) METRES (or FEET) ABOVE (or BELOW) (aircraft call sign);

c) REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE) CHANGE FROM (name of unit) [AT (time or significant point)];

d) STOP CLIMB (or DESCENT) AT (level);

e) CONTINUE CLIMB (or DESCENT) TO (level);

f) EXPEDITE CLIMB (or DESCENT) [UNTIL ______1/1/2009 Page 12 ‐ 12 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

PASSING (level)];

g) WHEN READY CLIMB (or DESCEND) TO (level);

h) EXPECT CLIMB (or DESCENT) AT (time or significant point);

CIRCUMSTANCES PHRASEOLOGIES

*i) REQUEST DESCENT AT (time);

... to require action at a specific time or place j) IMMEDIATELY;

k) AFTER PASSING (significant point);

l) AT (time or significant point);

... to require action when convenient m) WHEN READY (instruction);

... to require an aircraft to climb or n) MAINTAIN OWN SEPARATION AND VMC ______1/1/2009 Page 12 ‐ 13 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

descend maintaining own [FROM (level)] separation and VMC [TO (level)];

o) MAINTAIN OWN SEPARATION AND VMC ABOVE (or ... when there is doubt that an BELOW, or TO) (level); aircraft can comply with a clearance or instruction p) IF UNABLE (alternative instructions) AND ADVISE; ... when a pilot is unable to comply with a clearance or instruction

... after a flight crew starts to *q) UNABLE; deviate from any ATC clearance or instruction to comply with an ACAS resolution advisory (RA) *r) TCAS RA; (Pilot and controller interchange)

... after the response to an ACAS s) ROGER; RA is completed and a return to the ATC clearance or instruction is initiated (Pilot and controller *t) CLEAR OF CONFLICT, RETURNING TO interchange) (assigned clearance); … after the response to an ACAS RA is completed and the assigned u) ROGER (or alternative instructions); ATC clearance or instruction has been resumed (Pilot and controller interchange) *v) CLEAR OF CONFLICT (assigned clearance) RESUMED; … after an ATC clearance or instruction contradictory to the w) ROGER (or alternative instructions); ACAS RA is received, the flight crew will follow the RA and inform ATC directly (Pilot and controller interchange) *x) UNABLE, TCAS RA;

y) ROGER;

CIRCUMSTANCES PHRASEOLOGIES

… clearance to cancel level z) CLIMB TO (level) [LEVEL RESTRICTION(S) (SID restriction(s) of the vertical designator) CANCELLED (or) LEVEL profile of a SID during climb RESTRICTION(S) (SID designator) AT (point) CANCELLED]; … clearance to cancel level restriction(s) of the vertical aa) DESCEND TO (level) [LEVEL RESTRICTION(S) profile of a STAR during descent (STAR designator) CANCELLED (or) LEVEL RESTRICTION(S) (STAR designator) AT (point) CANCELLED]. ______1/1/2009 Page 12 ‐ 14 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

12.16.1.3 TRANSFER OF CONTROL AND/OR * Denotes pilot transmission. FREQUENCY CHANGE

Note.— An aircraft may be requested to “STAND BY” on a frequency when it is intended that the ATS unit will initiate communications soon and to “MONITOR” a frequency when information is being broadcast thereon. a) CONTACT (unit call sign) (frequency) [NOW];

b) AT (or OVER) (time or place) [or WHEN] [PASSING/LEAVING/REACHING (level)] CONTACT (unit call sign) (frequency);

c) IF NO CONTACT (instructions);

d) STAND BY FOR (unit call sign) (frequency);

*e) REQUEST CHANGE TO (frequency);

f) FREQUENCY CHANGE APPROVED;

g) MONITOR (unit call sign) (frequency);

*h) MONITORING (frequency);

12.16.1.4 8.33 KHZ CHANNEL SPACING i) WHEN READY CONTACT (unit call sign) (frequency); Note.— In this paragraph, the term “point” is used only in the context of naming the 8.33 kHz channel spacing j) REMAIN THIS FREQUENCY. concept and does not constitute any change to existing ICAO provisions or phraseology regarding the use of • Denotes pilot transmission. the term “decimal”.

... to request confirmation of 8.33 kHz capability

... to indicate 8.33 kHz capability

a) CONFIRM EIGHT POINT THREE THREE;

*b) AFFIRM EIGHT POINT THREE THREE;

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CIRCUMSTANCES PHRASEOLOGIES

... to indicate lack of 8.33 kHz capability *c) NEGATIVE EIGHT POINT THREE THREE;

.. to request UHF capability d) CONFIRM UHF;

... to indicate UHF capability *e) AFFIRM UHF;

... to indicate lack of UHF capability *f) NEGATIVE UHF;

... to request status in respect of 8.33 kHz exemption g) CONFIRM EIGHT POINT THREE THREE EXEMPTED; ... to indicate 8.33 kHz exempted status *h) AFFIRM EIGHT POINT THREE THREE ... to indicate 8.33 kHz non-exempted status EXEMPTED;

... to indicate that a certain clearance is given because *i) NEGATIVE EIGHT POINT THREE THREE otherwise a non-equipped and/or non-exempted aircraft EXEMPTED; would enter airspace of mandatory carriage j) DUE EIGHT POINT THREE THREE REQUIREMENT. 12.16.1.5 CHANGE OF CALL SIGN

... to instruct an aircraft to change its type of call sign

... to advise an aircraft to revert to the call sign indicated in a) CHANGE YOUR CALL SIGN TO (new call sign) the flight plan [UNTIL FURTHER ADVISED];

12.16.1.6 TRAFFIC INFORMATION b) REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT ... to pass traffic information (significant point)].

a) TRAFFIC (information); ... to acknowledge traffic information b) NO REPORTED TRAFFIC;

*c) LOOKING OUT;

*d) TRAFFIC IN SIGHT;

*e) NEGATIVE CONTACT [reasons];

f) [ADDITIONAL] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time);

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g) TRAFFIC IS (classification) UNMANNED FREE BALLOON(S) WAS [or ESTIMATED] OVER (place) AT (time) REPORTED (level(s)) [or LEVEL UNKNOWN] MOVING (direction) (other pertinent information, if any).

* Denotes pilot transmission.

CIRCUMSTANCES PHRASEOLOGIES

12.16.1.7 METEOROLOGICAL CONDITIONS a) [SURFACE] WIND (number) DEGREES (speed) (units);

b) WIND AT (level) (number) DEGREES (number) KILOMETRES PER HOUR (or KNOTS); Note.— Wind is always expressed by giving the mean direction and speed and any significant variations thereof.

c) VISIBILITY (distance) (units) [direction];

d) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (distance) (units);

e) RUNWAY VISUAL RANGE (or RVR) RUNWAY ... for multiple RVR observations (number) NOT AVAILABLE (or NOT REPORTED);

f) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) (distance) (units), (third position) (distance) (units);

Note 1.— Multiple RVR observations are always representative of the touchdown zone, midpoint zone and the roll-out/stop end zone, respectively. ... in the event that RVR information on any one position is not available this information will be included in the Note 2.— Where reports for three locations are given, appropriate sequence the indication of these locations may be omitted, provided that the reports are passed in the order of touchdown zone,

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followed by the midpoint zone and ending with the roll-out/stop end zone report.

g) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) NOT AVAILABLE, (third position) (distance) (units);

h) PRESENT WEATHER (details);

i) CLOUD (amount, [(type)] and height of base) (units) (or SKY CLEAR); Note.— Details of the means to describe the amount and type of cloud are in Chapter 11, 11.4.3.2.3. j) CAVOK; Note.— CAVOK pronounced CAV-O-KAY.

TURBULENCE) [IN CLOUD] (area) (time); k) TEMPERATURE [MINUS] (number) (and/or DEWPOINT [MINUS] (number));

CIRCUMSTANCES PHRASEOLOGIES

l) QNH (number) [units];

m) QFE (number) [(units)];

n) (aircraft type) REPORTED (description) ICING (or TURBULENCE) [IN CLOUD] (area) (time);

o) REPORT FLIGHT CONDITIONS

12.16.1.8 POSITION REPORTING a) NEXT REPORT AT (significant point);

... to omit position reports until a specified position b) OMIT POSITION REPORTS [UNTIL (specify)];

c) RESUME POSITION REPORTING

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12.16.1.9 ADDITIONAL REPORTS a) REPORT PASSING (significant point);

... to request a report at a specified place or distance b) REPORT (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point); ... to report at a specified place or distance *c) (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point);

d) REPORT PASSING (three digits) RADIAL (name of ... to request a report of present position VOR) VOR;

… to report present position e) REPORT (GNSS or DME) DISTANCE FROM . (significant point) or (name of DME station);

*f) (distance) MILES (GNSS or DME) FROM (name of DME 12.16.1.10 AERODROME INFORMATION station) (or significant point).

* Denotes pilot transmission.

a) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) (condition);

b) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) NOT CURRENT;

c) LANDING SURFACE (condition);

d) CAUTION CONSTRUCTION WORK (location);

e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES) OF RUNWAY [number];

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CIRCUMSTANCES PHRASEOLOGIES

f) CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any necessary advice);

g) RUNWAY REPORT AT (observation time) RUNWAY (number) (type of precipitant) UP TO (depth of deposit) MILLIMETRES. BRAKING ACTION GOOD (or MEDIUM TO GOOD, or MEDIUM, or MEDIUM TO POOR, or POOR or UNRELIABLE) [and/or BRAKING COEFFICIENT (equipment and number)];

h) BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD (or MEDIUM, or POOR);

i) BRAKING ACTION [(location)] (measuring equipment used), RUNWAY (number), TEMPERATURE [MINUS] (number), WAS (reading) AT (time);

j) RUNWAY (or TAXIWAY) (number) WET [or DAMP, WATER PATCHES, FLOODED (depth), or SNOW REMOVED (length and width as applicable), or TREATED, or COVERED WITH PATCHES OF DRY SNOW (or 12.16.1.11 OPERATIONAL STATUS OF VISUAL WET AND NON-VISUAL AIDS SNOW, or COMPACTED SNOW, or SLUSH, or FROZEN SLUSH, or ICE, or ICE UNDERNEATH, or ICE AND SNOW, or SNOWDRIFTS, or FROZEN RUTS AND RIDGES)];

k) TOWER OBSERVES (weather information);

l) PILOT REPORTS (weather information).

a) (specify visual or non-visual aid) RUNWAY (number) (description of deficiency);

b) (type) LIGHTING (unserviceability); c) GBAS/SBAS/MLS/ILS CATEGORY (category) (serviceability state);

d) TAXIWAY LIGHTING (description of deficiency); ______1/1/2009 Page 12 ‐ 20 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

e) (type of visual approach slope indicator) RUNWAY (number) (description of deficiency).

CIRCUMSTANCES PHRASEOLOGIES

12.16.1.12 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) OPERATIONS

... to ascertain RVSM approval status of an aircraft a) CONFIRM RVSM APPROVED; . to report RVSM approved status *b) AFFIRM RVSM;

... to report RVSM non-approved status followed by *c) NEGATIVE RVSM [(supplementary information, supplementary e.g. State aircraft)]; information

Note.— See 12.14.4 and 12.14.5 for procedures relating to operations in RVSM airspace by aircraft with non- approved status. ... to deny ATC clearance into d) UNABLE ISSUE CLEARANCE INTO RVSM RVSM airspace AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] (level); ... to report when severe turbulence affects the capability of an aircraft to maintain height-keeping requirements *e) UNABLE RVSM DUE TURBULENCE; for RVSM

... to report that the equipment of an aircraft has *f) UNABLE RVSM DUE EQUIPMENT; degraded below minimum aviation system performance standards g) REPORT WHEN ABLE TO RESUME RVSM; ...to request an aircraft to provide information as soon as RVSM approved status has been regained or the pilot is ready to resume h) CONFIRM ABLE TO RESUME RVSM; RVSM operations

... to request confirmation that an aircraft has regained RVSM approved status or a pilot is ready to resume *i) READY TO RESUME RVSM. RVSM operations * Denotes pilot transmission.

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... to report ability to resume RVSM operations after an equipment or weather-related contingency a) GNSS REPORTED UNRELIABLE (or GNSS MAY NOT BE AVAILABLE [DUE TO INTERFERENCE]);

12.16.1.13 GNSS SERVICE STATUS 1) IN THE VICINITY OF (location) (radius) [BETWEEN (levels)]; or

2) IN THE AREA OF (description) (or IN (name) FIR) [BETWEEN (levels)];

CIRCUMSTANCES PHRASEOLOGIES

b) BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE FOR (specify operation) [FROM (time) TO (time) (or UNTIL FURTHER NOTICE)];

*c) BASIC GNSS UNAVAILABLE [DUE TO (reason, e.g. LOSS OF RAIM or RAIM ALERT)];

*d) GBAS (or SBAS) UNAVAILABLE.

* Denotes pilot transmission. 12.16.1.14 DEGRADATION OF AIRCRAFT NAVIGATION PERFORMANCE

UNABLE RNP (specify type) (or RNAV) [DUE TO (reason, e.g. LOSS OF RAIM or RAIM ALERT)].

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12.16.2 Area control services

CIRCUMSTANCES PHRASEOLOGIES

12.16.2.1 ISSUANCE OF A CLEARANCE a) (name of unit) CLEARS (aircraft call sign);

b) (aircraft call sign) CLEARED TO;

c) RECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED];

d) RECLEARED (amended route portion) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED];

e) ENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)];

f) LEAVE CONTROLLED AIRSPACE (or CONTROL 12.16.2.2 INDICATION OF ROUTE AND ZONE) CLEARANCE LIMIT [VIA (significant point or route)] AT (level) (or CLIMBING, or DESCENDING);

g) JOIN (specify) AT (significant point) AT (level) [AT (time)].

a) FROM (location) TO (location);

b) TO (location), followed as necessary by:

1) DIRECT;

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2) VIA (route and/or significant points);

3) VIA FLIGHT PLANNED ROUTE; Note.— Conditions associated with the use of this phrase are in Chapter 4, 4.5.7.2.

4) VIA (distance) DME ARC (direction) OF (name of DME station);

c) (route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (routes) ADVISE. 12.16.2.3 MAINTENANCE OF SPECIFIED LEVELS

a) MAINTAIN (level) [TO (significant point)];

b) MAINTAIN (level) UNTIL PASSING (significant point);

c) MAINTAIN (level) UNTIL (minutes) AFTER PASSING (significant point);

d) MAINTAIN (level) UNTIL (time);

e) MAINTAIN (level) UNTIL ADVISED BY (name of unit);

f) MAINTAIN (level) UNTIL FURTHER ADVISED;

g) MAINTAIN (level) WHILE IN CONTROLLED AIRSPACE; 12.16.2.4 SPECIFICATION OF CRUISING LEVELS h) MAINTAIN BLOCK (level) TO (level).

Note.— The term “MAINTAIN” is not to be used in lieu of “DESCEND” or “CLIMB” when instructing an aircraft to change level.

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a) CROSS (significant point) AT (or ABOVE, or BELOW) (level);

b) CROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level);

c) CRUISE CLIMB BETWEEN (levels) (or ABOVE (level));

d) CROSS (distance) MILES, (GNSS or DME) [(direction)] OF (name of DME station) OR (distance) [(direction)] OF (significant point) AT (or ABOVE or BELOW) (level).

CIRCUMSTANCES PHRASEOLOGIES

12.16.2.5 EMERGENCY DESCENT *a) EMERGENCY DESCENT (intentions);

b) ATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instructions, clearances, traffic information, etc.). 12.16.2.6 IF CLEARANCE CANNOT BE ISSUED IMMEDIATELY UPON REQUEST * Denotes pilot transmission.

12.16.2.7 WHEN CLEARANCE FOR DEVIATION EXPECT CLEARANCE (or type of clearance) AT CANNOT BE ISSUED (time).

12.16.2.8 SEPARATION INSTRUCTIONS UNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN (call sign) ADVISE INTENTIONS.

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a) CROSS (significant point) AT (time) [OR LATER (or OR BEFORE)];

b) ADVISE IF ABLE TO CROSS (significant point) AT (time or 12.16.2.9 INSTRUCTIONS ASSOCIATED WITH level); FLYING A TRACK (OFFSET), PARALLEL TO THE CLEARED ROUTE c) MAINTAIN MACH (number) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

d) DO NOT EXCEED MACH (number).

a) ADVISE IF ABLE TO PROCEED PARALLEL OFFSET;

b) PROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)];

c) CANCEL OFFSET (instructions to rejoin cleared flight route or other information).

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12.16.3 Approach control services

CIRCUMSTANCES PHRASEOLOGIES

12.16.3.1 DEPARTURE INSTRUCTIONS a) [AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point) [(other instructions as required)];

b) AFTER REACHING (or PASSING) (level or significant point) (instructions);

c) TURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc.)];

d) (standard departure name and number) DEPARTURE;

e) TRACK (three digits) DEGREES [MAGNETIC (or 12.16.3.2 APPROACH INSTRUCTIONS TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE];

f) CLEARED VIA (designation).

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a) CLEARED (or PROCEED) VIA (designation);

b) CLEARED TO (clearance limit) VIA (designation);

c) CLEARED (or PROCEED) VIA (details of route to be followed);

d) CLEARED (type of approach) APPROACH [RUNWAY (number)];

e) CLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number);

f) CLEARED APPROACH [RUNWAY (number)];

g) COMMENCE APPROACH AT (time);

*h) REQUEST STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

i) CLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

j) REPORT VISUAL;

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k) REPORT RUNWAY [LIGHTS] IN SIGHT;

… when a pilot requests a visual approach *l) REQUEST VISUAL APPROACH;

m) CLEARED VISUAL APPROACH RUNWAY (number); … to request if a pilot is able to accept a visual approach n) ADVISE ABLE TO ACCEPT VISUAL APPROACH RUNWAY (number); Note.—See 6.5.3 for provisions relating to visual approach procedures.

… in case of successive visual approaches when the o) CLEARED VISUAL APPROACH RUNWAY pilot of a (number), succeeding aircraft has reported having the preceding MAINTAIN OWN SEPARATION FROM aircraft in sight PRECEDING (aircraft type and wake turbulence category as appropriate) [CAUTION WAKE TURBULENCE];

p) REPORT (significant point); [OUTBOUND, or INBOUND];

q) REPORT COMMENCING PROCEDURE TURN;

*r) REQUEST VMC DESCENT;

s) MAINTAIN OWN SEPARATION;

t) MAINTAIN VMC;

u) ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE;

*v) REQUEST (type of approach) APPROACH [RUNWAY (number)];

*w) REQUEST (MLS/RNAV plain-language designator);

12.16.3.3 HOLDING CLEARANCES x) CLEARED (MLS/RNAV plain-language designator).

• Denotes pilot transmission. ... visual

... published holding procedure

over a facility or fix a) HOLD VISUAL [OVER] (position), (or BETWEEN ______1/1/2009 Page 12 ‐ 29 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

(two prominent landmarks));

b) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time);

CIRCUMSTANCES PHRASEOLOGIES

*c) REQUEST HOLDING INSTRUCTIONS

... when a detailed holding clearance is required d) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [(specified) RADIAL, COURSE, INBOUND TRACK (three digits) DEGREES] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);

e) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);

f) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if 12.6.3.4 EXPECTED APPROACH TIME necessary).

* Denotes pilot transmission.

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a) NO DELAY EXPECTED;

b) EXPECTED APPROACH TIME (time);

c) REVISED EXPECTED APPROACH TIME (time);

d) DELAY NOT DETERMINED (reasons).

12.6.4 Phraseologies for use on and in the vicinity of the aerodrome

CIRCUMSTANCES PHRASEOLOGIES

12.6.4.1 IDENTIFICATION OF AIRCRAFT SHOW LANDING LIGHTS

a) ACKNOWLEDGE BY MOVING AILERONS (or 12.6.4.2 ACKNOWLEDGEMENT BY VISUAL RUDDER); MEANS b) ACKNOWLEDGE BY ROCKING WINGS;

c) ACKNOWLEDGE BY FLASHING LANDING LIGHTS

12.3.4.3 STARTING PROCEDURES

... to request permission to start engines *a) [aircraft location] REQUEST START UP;

*b) [aircraft location] REQUEST START UP, INFORMATION ... ATC replies (ATIS identification);

c) START UP APPROVED;

d) START UP AT (time);

e) EXPECT START UP AT (time);

f) START UP AT OWN DISCRETION;

g) EXPECT DEPARTURE (time) START UP AT OWN DISCRETION.

* Denotes pilot transmission. 12.3.4.4 PUSHBACK PROCEDURES

Note.— When local procedures so prescribe, authorization for pushback should be obtained from the control tower.

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... aircraft/ATC

*a) [aircraft location] REQUEST PUSHBACK;

b) PUSHBACK APPROVED;

c) STAND BY;

d) PUSHBACK AT OWN DISCRETION;

e) EXPECT (number) MINUTES DELAY DUE (reason).

* Denotes pilot transmission.

CIRCUMSTANCES PHRASEOLOGIES

12.6.4.5 TOWING PROCEDURES †a) REQUEST TOW [company name] (aircraft type) FROM (location) TO (location); ... ATC response b) TOW APPROVED VIA (specific routing to be followed);

c) HOLD POSITION;

d) STAND BY.

† Denotes transmission from aircraft/tow vehicle 12.6.4.6 TO REQUEST TIME CHECK AND/OR combination. AERODROME DATA FOR DEPARTURE

*a) REQUEST TIME CHECK;

... when no ATIS b) TIME (time); broadcast is available

*c) REQUEST DEPARTURE INFORMATION;

d) RUNWAY (number), WIND (direction and speed) (units) QNH (or QFE) (number) [(units)] TEMPERATURE [MINUS] (number), [VISIBILITY (distance) (units) (or RUNWAY VISUAL RANGE (or RVR) (distance) (units))] [TIME (time)].

Note.— If multiple visibility and RVR observations are 12.3.4.7 TAXI PROCEDURES available, those that represent the roll-out/stop end zone should ... for departure be used for take-off.

* Denotes pilot transmission. ______1/1/2009 Page 12 ‐ 32 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

*a) [aircraft type] [wake turbulence category if “heavy”] [aircraft location] REQUEST TAXI [intentions];

*b) [aircraft type] [wake turbulence category if “heavy”] ... where detailed taxi [aircraft instructions are required location] (flight rules) TO (aerodrome of destination) REQUEST TAXI [intentions];

c) TAXI TO HOLDING POINT [number] [RUNWAY (number)] [HOLD SHORT OF RUNWAY (number) (or CROSS RUNWAY (number))] [TIME (time)];

*d) [aircraft type] [wake turbulence category if “heavy”] REQUEST DETAILED TAXI INSTRUCTIONS;

e) TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed) [TIME (time)] [HOLD SHORT OF RUNWAY (number) (or CROSS RUNWAY (number))];

CIRCUMSTANCES PHRASEOLOGIES

... where aerodrome information f) TAXI TO HOLDING POINT [number] (followed by is not available from an aerodrome information as applicable) [TIME (time)]; alternative source such as ATIS g) TAKE (or TURN) FIRST (or SECOND) LEFT (or RIGHT);

h) TAXI VIA (identification of taxiway);

i) TAXI VIA RUNWAY (number);

j) TAXI TO TERMINAL (or other location, e.g. GENERAL AVIATION AREA) [STAND (number)]; ... for helicopter operations *k) REQUEST AIR-TAXIING FROM (or VIA) TO (location or routing as appropriate);

l) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];

m) AIR TAXI VIA (direct, as requested, or specified ... after landing route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel);

*n) REQUEST BACKTRACK; ______1/1/2009 Page 12 ‐ 33 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

... general o) BACKTRACK APPROVED;

p) BACKTRACK RUNWAY (number);

*q) [(aircraft location)] REQUEST TAXI TO (destination on aerodrome);

r) TAXI STRAIGHT AHEAD;

s) TAXI WITH CAUTION;

t) GIVE WAY TO (description and position of other aircraft);

*u) GIVING WAY TO (traffic);

*v) TRAFFIC (or type of aircraft) IN SIGHT;

w) TAXI INTO HOLDING BAY;

x) FOLLOW (description of other aircraft or vehicle);

y) VACATE RUNWAY;

*z) RUNWAY VACATED;

aa) EXPEDITE TAXI [(reason)];

CIRCUMSTANCES PHRASEOLOGIES

*bb) EXPEDITING;

cc) [CAUTION] TAXI SLOWER [reason];

*dd) SLOWING DOWN.

* Denotes pilot transmission.

12.6.4.8 HOLDING ‡a) HOLD (direction) OF (position, runway number, etc.);

‡b) HOLD POSITION;

‡c) HOLD (distance) FROM (position);

... to hold not closer to a runway ‡d) HOLD SHORT OF (position); than specified in Chapter 7, 7.6.3.1.3.1 *e) HOLDING;

*f) HOLDING SHORT.

‡ Requires specific acknowledgement from the pilot. ______1/1/2009 Page 12 ‐ 34 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

* Denotes pilot transmission. The procedure words ROGER and WILCO is insufficient acknowledgement of the instructions HOLD, HOLD POSITION and HOLD SHORT OF (position). In each case the acknowledgement shall be by the phraseology HOLDING or HOLDING SHORT, as appropriate. 12.6.4.9 TO CROSS A RUNWAY *a) REQUEST CROSS RUNWAY (number); Note.— If the control tower is unable to see the crossing aircraft (e.g. night, low visibility), the instruction should always be accompanied by a request to report when the aircraft has vacated the runway.

b) CROSS RUNWAY (number) [REPORT VACATED];

c) EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) KILOMETRES (or MILES) FINAL; Note.— The pilot will, when requested, report “RUNWAY d) TAXI TO HOLDING POINT [number] [RUNWAY VACATED” when the entire aircraft is beyond the (number)] relevant VIA (specific route to be followed), [HOLD SHORT OF runway-holding position RUNWAY (number)] or [CROSS RUNWAY (number)];

*e) RUNWAY VACATED.

* Denotes pilot transmission.

CIRCUMSTANCES PHRASEOLOGIES

12.6.4.10 PREPARATION FOR TAKE-OFF a) UNABLE TO ISSUE (designator) DEPARTURE (reasons);

b) REPORT WHEN READY [FOR DEPARTURE];

c) ARE YOU READY [FOR DEPARTURE]?;

d) ARE YOU READY FOR IMMEDIATE DEPARTURE?;

... if unable to issue take-off clearance *e) READY;

... clearance to enter runway f) WAIT [reason]; and await take-off clearance g) LINE UP [AND WAIT]; ______1/1/2009 Page 12 ‐ 35 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

†h) LINE UP RUNWAY (number);

... conditional clearances i) LINE UP. BE READY FOR IMMEDIATE DEPARTURE; ... acknowledgement of a conditional clearance ‡j) (condition) LINE UP (brief reiteration of the condition); ... confirmation or otherwise of the readback of *k) (condition) LINING UP (brief reiteration of the conditional clearance condition);

l) [THAT IS] CORRECT (or NEGATIVE) [I SAY AGAIN] ... (as appropriate).

* Denotes pilot transmission.

12.6.4.11 TAKE-OFF CLEARANCE † When there is the possibility of confusion during multiple runway operations.

... when reduced runway ‡ Provisions concerning the use of conditional separation is used clearances are contained in 12.2.7.

... when take-off clearance a) RUNWAY (number) CLEARED FOR TAKE-OFF has not been complied with [REPORT AIRBORNE];

b) (traffic information) RUNWAY (number) CLEARED FOR ... to cancel a take-off clearance TAKE-OFF;

c) TAKE OFF IMMEDIATELY OR VACATE RUNWAY [(instructions)];

d) TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;

e) HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons);

*f) HOLDING;

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CIRCUMSTANCES PHRASEOLOGIES

... to stop a take-off after an g) STOP IMMEDIATELY [(repeat aircraft call sign) aircraft has commenced take-off roll STOP IMMEDIATELY];

*h) STOPPING; ... for helicopter operations i) CLEARED FOR TAKE-OFF [FROM (location)] (present position, taxiway, final approach and take-off area, runway and number);

*j) REQUEST DEPARTURE INSTRUCTIONS;

k) AFTER DEPARTURE TURN RIGHT (or LEFT, or CLIMB) (instructions as appropriate).

* Denotes pilot transmission. HOLDING and 12.6.4.12 TURN OR CLIMB INSTRUCTIONS STOPPING are the AFTER TAKE-OFF procedural responses to e) and g) respectively.

*a) REQUEST RIGHT (or LEFT) TURN; ... to request airborne time b) RIGHT (or LEFT) TURN APPROVED;

c) WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;

... heading to be followed d) REPORT AIRBORNE;

... when a specific track e) AIRBORNE (time); is to be followed f) AFTER PASSING (level) (instructions);

g) CONTINUE RUNWAY HEADING (instructions);

12.6.4.13 ENTERING AN AERODROME TRAFFIC h) TRACK EXTENDED CENTRE LINE (instructions); CIRCUIT i) CLIMB STRAIGHT AHEAD (instructions). * Denotes pilot transmission.

*a) [aircraft type] (position) (level) FOR LANDING;

b) JOIN [(direction of circuit)] (position in circuit) (runway number) [SURFACE] WIND (direction and speed) ______1/1/2009 Page 12 ‐ 37 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

(units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];

c) MAKE STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];

CIRCUMSTANCES PHRASEOLOGIES

... when ATIS information *d) (aircraft type) (position) (level) INFORMATION is available (ATIS identification) FOR LANDING;

e) JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)].

* Denotes pilot transmission. 12.6.4.14 IN THE CIRCUIT *a) (position in circuit, e.g. DOWNWIND/FINAL);

b) NUMBER ... FOLLOW (aircraft type and position) [additional instructions if required].

* Denotes pilot transmission.

12.3.4.15 APPROACH INSTRUCTIONS a) MAKE SHORT APPROACH; Note.— The report “LONG FINAL” is made when aircraft turn on to final approach at a distance greater b) MAKE LONG APPROACH (or EXTEND than 7 km (4 NM) from touchdown or when an aircraft DOWNWIND); on a straight-in approach is 15 km(8 NM) from touchdown. In both cases a report “FINAL” is required c) REPORT BASE (or FINAL, or LONG FINAL); at 7 km (4 NM) from Touchdown d) CONTINUE APPROACH [PREPARE FOR POSSIBLE GO AROUND].

12.6.4.16 LANDING CLEARANCE

... when reduced runway a) RUNWAY (number) CLEARED TO LAND; separation is used b) (traffic information) RUNWAY (number) CLEARED ______1/1/2009 Page 12 ‐ 38 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

... special operations TO LAND;

c) CLEARED TOUCH AND GO;

... to make an approach along, or parallel to a runway, d) MAKE FULL STOP; descending to an agreed minimum level *e) REQUEST LOW APPROACH (reasons);

f) CLEARED LOW APPROACH [RUNWAY ... to fly past the control tower or other observation (number)] point for the purpose of [(altitude restriction if required) (go around visual inspection by instructions)]; persons on the ground

*g) REQUEST LOW PASS (reasons);

h) CLEARED LOW PASS [as in f)];

CIRCUMSTANCES PHRASEOLOGIES

... for helicopter operations *i) REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location));

j) MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location, runway, taxiway, final approach and take-off area)) [ARRIVAL (or ARRIVAL ROUTE) (number, name, or code)]. [HOLD SHORT OF (active runway, extended runway centre line, other)]. [REMAIN (direction or distance) FROM (runway, runway centre line, other helicopter or aircraft)]. [CAUTION (power lines, unlighted obstructions, wake turbulence, etc.)]. CLEARED TO LAND. 12.6.4.17 DELAYING AIRCRAFT * Denotes pilot transmission.

a) CIRCLE THE AERODROME;

12.6.4.18 MISSED APPROACH b) ORBIT (RIGHT, or LEFT) [FROM PRESENT POSITION];

c) MAKE ANOTHER CIRCUIT.

a) GO AROUND;

12.3.4.19 INFORMATION TO AIRCRAFT *b) GOING AROUND. ______1/1/2009 Page 12 ‐ 39 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

* Denotes pilot transmission.

a) LANDING GEAR APPEARS DOWN;

b) RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN); ... wake turbulence c) WHEELS APPEAR UP;

d) RIGHT (or LEFT, or NOSE) WHEEL DOES NOT ... jet blast on apron or taxiway APPEAR UP (or DOWN); ... propeller-driven aircraft slipstream e) CAUTION WAKE TURBULENCE [FROM ARRIVING (or DEPARTING) (type of aircraft)] [additional information as required];

f) CAUTION JET BLAST;

g) CAUTION SLIPSTREAM.

CIRCUMSTANCES PHRASEOLOGIES

12.3.4.20 RUNWAY VACATING AND a) CONTACT GROUND (frequency); COMMUNICATIONS AFTER LANDING b) WHEN VACATED CONTACT GROUND (frequency);

c) EXPEDITE VACATING;

d) YOUR STAND (or GATE) (designation);

e) TAKE (or TURN) FIRST (or SECOND, or CONVENIENT) ... for helicopter operations LEFT (or RIGHT) AND CONTACT GROUND (frequency);

f) AIR-TAXI TO HELICOPTER STAND (or) HELICOPTER PARKING POSITION (area);

g) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];

h) AIR-TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active ______1/1/2009 Page 12 ‐ 40 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

or inactive runway). AVOID (aircraft or vehicles or personnel).

12.6.5 Coordination between ATS units

CIRCUMSTANCES PHRASEOLOGIES

12.3.5.1 ESTIMATES AND REVISIONS a) ESTIMATE [direction of flight] (aircraft call sign) [SQUAWKING (SSR code)] (type) ESTIMATED (significant point) (time) (level) (or DESCENDING FROM (level) TO (level)) [SPEED (filed TAS)] (route) [REMARKS];

b) ESTIMATE (significant point) ON (aircraft call sign); ... receiving unit reply (if flight plan details are not available) c) NO DETAILS;

... receiving unit reply (if flight plan details are available) (aircraft type) (destination);

[SQUAWKING (SSR code)] [ESTIMATED] (significant point) (time) AT (level); Note.— In the event that flight plan details are not available the receiving station shall reply to b) NO DETAILS and transmitting station shall pass full estimate as in a).

d) ESTIMATE UNMANNED FREE BALLOON(S) (identification and classification) ESTIMATED OVER (place) AT (time) REPORTED FLIGHT LEVEL(S) (figure or figures) [or FLIGHT LEVEL UNKNOWN] MOVING (direction) ESTIMATED GROUND SPEED (figure) (other pertinent information, if any);

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CIRCUMSTANCES PHRASEOLOGIES

e) REVISION (aircraft call sign) (details as necessary).

12.6.5.2 TRANSFER OF CONTROL a) REQUEST RELEASE OF (aircraft call sign);

b) (aircraft call sign) RELEASED [AT (time)] [conditions/restrictions];

c) IS (aircraft call sign) RELEASED [FOR CLIMB (or DESCENT)];

d) (aircraft call sign) NOT RELEASED [UNTIL (time or significant point)];

e) UNABLE (aircraft call sign) [TRAFFIC IS (details)].

12.6.5.3 CHANGE OF CLEARANCE a) MAY WE CHANGE CLEARANCE OF (aircraft call sign) TO (details of alteration proposed);

b) AGREED TO (alteration of clearance) OF (aircraft call sign);

c) UNABLE (aircraft call sign);

d) UNABLE (desired route, level, etc.) [FOR (aircraft call sign)] [DUE (reason)] (alternative clearance proposed). 12.6.5.4 APPROVAL REQUEST

a) APPROVAL REQUEST (aircraft call sign) ESTIMATED DEPARTURE FROM (significant point) AT (time);

b) (aircraft call sign) REQUEST APPROVED [(restriction if any)]; 12.6.5.5 INBOUND RELEASE c) (aircraft call sign) UNABLE (alternative instructions).

[INBOUND RELEASE] (aircraft call sign) [SQUAWKING (SSR 12.6.5.6 HANDOVER code)] (type) FROM (departure point) RELEASED AT (significant point, or time, or level) CLEARED TO AND ESTIMATING (clearance limit) (time) AT (level) [EXPECTED APPROACH TIME or NO DELAY EXPECTED] CONTACT AT ______1/1/2009 Page 12 ‐ 42 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

(time).

HANDOVER (aircraft call sign) [SQUAWKING (SSR code)] POSITION (aircraft position) (level).

CIRCUMSTANCES PHRASEOLOGIES

a) EXPEDITE CLEARANCE (aircraft call sign) EXPECTED DEPARTURE FROM (place) AT (time);

b) EXPEDITE CLEARANCE (aircraft call sign) [ESTIMATED] OVER (place) AT (time) REQUESTS (level or route, etc.). 12.3.5.8 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) OPERATIONS

... to verbally supplement estimate messages of aircraft non-approved for RVSM or to verbally a) NEGATIVE RVSM [(supplementary information, e.g. supplement an automated estimate State message exchange that does not aircraft)]; automatically transfer information from Item 18 of the flight plan followed by supplementary information, as appropriate

... to communicate the cause of a Contingency relating to an aircraft that is unable to conduct RVSM operations due to severe turbulence b) UNABLE RVSM DUE TURBULENCE (or or other severe meteorological EQUIPMENT, as phenomena or equipment failure, as applicable). applicable

12.3.6 Phraseologies to be used related to CPDLC

CIRCUMSTANCES PHRASEOLOGIES

12.3.6.1 OPERATIONAL STATUS

... failure of CPDLC a) [ALL STATIONS] CPDLC FAILURE (instructions);

... failure of a single CPDLC b) CPDLC MESSAGE FAILURE (appropriate clearance, ______1/1/2009 Page 12 ‐ 43 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

Message instruction, information or request);

... to correct CPDLC clearances, c) DISREGARD CPDLC (message type) MESSAGE, instructions, information or BREAK requests (correct clearance, instruction, information or request);

... to instruct all stations or a specific flight to avoid sending d) [ALL STATIONS] STOP SENDING CPDLC CPDLC requests for a limited REQUESTS period of time [UNTIL ADVISED] [(reason)];

... to resume normal use of CPDLC

e) [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS.

12.7 ATS SURVEILLANCE SERVICE PHRASEOLOGIES

Note.— The following comprise phraseologies specifically applicable when an ATS surveillance system is used in the provision of air traffic services. The phraseologies detailed in the sections above for use in the provision of air traffic services are also applicable, as appropriate, when an ATS surveillance system is used.

12.7.1 General ATS surveillance service phraseologies

CIRCUMSTANCES PHRASEOLOGIES

12.7.1.1 IDENTIFICATION OF AIRCRAFT a) REPORT HEADING [AND FLIGHT LEVEL (or ALTITUDE)];

b) FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three digits);

c) TRANSMIT FOR IDENTIFICATION AND REPORT HEADING;

d) RADAR CONTACT [position];

e) IDENTIFIED [position];

f) NOT IDENTIFIED [reason], [RESUME (or CONTINUE) OWN NAVIGATION]. 12.7.1.2 POSITION INFORMATION POSITION (distance) (direction) OF (significant point) (or OVER or ABEAM (significant point)). 12.7.1.3 VECTORING INSTRUCTIONS

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a) LEAVE (significant point) HEADING (three digits);

b) CONTINUE HEADING (three digits);

c) CONTINUE PRESENT HEADING;

d) FLY HEADING (three digits);

e) TURN LEFT (or RIGHT) HEADING (three digits) [reason];

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES [reason];

g) STOP TURN HEADING (three digits);

h) FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point);

i) HEADING IS GOOD.

CIRCUMSTANCES PHRASEOLOGIES

12.7.1.4 TERMINATION OF VECTORING a) RESUME OWN NAVIGATION (position of aircraft) (specific instructions);

b) RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) KILOMETRES (or MILES)]. 12.7.1.5 MANOEUVRES

a) MAKE A THREE SIXTY TURN LEFT (or RIGHT) [reason]; ... (in case of unreliable directional instruments on board aircraft) b) ORBIT LEFT (or RIGHT) [reason];

c) MAKE ALL TURNS RATE ONE (or RATE HALF, or (number) DEGREES PER SECOND) START AND STOP Note.— When it is necessary to specify a ALL TURNS ON THE COMMAND “NOW”; reason for vectoring or for the above

______1/1/2009 Page 12 ‐ 45 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology manoeuvres, the following phraseologies should be used: d) TURN LEFT (or RIGHT) NOW; a) DUE TRAFFIC; b) FOR SPACING; e) STOP TURN NOW. c) FOR DELAY; d) FOR DOWNWIND (or BASE, or FINAL).

12.7.1.6 SPEED CONTROL

a) REPORT SPEED;

*b) SPEED (number) KILOMETRES PER HOUR (or KNOTS);

c) MAINTAIN (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

d) DO NOT EXCEED (number) KILOMETRES PER HOUR (or KNOTS);

e) MAINTAIN PRESENT SPEED;

f) INCREASE (or REDUCE) SPEED TO (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)];

g) INCREASE (or REDUCE) SPEED BY (number) KILOMETRES PER HOUR (or KNOTS);

h) RESUME NORMAL SPEED;

i) REDUCE TO MINIMUM APPROACH SPEED;

j) REDUCE TO MINIMUM CLEAN SPEED;

CIRCUMSTANCES PHRASEOLOGIES

k) NO [ATC] SPEED RESTRICTIONS.

* Denotes pilot transmission.

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12.7.1.7 POSITION REPORTING ... to omit position reports a) OMIT POSITION REPORTS [UNTIL (specify)];

b) NEXT REPORT AT (significant point);

c) REPORTS REQUIRED ONLY AT (significant point(s));

d) RESUME POSITION REPORTING.

12.7.1.8 TRAFFIC INFORMATION AND AVOIDING ACTION a) TRAFFIC (number) O’CLOCK (distance) (direction of flight) [any other pertinent information]: 11) UNKNOWN; 12) SLOW MOVING; 13) FAST MOVING; 14) CLOSING; 15) OPPOSITE (or SAME) DIRECTION; 16) OVERTAKING; ... (if known) 17) CROSSING LEFT TO RIGHT (or RIGHT TO LEFT); 18) (aircraft type); 19) (level); 10) CLIMBING (or DESCENDING); ... to request avoiding action *b) REQUEST VECTORS;

c) DO YOU WANT VECTORS?; ... when passing unknown traffic d) CLEAR OF TRAFFIC [appropriate instructions];

e) TURN LEFT (or RIGHT) IMMEDIATELY HEADING (three digits) TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clock-reference and distance);

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC 12.7.1.9 COMMUNICATIONS AND LOSS OF AT (bearing by clock-reference and distance). COMMUNICATIONS * Denotes pilot transmission.

a) [IF] RADIO CONTACT LOST (instructions);

b) IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions);

c) REPLY NOT RECEIVED (instructions);

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CIRCUMSTANCES PHRASEOLOGIES

... if loss of communications d) IF YOU READ [manoeuvre instructions or SQUAWK Suspected (code or IDENT)];

e) (manoeuvre, SQUAWK or IDENT) OBSERVED. POSITION (position of aircraft). [(instructions)]. 12.7.1.10 TERMINATION OF RADAR AND/OR ADS-B SERVICE a) RADAR SERVICE (or IDENTIFICATION) TERMINATED [DUE (reason)] (instructions);

b) WILL SHORTLY LOSE IDENTIFICATION (appropriate instructions or information);

12.7.1.11 RADAR AND/OR ADS-B EQUIPMENT c) IDENTIFICATION LOST [reasons] (instructions). DEGRADATION

a) SECONDARY RADAR OUT OF SERVICE (appropriate information as necessary);

b) PRIMARY RADAR OUT OF SERVICE (appropriate information as necessary);

c) ADS-B OUT OF SERVICE (appropriate information as necessary).

12.7.2 Radar in approach control service

CIRCUMSTANCES PHRASEOLOGIES

12.7.2.1 VECTORING FOR APPROACH a) VECTORING FOR (type of pilot-interpreted aid) APPROACH RUNWAY (number);

b) VECTORING FOR VISUAL APPROACH RUNWAY (number) REPORT FIELD (or RUNWAY) IN SIGHT;

c) VECTORING FOR (positioning in the circuit);

d) VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number);

e) VECTORING FOR PRECISION APPROACH RUNWAY (number); ______1/1/2009 Page 12 ‐ 48 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

f) (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions).

CIRCUMSTANCES PHRASEOLOGIES

12.7.2.2 VECTORING FOR ILS AND OTHER a) POSITION (number) KILOMETRES (or MILES) from PILOT-INTERPRETED AIDS (fix). TURN LEFT (or RIGHT) HEADING (three digits);

b) YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point or TOUCHDOWN); ... when a pilot wishes to be positioned a specific distance from *c) REQUEST (distance) FINAL; touchdown d) CLEARED FOR (type of approach) APPROACH RUNWAY ... instructions and information (number);

e) REPORT ESTABLISHED ON [ILS] LOCALIZER (or ON GBAS/SBAS/MLS APPROACH COURSE);

f) CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED];

g) TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT] or [REPORT ESTABLISHED];

h) EXPECT VECTOR ACROSS (localizer course or radio aid) (reason);

i) THIS TURN WILL TAKE YOU THROUGH (localizer course or radio aid) [reason];

j) TAKING YOU THROUGH (localizer course or radio aid) [reason];

k) MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION;

l) REPORT ESTABLISHED ON GLIDE PATH;

12.7.2.3 MANOEUVRE DURING INDEPENDENT AND m) INTERCEPT (localizer course or radio aid) [REPORT DEPENDENT PARALLEL APPROACHES ESTABLISHED].

* Denotes pilot transmission.

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a) CLEARED FOR (type of approach) APPROACH RUNWAY (number) LEFT (or RIGHT);

b) YOU HAVE CROSSED THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE). TURN LEFT (or RIGHT) IMMEDIATELYAND RETURN TO THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE);

c) ILS (or MLS) RUNWAY (number) LEFT (or RIGHT) LOCALIZER (or MLS) FREQUENCY IS (frequency);

CIRCUMSTANCES PHRASEOLOGIES

... for avoidance action when d) TURN LEFT (or RIGHT) (number) DEGREES (or an aircraft is observed HEADING) (three digits) IMMEDIATELY TO AVOID penetrating the NTZ TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (altitude); ... for avoidance action below 120 m (400 ft) above the runway e) CLIMB TO (altitude) IMMEDIATELY TO AVOID threshold elevation where parallel TRAFFIC approach obstacle assessment [DEVIATING FROM ADJACENT APPROACH] (further surfaces (PAOAS) criteria are instructions). being applied

12.7.2.4 SURVEILLANCE RADAR APPROACH

12.7.2.4.1 PROVISION OF SERVICE a) THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) METRES (or FEET) CHECK YOUR MINIMA [IN CASE OF GO AROUND (instructions)];

12.7.2.4.2 ELEVATION b) APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN.

a) COMMENCE DESCENT NOW [TO MAINTAIN A (number) 12.7.2.4.3 POSITION DEGREE GLIDE PATH];

b) (distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) ______1/1/2009 Page 12 ‐ 50 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

12.7.2.4.4 CHECKS SHOULD BE (numbers and units).

12.7.2.4.5 COMPLETION OF APPROACH

(distance) FROM TOUCHDOWN.

a) CHECK GEAR DOWN [AND LOCKED];

b) OVER THRESHOLD.

a) REPORT VISUAL;

b) REPORT RUNWAY [LIGHTS] IN SIGHT;

c) APPROACH COMPLETED [CONTACT (unit)].

CIRCUMSTANCES PHRASEOLOGIES

12.7.2.5 PAR APPROACH

12.7.2.5.1 PROVISION OF SERVICE a) THIS WILL BE A PRECISION RADAR APPROACH RUNWAY (number);

b) PRECISION APPROACH NOT AVAILABLE DUE (reason) (alternative instructions);

c) IN CASE OF GO AROUND (instructions).

12.7.2.5.2 COMMUNICATIONS a) DO NOT ACKNOWLEDGE FURTHER TRANSMISSIONS;

b) REPLY NOT RECEIVED. WILL CONTINUE INSTRUCTIONS. 12.7.2.5.3 AZIMUTH

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a) CLOSING [SLOWLY (or QUICKLY)] [FROM THE LEFT (or FROM THE RIGHT)];

b) HEADING IS GOOD;

c) ON TRACK;

d) SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT) OF TRACK; 12.7.2.5.4 ELEVATION e) (number) METRES LEFT (or RIGHT) OF TRACK.

a) APPROACHING GLIDE PATH;

b) COMMENCE DESCENT NOW [AT (number) METRES PER SECOND OR (number) FEET PER MINUTE (or ESTABLISH A (number) DEGREE GLIDE PATH)];

c) RATE OF DESCENT IS GOOD;

d) ON GLIDE PATH;

e) SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW) GLIDE PATH;

f) [STILL] (number) METRES (or FEET) TOO HIGH (or TOO LOW);

g) ADJUST RATE OF DESCENT;

h) COMING BACK [SLOWLY (or QUICKLY)] TO THE GLIDE PATH;

CIRCUMSTANCES PHRASEOLOGIES

i) RESUME NORMAL RATE OF DESCENT;

j) ELEVATION ELEMENT UNSERVICEABLE (to be followed by appropriate instructions);

k) (distance) FROM TOUCHDOWN. ALTITUDE (or HEIGHT) SHOULD BE (numbers and units). ______1/1/2009 Page 12 ‐ 52 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

12.7.2.5.5 POSITION

12.7.2.5.6 CHECKS

a) (distance) FROM TOUCHDOWN;

12.7.2.5.7 COMPLETION OF APPROACH b) OVER APPROACH LIGHTS;

c) OVER THRESHOLD.

a) CHECK GEAR DOWN AND LOCKED;

b) CHECK DECISION ALTITUDE (or HEIGHT). 12.7.2.5.8 MISSED APPROACH

a) REPORT VISUAL;

b) REPORT RUNWAY [LIGHTS] IN SIGHT;

c) APPROACH COMPLETED [CONTACT (unit)].

a) CONTINUE VISUALLY OR GO AROUND [missed approach instructions];

b) GO AROUND IMMEDIATELY [missed approach instructions] (reason);

c) ARE YOU GOING AROUND?;

d) IF GOING AROUND (appropriate instructions);

*e) GOING AROUND.

* Denotes pilot transmission.

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12.7.3 Secondary surveillance radar (SSR) and ADS-B phraseologies

CIRCUMSTANCES PHRASEOLOGIES

12.7.3.1 TO REQUEST THE CAPABILITY OF a) ADVISE TRANSPONDER CAPABILITY; THE SSR EQUIPMENT *b) TRANSPONDER (as shown in the flight plan);

c) NEGATIVE TRANSPONDER.

* Denotes pilot transmission

12.7.3.2 TO REQUEST THE CAPABILITY OF THE a) ADVISE ADS-B CAPABILITY; ADS-B EQUIPMENT *b) ADS-B TRANSMITTER (data link);

*c) ADS-B RECEIVER (data link);

*d) NEGATIVE ADS-B.

* Denotes pilot transmission.

12.7.3.3 TO INSTRUCT SETTING OF TRANSPONDER a) FOR DEPARTURE SQUAWK (code);

b) SQUAWK (code).

12.7.3.4 RESELECT THE ASSIGNED MODE AND CODE a) RESET SQUAWK [(mode)] (code);

*b) RESETTING (mode) (code).

* Denotes pilot transmission.

12.7.3.5 TO REQUEST RESELECTION OF RE-ENTER [ADS-B or MODE S] AIRCRAFT AIRCRAFT IDENTIFICATION IDENTIFICATION.

12.7.3.6 TO REQUEST THE PILOT TO CONFIRM a) CONFIRM SQUAWK (code); THE CODE SELECTED ON THE AIRCRAFT’S TRANSPONDER *b) SQUAWKING (code).

* Denotes pilot transmission.

a) SQUAWK [(code)] [AND] IDENT;

12.7.37 TO REQUEST THE OPERATION OF THE b) SQUAWK LOW; IDENT FEATURE c) SQUAWK NORMAL;

d) TRANSMIT ADS-B IDENT. ______1/1/2009 Page 12 ‐ 54 Initial Issue Manual of Air Traffic Services Chapter 12 - Phraseology

CIRCUMSTANCES PHRASEOLOGIES

12.7.3.9 TO REQUEST EMERGENCY CODE SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO- ZERO].

12.7.3.10 TO REQUEST TERMINATION OF TRANSPONDER AND/OR ADS-B TRANSMITTER a) STOP SQUAWK [TRANSMIT ADS-B ONLY]; OPERATION b) STOP ADS-B TRANSMISSION [SQUAWK (code) ONLY]. Note.— Independent operations of Mode S transponder and ADS-B may not be possible in all aircraft (e.g. where ADS-B is solely provided by 1 090 MHz extended squitter emitted from the transponder). In such cases, aircraft may not be able to comply with ATC instructions related to ADS-B operation.

12.7.3.11 TO REQUEST TRANSMISSION OF PRESSURE-ALTITUDE a) SQUAWK CHARLIE;

b) TRANSMIT ADS-B ALTITUDE.

12.7.3.12 TO REQUEST PRESSURE SETTING CHECK AND CONFIRMATION OF LEVEL CHECK ALTIMETER SETTING AND CONFIRM (level).

12.7.3.13 TO REQUEST TERMINATION OF PRESSURE-ALTITUDE TRANSMISSION BECAUSE a) STOP SQUAWK CHARLIE WRONG INDICATION; OF FAULTY OPERATION b) STOP ADS-B ALTITUDE TRANSMISSION [(WRONG Note.— See Note to paragraph 12.4.3.10. INDICATION or reason)].

12.7.3.14 TO REQUEST LEVEL CHECK

CONFIRM (level).

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12.8 AUTOMATIC DEPENDENT SURVEILLANCE — CONTRACT (ADS-C) PHRASEOLOGIES

CIRCUMSTANCES PHRASEOLOGIES

12.8.1 General ADS-C phraseologies

12.8.1.1 ADS-C DEGRADATION ADS-C (or ADS-CONTRACT) OUT OF SERVICE (appropriate information as necessary).

12.9 ALERTING PHRASEOLOGIES

CIRCUMSTANCES PHRASEOLOGIES

12.9.1 Alerting phraseologies

12.9.1.1 LOW ALTITUDE WARNING (aircraft call sign) LOW ALTITUDE WARNING, CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS (number) [(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)]. 12.9.1.2 TERRAIN ALERT

(aircraft call sign) TERRAIN ALERT, (suggested pilot action, if possible).

12.10 GROUND CREW/FLIGHT CREW PHRASEOLOGIES

CIRCUMSTANCES PHRASEOLOGIES

12.10.1 Ground crew/flight crew phraseologies

12.10.1.1 STARTING PROCEDURES (GROUND a) [ARE YOU] READY TO START UP?; CREW/COCKPIT) *b) STARTING NUMBER (engine number(s)).

Note 1.— The ground crew should follow this exchange by either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed.

Note 2.— Unambiguous identification of the parties concerned is essential in any communications between ground crew and pilots.

* Denotes pilot transmission.

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CIRCUMSTANCES PHRASEOLOGIES

1210.1.2 PUSHBACK PROCEDURES

... (ground crew/cockpit a) ARE YOU READY FOR PUSHBACK?;

*b) READY FOR PUSHBACK;

c) CONFIRM BRAKES RELEASED;

*d) BRAKES RELEASED;

e) COMMENCING PUSHBACK;

f) PUSHBACK COMPLETED;

*g) STOP PUSHBACK;

h) CONFIRM BRAKES SET;

*i) BRAKES SET;

*j) DISCONNECT;

k) DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT).

Note.— This exchange is followed by a visual signal to the pilot to indicate that disconnect is completed and all is clear for taxiing.

* Denotes pilot transmission.

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Chapter 13 AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT (ADS -C) SERVICES

13.1 GENERAL d) conformance monitoring (the ADS-C reported The provision of air traffic services to aircraft, based on current position or projected profile is compared to the information received from aircraft via ADS-C is expected aircraft position, which is based on the current generally referred to as the provision of ADS-C flight plan. Along track, lateral and vertical deviations services. that exceed a predefined tolerance limit will permit an out of- conformance alert to be issued to the controller); 13.2 ADS GROUND SYSTEM CAPABILITIES e) flight plan update (e.g. longitudinal variations that 13.2.1 ADS-C ground systems used in the provision of exceed pre-defined tolerance limits will be used to air traffic services shall have a very high level of adjust expected arrival times at subsequent fixes); reliability, availability and integrity. The possibility of system failures or significant system degradations that f) intent validation (intent data contained in ADS-C may cause complete or partial interruptions of service reports, such as extended projected profile, are shall be very remote. Back-up facilities shall be compared with the current clearance and discrepancies provided. are identified);

Note 1. — An ADS-C ground system will normally g) conflict detection (the ADS-C data can be used by the consist of a number of integrated elements, including ADS-C ground system automation to identify violations communication interfaces, a data processing system and of separation minima); one or more controller interfaces. h) conflict prediction (the ADS-C position data can be Note 2. — Information pertaining to use of ADSC and used by the ADS-C ground system automation to to system reliability, availability and integrity is identify potential violations of separation minima); contained in the Manual of Air Traffic Services Data Link Applications (Doc 9694). i) tracking (the tracking function is intended to extrapolate the current position of the aircraft based on 13.2.2 ADS-C ground systems should be capable of ADS-C reports); integration with other automated systems used in the provision of ATS and should provide for an appropriate j) wind estimation (ADS-C reports containing wind data level of automation with the objectives of improving the may be used to update wind forecasts and hence accuracy and timeliness of data displayed to the expected arrival times at waypoints); and controller and reducing controller workload and the need for verbal coordination between adjacent control k) flight management (ADS-C reports may assist positions and ATC units. automation in generating optimum conflict-free clearances to support possible fuel-saving techniques, 13.2.3 Several significant functional requirements are such as cruise climbs, requested by the operators). necessary to permit the effective implementation of an ADS-C service in a CNS/ATM environment. Ground Note. — The use of ADS-C does not relieve the systems shall provide for: controller of the obligation to continuously monitor the traffic situation. a) the transmitting, receiving, processing and displaying of ADS-C messages related to flights quipped for and 13.2.4 The sharing of ADS-C information should be operating within environments where ADS-C services facilitated to the extent possible, in order to extend and are being provided; improve surveillance in adjacent control areas, thereby reducing the need for additional ADS contracts to be b) the display of safety-related alerts and warnings; supported by a given aircraft. c) position monitoring (the aircraft’s current position as 13.2.5 Automated exchange of coordination data derived from ADS-C reports is displayed to the relevant to aircraft being provided with an ADS-C controller for air traffic situation monitoring); service, and the establishment of automated

______1/1/2009 Page 13 - 1 Initial Issue Manual of Air Traffic Services Chapter 13 – Automatic Dependent Surveillance – Contract (ADS-C) Services coordination procedures shall be provided for on the b) be capable of assuming, in the event of system basis of regional air navigation agreements. malfunction, the minimum tasks for the provision of an air traffic control service, normally performed by 13.2.6 Air traffic control facilities providing an ADS-C automation. service shall be capable of storing and disseminating specific flight information relating to flights equipped Note 1. — Automated systems, while designed to for and operating within environments where an ADS-C provide high operational integrity, remain susceptible to service is provided. error and failure. Human participation is integral to the safety of the air traffic system. 13.2.7 Effective human-machine interfaces shall exist for the controller to permit appropriate utilization of the Note 2. — Guidance material on Human Factors ADS-C derived information and associated automated principles can be found in the Human Factors Training features. Manual (Doc 9683), Human Factors Digest No. 8 — Human Factors in Air Traffic Control (Circular 241), 13.3 ADS-C-RELATED AERONAUTICAL and Human Factors Digest No. 11 — Human Factors in INFORMATION CNS/ATM Systems (Circular 249).

Adequate information on the operating practices having 13.4.1.4 Information provided by the ground system a direct effect on the operations of air traffic services may be used by the controller to perform the following shall be published in aeronautical information functions in the provision of air traffic control services: publications. This shall include a brief description concerning the area of responsibility, requirements and a) enhance safety; conditions under which the ADS-C service is available, equipment limitations, ADS-C failure procedures, if b) maintain an accurate awareness of the air traffic required, and the initial address (es) for each ATC unit. situation;

c) apply separation minima;

13.4 USE OF ADS-C IN THE PROVISION d) take appropriate action regarding any significant OF AIR TRAFFIC CONTROL SERVICE deviation by aircraft from the terms of their respective air traffic control clearances, including their cleared 13.4.1 General routes, levels and speed when appropriate;

13.4.1.1 ADS-C may be used in the provision of an air Note.— Where tolerances regarding such matters as traffic control service, provided identification of the adherence to 3-D position, speed or time have been aircraft is unambiguously established. prescribed by the appropriate ATS authority, deviations are not considered significant until such tolerances are 13.4.1.2 Flight data processing of ADS-C data may be exceeded. used in the provision of an air traffic control service, provided the correlation between the ADS-C data down e) provide updated position information regarding linked by that aircraft and the flight plan details held for aircraft to other controllers when required; and the aircraft has been accomplished. f) improve airspace utilization, reduce delays, as well as Note.— A combination of information received from provide for direct routings and more optimum flight the aircraft may be necessary to ensure unambiguous profiles. correlation, e.g. departure aerodrome, estimated off- block time (EOBT), and destination aerodrome might be 13.4.2 Presentation of ADS-C data used. 13.4.2.1 Appropriate ADS-C data shall be presented to 13.4.1.3 Human Factors principles shall be observed. In the controller in a manner suitable to achieve the control particular, the controller shall be provided with enough functions in information to: 13.4.1.4. Display systems shall incorporate a situation a) maintain situational awareness; and (plan view) display, textual information display, aural

______1/1/2009 Page 13 - 2 Initial Issue Manual of Air Traffic Services Chapter 13 – Automatic Dependent Surveillance – Contract (ADS-C) Services and visual alerts in such combinations as deemed 13.4.2.4.1 If more than one ADS-C report is queued in appropriate. any one of a), b) or c) above, they shall be handled in the order received. 13.4.2.2 Display systems may display actual ADS-C report information only or a combination of actual 13.4.2.5 Safety-related alerts and warnings, including ADS-C report information and data derived from ADS- emergency/urgent reports, shall be presented in a clear C reports. Additionally, display systems may and distinct manner. Provisions shall be made for incorporate surveillance information from a number of alerting the controller when expected ADS-C reports are other sources, including data derived from radar, ADS- not received within an appropriate time. B, the flight data processing system (FDPS) and/or CPDLC or voice position reports. Note.— Non-receipt of ADS-C event contract reports may be undetectable. 13.4.2.2.1 Where surveillance information is derived from different sources, the type of surveillance shall be 13.4.3 Provision of ADS-C services readily apparent to the controller. 13.4.3.1 GENERAL 13.4.2.3 ADS information available to the controller on a situation display shall, as a minimum, include ADS 13.4.3.1.1 The number of aircraft simultaneously position indications and map information. provided with ADS-C services shall not exceed that which can safely be handled under the prevailing 13.4.2.3.1 When applicable, distinct symbols should be circumstances, taking into account: used to differentiate presentation of position indications which are derived from: a) the complexity of the traffic situation and associated workload within the sector or area of responsibility of a) ADS-C position reports; or the controller; b) combinations of ADS-C with information derived b) the level of automation of the ADS-C ground system; from other surveillance sources, e.g. PSR, SSR, ADS-B; or c) the overall technical performance of the ADS-C systems and communications systems, including c) ADS-C extrapolations; possible degradations that would require use of back-up facilities; 13.4.2.3.2 Labels used to provide ADS-Cderived information and any other information that may be d) the overall performance of the backup surveillance available shall, as a minimum, be displayed in and communications systems; and alphanumeric form. e) the effect of loss of controller-pilot communications. 13.4.2.3.3 Label information shall, as a minimum, include aircraft identification and level information. All Note.— Further guidance on the factors to be label information shall be presented in a clear and considered can be found in the Manual of Air Traffic concise manner. Labels shall be associated with their Services Data Link Applications (Doc 9694). ADS-C position indications in a manner precluding erroneous identification. 13.4.3.2 Coordination and transfer of control of ADS-C aircraft 13.4.2.4 When ADS-C reports are queued, the controller shall be given an indication that more urgent reports are 13.4.3.2.1 Appropriate arrangements shall be made in available based on the following order of priority: and between any ATC units using ADS-C to ensure the coordination of ADS-C and non-ADS-C traffic and to a) emergency and/or urgency mode ADSC ensure the provision of adequate separation between the reports; ADS-C aircraft and all other aircraft. b) event or demand ADS-C reports; and then 13.4.3.2.2 Transfer of control shall be effected so as to c) periodic ADS-C reports. facilitate uninterrupted provision of ADS-C services where ADS-C is available in adjacent ATC units.

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13.4.3.2.3 The accepting ATC unit shall establish a Note.— This requirement may be met by two way direct contract with the affected aircraft prior to reaching the speech facilities or ATS inter-facility data transfer of control point. Should the accepting ATC unit communications (AIDC). be unable to establish a contract, the transferring ATC unit shall be notified in order to provide ground 13.4.3.2.6 The minimum agreed separation between forwarding of ADS-C data to permit an uninterrupted aircraft about to be transferred shall be as specified in ADS-C service. letters of agreement or local instructions, as appropriate.

13.4.3.2.4 When an aircraft is in an emergency/urgency 13.4.3.3 Communications Controller-pilot mode or is the subject of safety alerts or warnings, this communications shall be such that the possibility of information shall be provided to the accepting ATC communications failure or significant degradations is unit, and the ADS contract shall not be terminated by very remote. Adequate back-up facilities shall be the transferring ATC unit until appropriate coordination provided. has been effected. 13.4.3.4 General ADS procedures 13.4.3.2.5 Transfer of control of aircraft between adjacent control positions or between adjacent ATC 13.4.3.4.1 ADS contract management units may be effected as follows: 13.4.3.4.1.1 Only appropriate ATC units shall initiate a) appropriate ADS-C transfer protocols are observed ADS contracts with a given aircraft. Procedures shall by: ensure that non current contracts are terminated in a timely manner. 1) designation of the ADS-C position indication by automated means; or 13.4.3.4.1.2 The ADS-C ground system shall be able to identify the ADS-C capability of the aircraft and 2) direct designation of the ADS-C position indication if establish appropriate ADS contracts with ADS-C two display systems are adjacent or if a common equipped aircraft. (conference) type of display is used; or 13.4.3.4.1.3 ADS contracts necessary for the control of 3) designation of the ADS-C position indication by the aircraft will be established with each aircraft by the reference to a position accurately indicated on both relevant ADS-C ground system, at least for the portions display systems; of the aircraft flight over which that ATC unit provides air traffic services. b) updated flight plan information on the aircraft about to be transferred is provided to the accepting controller 13.4.3.4.1.4 The contract may include the provision of prior to transfer; basic ADS-C reports at a periodic interval defined by the ADS-C ground system with, optionally, additional c) when controllers are not physically adjacent, direct data containing specific information, which may or may communications facilities are available between them at not be sent with each periodic report. The agreement all times; may also provide for ADS-C reports at geographically defined points such as waypoints, in addition to other Note.— This requirement may be met by two-way specific event-driven reports. direct speech facilities or ATS inter-facility data communications (AIDC). 13.4.3.4.1.5 The aircraft must be capable of supporting ADS-C agreements with at least four ATC unit ADS-C d) the transfer point or points and all other conditions of ground systems simultaneously. application have been made the subject of specific instructions or a specific letter of agreement; and 13.4.3.4.1.5.1 When an ADS-C ground system attempts to establish an ADS-C agreement with an aircraft and is e) the accepting controller is kept current of all control unable to do so due to the aircraft’s inability to support instructions (e.g. level or speed an additional ADS contract, the aircraft should reply instructions) given to the aircraft prior to its transfer and with the ICAO location indicators or eight-letter facility which modify its anticipated flight progress. indicators of the ground systems with which it currently has contracts, in order for the ATC unit to negotiate a contract release. In the event that this information

______1/1/2009 Page 13 - 4 Initial Issue Manual of Air Traffic Services Chapter 13 – Automatic Dependent Surveillance – Contract (ADS-C) Services cannot be provided to the ground system, the ground position information received from that aircraft through system shall nevertheless alert the controller that an pilot reports and/or flight plan conformance. ADS agreement cannot be established. Coordination between the appropriate Air Traffic Control units shall 13.4.3.4.4.2 The pilot of the aircraft whose ADS-C then be effected for the purpose of establishing priority derived position information is within the approved for ADS-C connections with the aircraft. tolerance value need not be advised of such verification.

13.4.3.4.1.6 An ATC unit shall be capable of replacing 13.4.3.4.4.3 If the displayed position information is not or terminating its own ADS contract(s) as required. An within the approved tolerance value, or when a existing contract shall remain in place until any new discrepancy in excess of the approved tolerance value is contract of the same type is accepted by the aircraft or detected subsequent to verification, the pilot shall be until the contract type is terminated. advised accordingly and requested to check the aircraft’s navigation system. 13.4.3.4.2 ADS-C termination 13.4.3.4.4.4 The controller shall adjust the display(s) 13.4.3.4.2.1 ADS contracts may be terminated manually and carry out adequate checks on the accuracy thereof, or automatically by the ADS-C ground system, based on in accordance with instructions prescribed by the agreements between ATS authorities for aircraft appropriate authority responsible for the ADS-C display crossing FIR boundaries. or integrated display system concerned.

13.4.3.4.2.2 ATS authorities shall establish procedures 13.4.3.4.4.5 The controller shall be satisfied that the to ensure that ADS contracts are reestablished as functional capabilities of the ADS-C display system or required when unplanned ADS-C termination occurs. integrated display system, as well as the information displayed, is adequate for the functions to be performed. 13.4.3.4.3 ADS-C agreements 13.4.3.4.4.6 The controller shall report, in accordance 13.4.3.4.3.1 Initial ADS-C agreements shall be with local procedures, any fault in the equipment or any determined by the ATS authority. Subsequent incident requiring investigation or any circumstances modifications to individual contracts may be made at which make it difficult or impractical to provide the discretion of the controller based on the prevailing services on the basis of displayed ADS-C positions. traffic conditions and airspace complexity. 13.4.3.4.5 Emergency and/or urgency reports 13.4.3.4.3.2 When the application of specified separation minima is dependent on the reporting interval Note.— To indicate that it is in a state of emergency or of periodic position reports, the ATC unit shall not to transmit other urgent information, an aircraft establish periodic contracts with a reporting interval equipped with ADS-C might operate the emergency greater than the required reporting interval. and/or urgency mode as follows:

13.4.3.4.3.3 Where an expected position report is not a) emergency; received within a prescribed time parameter, action shall be taken, as appropriate, to ascertain the position of the b) communication failure; aircraft. This may be achieved by the use of an ADS demand contract, CPDLC or voice communications, or c) unlawful interference; receipt of a subsequent periodic report. d) minimum fuel; and/or 13.4.3.4.3.4 An ADS-C aircraft observed to deviate significantly from its cleared flight profile shall be e) medical. advised accordingly. Appropriate action shall also be taken if, in the opinion of the controller, such deviation 13.4.3.4.5.1 When an ADS-C emergency and/or is likely to affect the air traffic service being provided. urgency report is received, the controller with responsibility for the flight must acknowledge receipt of 13.4.3.4.4 Performance checks the information by the most appropriate means of communication. 13.4.3.4.4.1 An ATC unit providing an ADS-C service to an aircraft, shall check the ADS-C three-dimensional

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13.4.3.4.5.2 Both the aircraft and the ADS-C ground 13.4.3.4.6.1.3 In the case of an ADS-C failure that is system shall be capable of supporting an emergency detected before departure from an aerodrome where it is and/or urgency mode of ADSC operation to assist ATC not practicable to effect a repair, the aircraft concerned alerting procedures and to assist search and rescue should be permitted to proceed, as directly as possible, operations. In the event of an aircraft in, or appearing to to the nearest suitable aerodrome where repair can be be in, any form of emergency, all possible assistance made. When granting clearance to such aircraft, the air shall be provided by the controller. traffic control unit should take into consideration the existing or anticipated traffic situation and may have to Note.— The ADS-C airborne system will provide for a modify the time of departure, flight level or route of the pilot-initiated emergency and/or urgency mode. It may intended flight. Subsequent adjustments may become also permit the aircraft to automatically establish the necessary during the course of the flight. emergency and/or urgency mode. 13.4.3.4.6.2 ADS-C ground system shutdown 13.4.3.4.5.3 The ADS-C ground system shall recognize the initiation, modification and termination of an 13.4.3.4.6.2.1 When a planned shutdown of the ADS-C emergency and/or urgency mode and alert the ground system occurs: controller. The ADS-C ground system shall be able to modify the emergency and/or urgency reporting rate if a) a NOTAM shall be published to inform all affected necessary. The ADS-C ground system shall be able to parties of the shutdown period; suppress an emergency/urgency indication. b) reports via voice or CPDLC shall be stipulated; and 13.4.3.4.6 Failure of equipment c) alternative separation shall be established, if required. Note.— It is not expected that the pilot will be made aware of any failure of ADS-C by means of on-board 13.4.3.4.6.2.2 In the event of an unplanned ADS-C monitoring equipment. ground system shutdown, the relevant ATS provider shall: 13.4.3.4.6.1 ADS-C airborne system failure a) inform all affected aircraft and advise them of the 13.4.3.4.6.1.1 On receipt of an airborne failure requirement for position reports via voice or CPDLC; notification, the controller will: b) take necessary action to establish alternative a) advise the pilot of the failure; separation, if required; b) advise the pilot of the requirement for position c) inform the adjacent ATS unit(s) by direct reports via voice or CPDLC; and coordination; and c) take necessary action to establish alternative d) inform all other relevant parties via the publication of separation, if required. a NOTAM, if appropriate.

13.4.3.4.6.1.2 When an aircraft experiencing ADS-C Note. — In an ADS-C-based air traffic control (ATC) failure after departure is operating or expected to system, the accuracy of the positional information operate in an area where the carriage of functional displayed to the controller is dependent upon the ADSC with specified capabilities is mandatory, the aircraft’s on-board navigation or positioning system. ATC units concerned should endeavour to provide for Therefore, any aircraft system degradation that affects continuation of the flight to the aerodrome of first the aircraft’s navigational capabilities will also affect intended landing in accordance with the flight plan. the accuracy of the positional data displayed to the However, under some circumstances, continuation of controller. the flight may not be possible due to traffic or airspace configuration. The aircraft may then be required to 13.5 USE OF ADS-C IN THE APPLICATION OF return to the departure aerodrome or to land at the SEPARATION MINIMA nearest suitable aerodrome acceptable to the operator concerned. 13.5.1 General

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Note.— In an ADS-C-based air traffic control (ATC) of the assigned level by CPDLC or a voice report from system, the accuracy of the positional information the pilot. The aircraft may then be considered to be displayed to the controller is dependent upon the maintaining this level for as long as the ADS-C level aircraft’s on-board navigation or positioning system. information remains within the appropriate tolerance Therefore, any aircraft system degradation that affects values as specified in 13.5.2.1. the aircraft’s navigational capabilities will also affect Note.— A level range deviation event contract may be the accuracy of the positional data displayed to the used to monitor the continued compliance of the aircraft controller. with the appropriate level tolerance values.

13.5.1.1 The procedures and minima in this section are 13.5.2.5.1 When CPDLC is to be used to verify that the applicable when ADS-C is used in the provision of air aircraft has reached the level to which it has been traffic control services. cleared, the uplink message No. 129, REPORT MAINTAINING (level), or uplink message No. 200, 13.5.1.1.1 The use of ADS-C position reports to ensure REPORT REACHING, should be used. separation shall only be applied when there is a reasonable assurance that the provision of ADS-C Note.— Uplink message No. 175, REPORT reports will not be interrupted. REACHING (level), does not provide the same assurance that the aircraft has maintained the assigned 13.5.2 Determination of level occupancy level. On those occasions where the flight management system has been loaded by the pilot to reply 13.5.2.1 The tolerance value which shall be used to automatically to this message, the reply may be sent determine that the ADS-C level information displayed when the aircraft reaches the assigned level, irrespective to the controller is accurate shall be ± 60 m (± 200 ft) in of whether the aircraft maintains the assigned level. RVSM airspace. In other airspace, it shall be ± 90 m (± 300 ft), except that appropriate Air Traffic Services 13.5.2.6 Where it is intended to provide vertical authorities may specify a smaller criterion, but not less separation below a transition level using ADS-C level than ± 60 m (± 200 ft), if this is found to be more information, the appropriate authority shall ensure that practical. such information is corrected to the appropriate barometric altitude. 13.5.2.2 If the ADS-C level information is not within the approved tolerance value, the information must be 13.5.3 Application of horizontal separation using validated by voice or CPDLC. Where it has been ADS-C position information established that the ADS-C level information is incorrect, the appropriate ATS authority shall determine Note 1.— Factors that the ADS controller must take into the action to be taken regarding the display and use of account in determining the spacing to be applied in this information. particular circumstances in order to ensure that the separation minimum is not infringed include aircraft 13.5.2.3 An aircraft cleared to leave a level is relative headings and speeds, ADS-C technical considered to have commenced its manoeuvre and limitations, controller workload and any difficulties vacated the previously occupied level when the ADS caused by communications congestion. level information indicates a change of more than 90 m (300 ft) in the anticipated direction from its previously Note 2. — Information on the determination and assigned level, or verification has been made by receipt application of separation minima is contained in the of a CPDLC or voice report from the pilot. Manual on Airspace Planning Methodology for the Determination of Separation Minima (Doc 9689). 13.5.2.4 An aircraft that is climbing or descending is considered to have crossed a level when the ADS-C 13.5.3.1 ATS authorities shall ensure that contingency level information indicates that it has passed this level procedures are available to be followed in the event of in the required direction by more than 90 m (300 ft) or degradation of ADSC information due to a loss of the that verification has been made by receipt of a CPDLC required navigation performance accuracy. or voice report from the pilot. 13.5.3.2 Distance-based separation minima for use with 13.5.2.5 An aircraft that is climbing or descending is ADS-C may be applied between ADS-C-derived aircraft considered to have reached the level to which it has positions, or between ADS-C-derived positions and been cleared when verification has been made by receipt radar or ADS-B-derived positions. The positions of the

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13.5.3.2.1 Displayed ADS-C position symbols should enable the controller to distinguish between reported, extrapolated or interpolated positions. When there is any doubt regarding the integrity of the information displayed as an extrapolated or interpolated position symbol, it shall be updated by a demand contract request.

13.5.3.2.2 ADS-C-based separation shall not be applied between aircraft holding over the same holding fix. Application of horizontal separation between holding aircraft and other flights shall be subject to requirements and procedures prescribed by the appropriate ATS authority.

13.5.3.3 Information derived from the display of ADS-C information shall not be used to vector an aircraft.

Note. — Vectoring using ADS-C may be possible in the future in cases where the surveillance and communications performance are comparable to the performance of radar systems and direct voice communications using VHF.

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Chapter 14 CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

14.1 General 14.2.3.2 When a request for CPDLC is rejected by an aircraft, the reason for the rejection shall be provided 14.1.1 The CPDLC application provides a means of using CPDLC down link message element NOT communication between the controller and pilot, using CURRENT DATA AUTHORITY or message element data link for ATC communication. NOT AUTHORIZED NEXT DATA AUTHORITY or ICAO FACILITY DESIGNATION of CURRENT 14.1.2 This application includes a set of clearance / DATA AUTHORITY, as appropriate. Local information / request message elements which procedures shall dictate whether the reason for rejection correspond to the phraseologies used in the is presented to the controller. No other reasons for radiotelephony environment. airborne rejection of ATC unit-initiation of CPDLC shall be permitted 14.1.3 Ground and airborne systems shall allow for messages to be appropriately displayed, printed when 14.3 Exchange of operational CPDLC messages required and stored in a manner that permits timely and convenient retrieval should such action be necessary. 14.3.1 General

14.1.4 Where applicable, the communication procedures 14.3.1.1 The controller or pilot shall construct CPDLC for the provision of CPDLC shall be in accordance with messages using the defined message set, a free text Annex 10, Volume III, Part I, Chapter 3. Message message or a combination of both element intent and text and associated procedures are, in general, consistent with Chapter 12 — Phraseologies. 14.3.1.2 The use of long messages or messages with multiple clearance elements, multiple clearance request 14.2 Establishment of CPDLC elements or messages with a combination of clearances and information should be avoided where possible. 14.2.1 General 14.3.1.3 When CPDLC is being used, and the intent of CPDLC shall be established in sufficient time to ensure the message is included in the CPDLC message set that the aircraft is communicating with the appropriate contained in Appendix 5 PANS ATM DOC 4444, the ATC unit. Information concerning when and, where associated message shall be used. applicable, where, the air or ground systems should establish CPDLC, shall be published in Aeronautical 14.3.1.4 Except as provided by 14.3.5.1, when a Information Publications. controller or pilot communicates via CPDLC, the response should be via CPDLC. When a controller or 14.2.2 Airborne-initiated CPDLC pilot communicates via voice, the response should be via voice. 14.2.2.1 When an ATC unit receives an unexpected request for CPDLC from an aircraft, the circumstances 14.3.1.5 Whenever a correction to a message sent via leading to the request shall be obtained from the aircraft CPDLC is deemed necessary or the contents of a to determine further action. message needs to be clarified, the controller or pilot shall use the most appropriate means available for 14.2.2.2 When the ATC unit rejects a request for issuing the correct details or for providing clarification. CPDLC, it shall provide the pilot with the reason for the rejection using an appropriate CPDLC message. Note.— The following procedures may be applied by the controller, in terms of correcting clearances, 14.2.3 ATC unit-initiated CPDLC instructions or information, or by a pilot, in terms of correcting a reply to an uplink message or correcting 14.2.3.1 An ATC unit shall only establish CPDLC with previously advised requests or information. an aircraft if the aircraft has no CPDLC link established, or when authorized by the ATC unit currently having 14.3.1.5.1 When voice communications are used to CPDLC established with the aircraft. correct a CPDLC message for which no operational response has yet been received, the controller’s or

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pilot’s transmission shall be prefaced by the phrase: N Normal 3 “DISREGARD CPDLC (message type) MESSAGE, L Low 4 BREAK” — followed by the correct clearance, instruction, 14.3.2.2 ALERT information or request. The alert attribute delineates the type of alerting Note.— It is possible that, at the time the voice required upon message receipt. Alert types are presented communicated clarification is transmitted, the CPDLC in following table message being referred to has not yet reached the recipient, or has reached the recipient but not acted Alert attribute (uplink and downlink) upon, or has reached the recipient and acted upon. Type Description Precedence 14.3.1.5.2 When referring to, and identifying, the H High 1 CPDLC message to be disregarded, caution should be M Medium 2 exercised in its phrasing so as to avoid any ambiguity L Low 3 with the issuance of the accompanying corrected N No Alerting Required 4 clearance, instruction, information or request. 14.3.2.3 RESPONSE Note.— For example, if SIA445, maintaining FL290, had been instructed via CPDLC to climb to FL350, and 14.3.2.3.1 The response attribute delineates valid the controller needs to correct the clearance utilizing responses for a given message element. Response types voice communications, the following phrase might be for uplink messages are presented in Table 14-A for used: uplink messages and Table 14-B for downlink messages. SIA445 DISREGARD CPDLC CLIMB CLEARANCE MESSAGE, BREAK, CLIMB TO FL310. 14.3.2.3.2 When a multi-element message requires a response and the response is in the form of a single 14.3.1.5.3 If a CPDLC message that requires an message element, the response shall apply to all operational response is subsequently negotiated via message elements. voice, an appropriate CPDLC message closure response shall be sent, to ensure proper synchronization of the Note.— For example, given a multi-element message CPDLC dialogue. This could be achieved either by containing CLIMB TO FL310 MAINTAIN MACH .84, explicitly instructing the recipient of the message via a WILCO response applies to, and indicates compliance voice to close the dialogue or by allowing the system to with, both elements of the message. automatically close the dialogue. 14.3.2.3.3 When a single message element clearance or 14.3.2 Attributes of CPDLC message any part of a multi-element clearance message cannot be complied with, the pilot shall send an UNABLE Message attributes dictate certain message hand-ling response for the whole message. requirements for the CPDLC user receiving a message. Each CPDLC message has three attributes: Urgency, 14.3.2.3.4 The controller shall respond with an Alert and Response. UNABLE message that applies to all elements of the request when no element(s) of a single or multi-element 14.3.2.1 URGENCY clearance request can be approved. The current clearance(s) shall not be restated. The urgency attribute delineates the queuing requirements for received messages that are displayed to 14.3.2.3.5 When a multi-element clearance request can the end user. Urgency types are presented as: only be partially accommodated, the controller shall respond with an UNABLE message applying to all the Urgency attribute (uplink and downlink) message elements of the request and, if appropriate, include a reason and/or information on when a clearance Type Description Precedence may be expected. D Distress 1 U Urgency 2

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Note.— A separate CPDLC message (or messages) may subsequently be transmitted to respond to those elements that can be accommodated.

14.3.2.3.6 When all elements of a single or multi- element clearance request can be accommodated, the controller shall respond with clearances corresponding to each element of the request. This response should be a single uplink message.

Note.— For example, whilst messages containing multi- element clearance requests are to be avoided, a multi- element downlink message containing the indicated message elements:

REQUEST CLEARANCE YQM YYG YYT YQX TRACK X EINN FPL EDDF REQUEST CLIMB TO FL350 REQUEST MACH 0.84 could be responded to with CLEARED YQM YYG YYT YQX TRACK X EINN EDDF CLIMB TO FL350 REPORT MAINTAINING CROSS YYG AT OR AFTER 1150Z NO SPEED RESTRICTION

14.3.2.3.7 When a CPDLC message contains more than one message element and the response attribute for the message is Y, when utilized, the single response message shall contain the corresponding number of replies and in the same order.

Note.— For example, a multi-element uplink message containing

CONFIRM SQUAWK WHEN CAN YOU ACCEPT FL410 could be responded to with SQUAWKING 5525 WE CAN ACCEPT FL410 AT 1636Z.

Table 14 A Response attribute (uplink)

Type Response required Valid responses Precedence

W/U Yes WILCO, UNABLE, STANDBY, NOT 1 CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR

A/N Yes AFFIRM, NEGATIVE, STANDBY, NOT 2 CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR

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R Yes ROGER, UNABLE, STANDBY, NOT 3 CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR

Y Yes Any CPDLC downlink message, LOGICAL 4 ACKNOWLEDGEMENT (only if required)

N No, unless logical LOGICAL ACKNOWLEDGMENT (only if 5 acknowledgement required), NOT CURRENT DATA required AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, ERROR

Table 14 B Response attribute (downlink)

Type Response required Valid responses Precedence

Y Yes Any CPDLC uplink message, LOGICAL 1 ACKNOWLEDGEMENT (only if required)

N No, unless logical LOGICAL ACKNOWLEDGMENT (only if 2 acknowledgement required), required SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD, ERROR

14.3.3 Transfer of CPDLC 14.3.3.3.1 If the controller needs to transfer the aircraft Note.— Action to be taken in the event of the failure of without replying to any downlink message(s) a single CPDLC message is covered in paragraph outstanding, the system shall have the capability to 14.3.8. automatically send the appropriate closure response message(s). In such cases, the contents of any 14.3.3.1 When CPDLC is transferred, the transfer of automatically sent closure response message(s) shall be voice communications and CPDLC shall commence promulgated in local instructions. concurrently. 14.3.3.3.2 When the controller decides to transfer the 14.3.3.2 When an aircraft is transferred from an ATC aircraft without receiving pilot responses to any uplink unit where CPDLC is available to an ATC unit where message(s) outstanding, the controller should revert to CPDLC is not available, CPDLC termination shall voice communications to clarify any ambiguity commence concurrent with the transfer of voice associated with the message(s) outstanding. communications. 14.3.4 Free text messages 14.3.3.3 When a transfer of CPDLC results in a change of data authority, and there are still messages for which The use of free text messages by controllers or pilots, the closure response has not been received (i.e. other than pre-formatted free text messages, should be messages outstanding), the controller transferring the avoided. CPDLC shall be informed.

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Note 1.— Whilst it is recognized that non-routine and considered not delivered and the entire dialogue emergency situations may necessitate use of free text, involving the messages outstanding should be avoidance of utilizing free text messages is intended to recommenced by voice. reduce the possibility of misinterpretation & ambiguity. 14.7.1.5 When CPDLC fails but is restored prior to a Note 2.— Provisions concerning the use of preformatted need to revert to voice communications, all messages free text messages are contained in out-standing should be considered not delivered and the Annex 10, Volume II, entire dialogue involving the messages outstanding should be recommenced via CPDLC. 14.3.5 Emergencies, hazards 14.3.7 Intentional shutdown of CPDLC 14.6.1 When a CPDLC emergency message is received, the controller shall acknowledge receipt of the message 14.7.2.1 When a system shutdown of the by the most efficient means available. communications network or the CPDLC ground system is planned, a NOTAM shall be published to inform all 14.6.2 When responding via CPDLC to a report affected parties of the shutdown period and, if indicating unlawful interference, uplink message necessary, the details of the voice communication ROGER 7500 shall be used. frequencies to be used.

14.6.3 When responding via CPDLC to all other 14.7.2.2 Aircraft currently in communication with the emergency or urgency messages, uplink message ATC unit shall be informed by voice or CPDLC of any ROGER shall be used. imminent loss of CPDLC service.

14.6.4 When a CPDLC message requires a logical 14.3.8 Failure of a single CPDLC message acknowledgment and/or an operational response, and such a response is not received, the pilot or controller, 14.3.8.1 When a controller or pilot is alerted that a as appropriate shall be alerted. single CPDLC message has failed, the controller or pilot shall take one of the following actions as appropriate: 14.3.6 Failure of CPDLC a) via voice, confirm the actions that will be undertaken 14.7.1.1 The controller and pilot shall be alerted to the with respect to the related dialogue, prefacing the failure of CPDLC as soon as the failure has been information with the phrase: detected. CPDLC MESSAGE FAILURE; 14.7.1.2 When a controller or pilot is alerted that CPDLC has failed, and the controller or pilot needs to b) via CPDLC, reissue the CPDLC message that failed. communicate prior to CPDLC being restored, the controller or pilot should revert to voice, if possible, and 14.3.9 Discontinuation of the use of CPDLC pilot preface the information with the phrase: CPDLC requests FAILURE. 14.3.9.1 When a controller requires all stations or a 14.7.1.3 Controllers having a requirement to transmit specific flight to avoid sending CPDLC requests for a information concerning a complete CPDLC ground limited period of time, the following phrase shall be system failure to all stations likely to intercept, should used: preface such transmission by the general call ALL STATIONS CPDLC FAILURE, followed by the ((call sign) or ALL STATIONS) STOP identification of the calling station. SENDING CPDLC REQUESTS [UNTIL ADVISED] [(reason)] Note.— No reply is expected to such general calls unless individual stations are subsequently called to Note.— Under these circumstances, CPDLC remains acknowledge receipt. available for the pilot to, if necessary, respond to messages, to report information and, to declare and 14.7.1.4 When CPDLC fails and communications revert cancel an emergency. to voice, all CPDLC messages outstanding should be

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14.3.9.2 The resumption of the normal use of CPDLC shall be advised by using the following phrase:

((call sign) or ALL STATIONS) RESUME NORMAL CPDLC OPERATIONS

14.3.10 Testing of CPDLC

Where the testing of CPDLC with an aircraft could affect the air traffic services being provided to the aircraft, coordination shall be effected prior to such testing.

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Chapter 15 PROCEDURES RELATING TO EMERGENCIES, COMMUNICATION FAILURE AND CONTINGENCIE 15.1 EMERGENCY PROCEDURES 15.1.1.2 When an emergency is declared by an aircraft, 15.1.1 General the ATS unit should take appropriate and relevant action as follows: 15.1.1.1 The various circumstances surrounding each emergency situation preclude the establishment of exact a) unless clearly stated by the flight crew or otherwise detailed procedures to be followed. The procedures known, take all necessary steps to ascertain aircraft outlined herein are intended as a general guide to air identification and type, the type of emergency, the traffic services personnel. Air traffic control units shall intentions of the flight crew as well as the position and maintain full and complete coordination, and personnel level of the aircraft; shall use their best judgment in handling emergency situations. b) decide upon the most appropriate type of assistance which can be rendered; Note 1. — Additional procedures to be applied in relation to emergencies and contingencies whilst using c) enlist the aid of any other ATS unit or other services an ATS surveillance system are described below: which may be able to provide assistance to the aircraft;

Note 2.— If the pilot of an aircraft encountering a state d) provide the flight crew with any information of emergency has previously been directed by ATC to requested as well as any additional relevant information, select a specific transponder code and/or a specific such as details on suitable aerodromes, minimum safe ADS-B emergency mode, that code and/or mode will altitudes, weather information; normally be maintained unless, in special circumstances, the pilot has decided or has been e) obtain from the operator or the flight crew such of the advised otherwise. Where ATC has not requested a code following information as may be relevant: number of or emergency mode to be set, the pilot will set the persons on board, amount of fuel remaining, possible transponder to Mode A Code 7700 and/or the presence of hazardous materials and the nature thereof; appropriate ADS-B emergency mode. and

Note 3.— Some aircraft equipped with first generation f) notify the appropriate ATS units and authorities as ADS-B avionics have the capability to transmit a specified in local instructions. general emergency alert only, regardless of the code selected by the pilot. 15.1.1.3 Changes of radio frequency and SSR code should be avoided if possible and should normally be Note 4.— Some aircraft equipped with first generation made only when or if an improved service can be ADS-B avionics do not have the capability of squawking provided to the aircraft concerned. Manoeuvring IDENT while the emergency and/or urgency mode is instructions to an aircraft experiencing engine failure selected. should be limited to a minimum. When appropriate, other aircraft operating in the vicinity of the aircraft in (i) In the event of an aircraft in, or appearing to be in, emergency should be advised of the circumstances. any form of emergency, every assistance shall be provided by the controller, and the procedures Note.— Requests to the flight crew for the information prescribed herein may be varied according to the contained in 15.1.1.2 e) will be made only if the situation. information is not available from the operator or from other sources and will be limited to essential (ii) The progress of an aircraft in emergency shall be information. monitored and (whenever possible) plotted on the situation display until the aircraft passes out of coverage 15.1.2 Priority of the Air Traffic Services surveillance system, and position information shall be provided to all air traffic An aircraft known or believed to be in a state of services units which may be able to give assistance to emergency, including being subjected to unlawful the aircraft. Transfer to adjacent sectors shall also be interference, shall be given maximum consideration effected when appropriate.

______15/11/12 Page 15 - 1 Amendment 3 Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies assistance and priority over other aircraft as may be necessitated by the circumstances. d) notify:

15.1.3 Unlawful interference and aircraft bomb 1) the operator or its designated representative; threat 2) the appropriate rescue coordination centre in 15.1.3.1 Air traffic services personnel shall be prepared accordance with appropriate alerting to recognize any indication of the occurrence of procedures; unlawful interference with an aircraft. 3) appropriate authority designated by the state; Note. An aircraft equipped with an SSR transponder is expected to operate the transponder on Mode A Code e) relay appropriate messages, relating to the 7500 to indicate specifically that it is the subject of circumstances associated with the unlawful interference, unlawful interference. The aircraft may operate the between the aircraft and designated authorities. transponder on Mode A Code 7700, to indicate that it is threatened by grave and imminent danger and requires 15.1.3.4 The following additional procedures shall apply immediate assistance. An aircraft equipped with other if a threat is received indicating that a bomb or other surveillance system transmitters, including ADS-B and explosive device has been placed on board a known ADS-C, might send the emergency and/or urgency aircraft. The ATS unit receiving the threat information signal by all of the available means. shall:

15.1.3.2 Whenever unlawful interference with an a) if in direct communication with the aircraft, advise aircraft is known or suspected or a bomb threat warning the flight crew without delay of the threat and the has been received, ATS units shall promptly attend to circumstances surrounding the threat; or requests by, or to anticipated needs of, the aircraft, including requests for relevant information relating to b) if not in direct communication with the aircraft, air navigation facilities, procedures and services along advise the flight crew by the most expeditious means the route of flight and at any aerodrome of intended through other ATS units or other channels. landing, and shall take such action as is necessary to expedite the conduct of all phases of the flight, 15.1.3.5 The ATS unit in communication with the especially the safe landing of the aircraft. aircraft shall ascertain the intentions of the flight crew and report those intentions to other ATS units which 15.1.3.2.1 ATS units shall also: may be concerned with the flight. a) transmit, and continue to transmit, information pertinent to the safe conduct of the flight, without 15.1.3.6 The aircraft shall be handled in the most expecting a reply from the aircraft; expeditious manner whilst ensuring, to the extent possible, the safety of other aircraft and that personnel b) monitor and plot the progress of the flight with the and ground installations are not put at risk. means available, and coordinate transfer of control with adjacent Air Traffic Services units without requiring 15.1.3.7 Aircraft in flight shall be given reclearance to a transmissions or other responses from the aircraft, requested new destination without delay. Any request unless communication with the aircraft remains normal; by the flight crew to climb or descend for the purpose of equalizing or reducing the differential between the c) inform, and continue to keep informed, appropriate outside air pressure and the cabin air pressure shall be ATS units, including those in adjacent FIRs, which may approved as soon as possible. be concerned with the progress of the flight; 15.1.3.8 An aircraft on the ground should be advised to Note remain as far away from other aircraft and installations .— In applying this provision, account must be taken of as possible and, if appropriate, to vacate the runway. all the factors which may affect the progress of the The aircraft should be instructed to taxi to a designated flight, including fuel endurance and the possibility of or isolated parking area in accordance with local sudden changes in route and destination. The objective instructions. Should the flight crew disembark is to provide, as far in advance as is practicable in the passengers and crew immediately, other aircraft, circumstances, each Air Traffic Services unit with vehicles and personnel should be kept at a safe distance appropriate information as to the expected or possible from the threatened aircraft. penetration of the aircraft into its area of responsibility. ______15/11/12 Page 15 - 2 Amendment 3 Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

15.1.3.9 ATS units shall not provide any advice or a) inability to maintain assigned flight level due to suggestions concerning action to be taken by the flight meteorological conditions, aircraft performance or crew in relation to an explosive device. pressurization failure;

15.1.3.10 An aircraft known or believed to be the b) en route diversion across the prevailing traffic flow; subject of unlawful interference or which for other and reasons needs isolation from normal aerodrome activities shall be cleared to the designated isolated c) loss of, or significant reduction in, the required parking position. Where such an isolated parking navigation capability when operating in an airspace position has not been designated, or if the designated where the navigation performance accuracy is a position is not available, the aircraft shall be cleared to a prerequisite to the safe conduct of flight operations. position within the area or areas selected by prior agreement with the aerodrome authority. The taxi 15.2.1.2 With regard to 15.2.1.1 a) and b), the clearance shall specify the taxi route to be followed to procedures are applicable primarily when rapid descent the parking position. This route shall be selected with a and/or turn-back or diversion is required. The pilot’s view to minimizing any security risks to the public, judgment shall determine the sequence of actions to be other aircraft and installations at the aerodrome. taken, having regard to the prevailing circumstances. Air traffic control shall render all possible assistance. 15.1.4 Emergency descent 15.2.2 General procedures 15.1.4.1 Upon receipt of advice that an aircraft is making an emergency descent through other traffic, all 15.2.2.1 If an aircraft is unable to continue the flight in possible action shall be taken immediately to safeguard accordance with its Air Traffic Control clearance, all aircraft concerned. When deemed necessary, air and/or an aircraft is unable to maintain the navigation traffic control units shall immediately broadcast by performance accuracy specified for the airspace, a means of the appropriate radio aids, or if not possible, revised clearance shall be obtained, whenever possible, request the appropriate communications stations prior to initiating any action. immediately to broadcast an emergency message. 15.2.2.2 The radiotelephony distress signal (MAYDAY) 15.1.4.2 Action by the pilot-in-command or urgency signal (PAN PAN) preferably spoken three times shall be used as appropriate. Subsequent ATC It is expected that aircraft receiving such a broadcast action with respect to that aircraft shall be based on the will clear the specified areas and stand by on the intentions of the pilot and the overall air traffic appropriate radio frequency for further clearances from situation. the air traffic control unit. 15.2.2.3 If prior clearance cannot be obtained, an ATC 15.1.4.3 Subsequent action by the air traffic control unit clearance shall be obtained at the earliest possible time Immediately after such an emergency broadcast has and, until a revised clearance is received, the pilot shall: been made the ACC, the approach control unit, or the aerodrome control tower concerned shall forward a) leave the assigned route or track by initially turning further clearances to all aircraft involved as to additional 90 degrees to the right or to the left. When possible, the procedures to be followed during and subsequent to the direction of the turn should be determined by the emergency descent. The ATS unit concerned shall position of the aircraft relative to any organized route or additionally inform any other ATS units and control track system. Other factors which may affect the sectors which may be affected. direction of the turn are:

15.2 SPECIAL PROCEDURES FOR INFLIGHT 1) the direction to an alternate airport; CONTINGENCIES IN OCEANIC AIRSPACE 2) terrain clearance; 15.2.1 Introduction 3) any strategic lateral offset being flown; and 15.2.1.1 Although all possible contingencies cannot be covered, the procedures in 15.2.2 and 15.2.3 provide for 4) the flight levels allocated on adjacent routes or the more frequent cases such as: tracks;

b) having initiated the turn: ______19/11/09 Page 15 - 3 Amendment 1 Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

1) if unable to maintain the assigned flight level, structure, extreme caution pertaining to initially minimize the rate of descent to the opposite direction traffic on adjacent routes extent that is operationally feasible (pilots must be exercised and any climb or descent, as should take into account the possibility that specified in 15.2.2.3 b) 2), should be completed aircraft below on the same track may be flying preferably before approaching within 19 km a 1 or 2 NM strategic lateral offset procedure (10 NM) of any adjacent ATS route. (SLOP)) and select a final altitude which differs from those normally used by 150 m 15.2.2.4 Extended range operations by aero planes (500 ft) if at or below FL 410, or by 300 m (1 with two-turbine power-units (ETOPS) 000 ft) if above FL 410; or 15.2.2.4.1 If the contingency procedures are employed by a twin-engine aircraft as a result of an engine 2) if able to maintain the assigned flight level, shutdown or failure of an ETOPS critical system, the once the aircraft has deviated 19 km (10 NM) pilot should advise ATC as soon as practicable of the from the assigned track centreline, climb or situation, reminding ATC of the type of aircraft descend to select a flight level which differs involved, and request expeditious handling. from those normally used by 150 m (500 ft), if at or below FL 410, or by 300 m (1 000 ft) if 15.2.3 Weather deviation procedures above FL 410; 15.2.3.1 General c) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft Note .— The following procedures are intended for identification, flight level, position (including the Air deviations around adverse meteorological conditions. Traffic Services route designator or the track code, as appropriate) and intentions on the frequency in use and 15.2.3.1.1 When the pilot initiates communications with on 121.5 MHz (or, as a back-up, on the YACC Sector 2 ATC, a rapid response may be obtained by stating frequency 128.75 MHz); “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC d) maintain a watch for conflicting traffic both visually response. When necessary, the pilot should initiate the and by reference to ACAS (if equipped); communications using the urgency call “PAN PAN” (preferably spoken three times). e) turn on all aircraft exterior lights commensurate with appropriate operating limitations); 15.2.3.1.2 The pilot shall inform ATC when weather deviation is no longer required, or when a weather f) keep the SSR transponder on at all times; and deviation has been completed and the aircraft has returned to its cleared route. 15.2.2.3.1 When leaving the assigned track: 15.2.3.2 Actions to be taken when controller-pilot a) if the intention is to acquire a same direction offset communications are established track, the pilot should consider limiting the turn to a 45 degree heading change, in order not to overshoot the 15.2.3.2.1 The pilot should notify ATC and request offset contingency track; or clearance to deviate from track, advising, when possible, the extent of the deviation expected. b) if the intention is to acquire and maintain an opposite direction offset track, then:. 15.2.3.2.2 ATC should take one of the following actions: 1) operational limitations on bank angles at cruising altitudes will normally result in a) when appropriate separation can be applied, issue overshooting the track to be acquired. In such clearance to deviate from track; or cases a continuous turn should be extended beyond 180 degrees heading change, in order b) if there is conflicting traffic and ATC is unable to to re-intercept the offset contingency track as establish appropriate separation, ATC shall: soon as operationally feasible; and 1) advise the pilot of inability to issue clearance 2) furthermore, if executing such a turn back in a for the requested deviation; 56 km (30 NM) lateral separation route ______19/11/09 Page 15 - 4 Amendment 1 Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

2) advise the pilot of conflicting traffic; and

3) request the pilot’s intentions.

15.2.3.2.3 The pilot should take the following actions: a) comply with the ATC clearance issued; or b) advise ATC of intentions and execute the procedures detailed in 15.2.3.3

g) when returning to track, be at its assigned flight level 15.2.3.3 Actions to be taken if a revised ATC when the aircraft is within approximately 19 km (10 clearance cannot be obtained NM) of the centre line; and Note .— The provisions of this section apply to situations where a pilot needs to exercise the authority h) If contact was not established prior to deviating, of a pilot-in-command under the provisions of Annex 2, continue to attempt to contact ATC to obtain a 2.3.1. clearance. If contact was established, continue to keep Air Traffic Control advised of intentions and obtain If the aircraft is required to deviate from track to avoid essential traffic information. adverse meteorological conditions and prior clearance cannot be obtained, an ATC clearance shall be obtained 15.2.4 Procedures for strategic lateral offsets in at the earliest possible time. Until an ATC clearance is oceanic airspace received the pilot shall take the following actions: Note 1 — Annex 2, 3.6.2.1.1 requires authorization for a) if possible, deviate away from an organized track or the application of strategic lateral offsets from the route system; appropriate ATS authority responsible for the airspace concerned. b) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft Note 2 .— The following incorporates lateral offset identification, flight level, position (including ATS procedures for both the mitigation of the increasing route designator or the track code) and intentions, on the lateral overlap probability due to increased navigation frequency in use and on 121.5 MHz (or, as a back-up, accuracy, and wake turbulence encounters. on the inter-pilot air-to-air frequency 128.75 MHz); Note 3.— The use of highly accurate navigation systems c) watch for conflicting traffic both visually and by (such as the global navigation satellite system (GNSS)) reference to ACAS (if equipped); by an increasing proportion of the aircraft population has had the effect of reducing the magnitude of lateral Note — If, as a result of actions taken under the deviations from the route centre line and, consequently, provisions of 15.2.3.3.1 b) and c) above, the pilot increasing the probability of a collision, should a loss of determines that there is another aircraft at or near the vertical separation between aircraft on the same route same flight level with which a conflict may occur, then occur. the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict. 15.2.4.1 The following shall be taken into account by the appropriate ATS authority when authorizing the use d) turn on all aircraft exterior lights (commensurate of strategic lateral offsets in a particular airspace: with appropriate operating limitations); a) strategic lateral offsets shall only be authorized in en e) for deviations of less than 19 km (10 NM) remain at route oceanic airspace. Where part of the airspace in a level assigned by ATC; question is provided with an ATS surveillance service, transiting aircraft should normally be allowed to initiate f) for deviations greater than 19 km (10 NM), when the or continue offset tracking; aircraft is approximately 19 km (10 NM) from track, initiate a level change in accordance with Table shown b) strategic lateral offsets may be authorized for the below; following types of routes (including where routes or route systems intersect):

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1) uni-directional and bi-directional routes; and when providing ATS surveillance services are contained in chapter 8, Section 8.19.3. 2) parallel route systems where the spacing between route centre lines is not less than 55.5 km (30 NM); Note 2 .— An aircraft equipped with an SSR transponder is expected to operate the transponder on c) in some instances it may be necessary to impose Mode A Code 7600 to indicate that it has experienced restrictions on the use of strategic lateral offsets, e.g. air-ground communication failure. An aircraft equipped where their application may be inappropriate for reasons with other surveillance system transmitters, including related to obstacle clearance; ADS-B and ADS-C, might indicate the loss of air ground communication by all of the available means. d) strategic lateral offset procedures should be implemented on a regional basis after coordination Note 3.— Some aircraft equipped with first generation between all States involved; ADS-B avionics have the capability to transmit a general emergency alert only, regardless of the code e) the routes or airspace where application of strategic selected by the pilot. lateral offsets is authorized, and the procedures to be followed by pilots, shall be promulgated in aeronautical Note 4.— See also Chapter 6, 6.3.2.4 concerning information publications departure clearances containing no geographical or (AIPs); and time limit for an initial level and procedures to be applied in relation to an aircraft experiencing air f) air traffic controllers shall be made aware of the ground communication failure under such airspace within which strategic lateral offsets are circumstances. authorized. Note 5. — See also Chapter 5, 5.4.2.6.3.12, for 15.2.4.1.1 The decision to apply a strategic lateral offset additional requirements applying to communication shall be the responsibility of the flight crew. The flight failure during the application of the 50 NM longitudinal crew shall only apply strategic lateral offsets in airspace RNAV/RNP 10 separation minimum. where such offsets have been authorized by the appropriate ATS authority and when the aircraft is 15.3.1 Action by air traffic control units when unable to equipped with automatic offset tracking capability. maintain two-way communication with an aircraft operating in a control area or control zone shall be as 15.2.4.1.2 The strategic lateral offset shall be outlined in the paragraphs which follow. established at a distance of 1.85 km (1NM) or 3.7 km (2 NM) to the right of the centre line relative to the 15.3.2 As soon as it is known that two-way direction of flight. communication has failed, action shall be taken to ascertain whether the aircraft is able to receive Note 1 .— Pilots may contact other aircraft on the air- transmissions from the air traffic control unit by to-air frequency 128.75 MHz to coordinate offsets. requesting it to execute a specified manoeuvre which can be observed by radar or ADS-B or to transmit, if Note 2. — The strategic lateral offset procedure has possible, a specified signal in order to indicate been designed to include offsets to mitigate the effects of acknowledgement. wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three Note.— Some aircraft equipped with first generation available options (centre line, 1.85 km (1 NM) or 3.7 km ADS-B avionics do not have the capability of squawking (2 NM) right offset) may be used IDENT while the emergency and/or urgency mode is selected. Note 3. — Pilots are not required to inform Air Traffic Control that a strategic lateral offset is being applied. 15.3.3 If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall 15.3 AIR-GROUND COMMUNICATIONS be maintained between the aircraft having the FAILURE communication failure and other aircraft, based on the assumption that the aircraft will: Note 1 .— Procedures to be applied in relation to an aircraft experiencing air-ground communication failure a) if in visual meteorological conditions:

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Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

1) continue to fly in visual meteorological 5) below, hold over this aid or fix until conditions; commencement of descent;

2) land at the nearest suitable aerodrome; and 5) commence descent from the navigation aid or fix specified in 4) at, or as close as possible to, 3) report its arrival by the most expeditious means the expected approach time last received and to the appropriate air traffic control unit; or acknowledged; or, if no expected approach time has been received and acknowledged, at, b) if in instrument meteorological conditions or when or as close as possible to, the estimated time of conditions are such that it does not appear feasible to arrival resulting from the current flight plan; likely that the pilot will complete the flight in accordance with a): 6) complete a normal instrument approach procedure as specified for the designated 1) unless otherwise prescribed on the basis of a navigation aid or fix; and regional air navigation agreement, in airspace where procedural separation is being applied, 7) land, if possible, within 30 minutes after the maintain the last assigned speed and level, or estimated time of arrival specified in 5) or the minimum flight altitude if higher, for a period last acknowledged expected approach time, of 20 minutes following the aircraft’s failure to whichever is later. report its position over a compulsory reporting point and thereafter adjust level and speed in Note 1. — Provisions related to minimum levels are accordance with the filed flight plan; or, contained in Annex 2, 5.1.2.

2) in airspace where an ATS surveillance system Note 2.— As evidenced by the meteorological conditions is used in the provision of air traffic control, prescribed therein, 15.3.3 a) relates to all controlled maintain the last assigned speed and level, or flights, whereas 15.3.3 b) relates only to IFR flights. minimum flight altitude if higher, for a period of 7 minutes following: Note 3.— See also 8.6.5.1 b) concerning the requirement for the flight crew to be informed of what a (i) the time the last assigned level or vector is to accomplish and the limit of the vector. minimum flight altitude is reached; or 15.3.4 Action taken to ensure suitable separation shall (ii) the time the transponder is set to Code cease to be based on the assumption stated in 15.3.3 7600; or the ADS-B transmitter is set to when: indicate the loss of air-ground a) it is determined that the aircraft is following a communications; or procedure differing from that in 15.3.3; or

(iii) the aircraft’s failure to report its position b) through the use of electronic or other aids, air traffic over a compulsory point; whichever is later and control units determine that action differing from that thereafter adjust level and speed in accordance required by 15.3.3 may be taken without impairing with the filed flight plan; safety; or

3) when being vectored or having been directed c) positive information is received that the aircraft has by ATC to proceed offset using RNAV without landed. a specified limit, proceed in the most direct manner possible to rejoin the current flight plan Note 3:- See also 8.5.6.1 b) concerning the requirement route no later than the next significant point, for the flight crew to be informed of what a vector is to taking into consideration the applicable accomplish and the limit of the vector. minimum flight altitude; 15.3.4 Action taken to ensure suitable separation shall 4) proceed according to the current flight plan cease to be based on the assumption stated in 15.2.3 route to the appropriate designated navigation 15.3.3 when: aid or fix serving the destination aerodrome and, when required to ensure compliance with a) it is determined that the aircraft is following a procedure differing from that in 15.3.3 ; or ______15/11/12 Page 15 - 7 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies b) through the use of electronic or other aids, air traffic control units determine that action differing from that 15.3.9 When an air traffic control unit receives required by 15.3.3 may be taken without impairing information that an aircraft, after experiencing a safety; or communication failure has re-established communication or has landed, that unit shall inform the c) positive information is received that the aircraft has air traffic services unit in whose area the aircraft was landed. operating at the time the failure occurred, and other air traffic services units concerned along the route of flight, 15.3.5 As soon as it is known that two-way giving necessary information for the continuation of communication has failed, appropriate information control if the aircraft is continuing in flight. describing the action taken by the air traffic control unit, or instructions justified by any emergency situation, 15.3.10 If the aircraft has not reported within thirty shall be transmitted blind for the attention of the aircraft minutes after: concerned, on the frequencies available on which the aircraft is believed to be listening, including the voice a) the estimated time of arrival furnished by the pilot; frequencies of available radio navigation or approach aids. Information shall also be given concerning: b) the estimated time of arrival calculated by the ACC; or a) meteorological conditions favorable to a cloud- c) the last acknowledged expected approach time, breaking procedure in areas where congested traffic may be avoided; and whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft operators, or their b) meteorological conditions at suitable aerodromes. designated representatives, and pilots-in-command of any aircraft concerned and normal control resumed if 15.3.6 Pertinent information shall be given to other they so desire. It is the responsibility of the aircraft aircraft in the vicinity of the presumed position of the operators, or their designated representatives, and pilots aircraft experiencing the failure. in- command of aircraft to determine whether they will resume normal operations or take other action. 15.3.7 As soon as it is known that an aircraft which is operating in its area of responsibility is experiencing an 15 .4 ASSISTANCE TO VFR FLIGHTS apparent radio communication failure, an air traffic services unit shall forward information concerning the 15.4.1 Strayed VFR flights and VFR flights radio communication failure to all air traffic services encountering adverse meteorological conditions units concerned along the route of flight. The ACC in whose area the destination aerodrome is located shall Note .— A strayed aircraft is an aircraft which has take steps to obtain information on the alternate deviated significantly from its intended track or which aerodrome(s) and other relevant information specified in reports that it is lost. the fied flight plan, if such information is not available. 15.4.1.1 A VFR flight reporting that it is uncertain of its 15.3.8 If circumstances indicate that a controlled flight position or lost, or encountering adverse meteorological experiencing a communication failure might proceed to conditions, should be considered to be in a state of (one of) the alternate aerodrome(s) specified in the filed emergency and handled as such. The controller shall, flight plan, the air traffic control unit(s) serving the under such circumstances, communicate in a clear, alternate aerodrome(s) and any other air traffic control concise and calm manner and care shall be taken, at this units that might be affected by a possible diversion shall stage, not to question any fault or negligence that the be informed of the circumstances of the failure and pilot may have committed in the preparation or conduct requested to attempt to establish communication with of the flight. Depending on the circumstances, the pilot the aircraft at a time when the aircraft could possibly be should be requested to provide any of the following within communication range. This shall apply information considered pertinent so as to better provide particularly when, by agreement with the operator or a assistance: designated representative, a clearance has been transmitted blind to the aircraft concerned to proceed to a) aircraft flight conditions; an alternate aerodrome, or when meteorological conditions at the aerodrome of intended landing are b) position (if known) and level; such that a diversion to an alternate is considered likely. ______15/11/12 Page 15 - 8 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies c) airspeed and heading since last known position, if Caution must be exercised to prevent the aircraft from pertinent; entering cloud. d) pilot experience; 15.4.1.8 Should circumstances be such that IMC cannot be avoided by the pilot, the following guidelines may be e) navigation equipment carried and if any navigation followed: aid signals are being received; a) other traffic on the ATC frequency not able to f) SSR Mode and code selected if relevant; provide any assistance may be instructed to change to another frequency to ensure uninterrupted g) ADS-B capability; communications with the aircraft; alternatively the aircraft being assisted may be instructed to change to h) departure and destination aerodromes; another frequency; i) number of persons on board; b) ensure, if possible, that any turns by the aircraft are carried out clear of cloud; j) endurance. c) Instructions involving abrupt manoeuvres should be 15.4.1.2 If communications with the aircraft are weak or avoided; and distorted, it should be suggested that the aircraft climb to a higher level, provided meteorological conditions d) instructions or suggestions to reduce speed of the and other circumstances permit. aircraft or to lower the landing gear, should, if possible, be carried out clear of cloud. 15.4.1.3 Navigation assistance to help the pilot determine the aircraft position may be provided by use of ATS surveillance system, direction-finder, navigation 15.5 OTHER IN-FLIGHT CONTINGENCIES aids or sighting by another aircraft. Care must be taken when providing navigation assistance to ensure that the 15.5.1 Strayed or unidentified aircraft aircraft does not enter cloud. Note 1. — The terms “strayed aircraft” and Note.— The possibility of a VFR flight becoming “unidentified aircraft” in this paragraph have the strayed as a result of encountering adverse following meanings: Strayed aircraft. An aircraft which meteorological conditions must be recognized. has deviated significantly from its intended track or which reports that it is lost. Unidentified aircraft. An 15.4.1.4 The pilot should be provided with reports and aircraft which has been observed or reported to be information on suitable aerodromes in the vicinity operating in a given area but whose identity has not where visual meteorological conditions exist. been established.

15.4.1.5 If reporting difficulty in maintaining or unable Note 2. — An aircraft may be considered, at the same to maintain VMC, the pilot should be informed of the time, as a “strayed aircraft” by one unit and as an minimum flight altitude of the area where the aircraft is, “unidentified aircraft” by another unit. or is believed to be. If the aircraft is below that level, and the position of the aircraft has been established with Note 3:- A strayed or unidentified aircraft may be a sufficient degree of probability, a track or heading, or suspected as being the subject of unlawful interference. a climb, may be suggested to bring the aircraft to a safe level. 15.5.1.1 As soon as an air traffic services unit becomes aware of a strayed aircraft, it shall take all necessary 15.4.1.6 Assistance to a VFR flight should only be steps as outlined in 15.4.1.1.1 and 15.4.1.1.2 to assist provided using an ATS surveillance system upon the the aircraft and to safeguard its flight. request or concurrence of the pilot. The type of service to be provided should be agreed with the pilot. Note.— Navigational assistance by an air traffic services unit is particularly important if the unit 15.4.1.7 When providing such assistance in adverse becomes aware of an aircraft straying, or about to stray, meteorological conditions, the primary objective should into an area where there is a risk of interception or other be to bring the aircraft into VMC as soon as possible. hazard to its safety.

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15.5.1.1.1 If the aircraft’s position is not known, the air assistance in establishing two-way communication with traffic services unit shall: the aircraft; a) attempt to establish two-way communication with d) attempt to obtain information from other aircraft in the aircraft, unless such communication already exists; the area. b) use all available means to determine its position; 15.5.1.2.1 The air traffic services unit shall, as necessary, inform the appropriate military unit as soon c) inform other ATS units into whose area the aircraft as the identity of the aircraft has been established. may have strayed or may stray, taking into account all the factors which may have affected the navigation of 15.5.1.3 Should the ATS unit consider that a strayed or the aircraft in the circumstances; unidentified aircraft may be the subject of unlawful interference, the appropriate authority designated by the d) inform, in accordance with locally agreed State shall immediately be informed, in accordance with procedures, appropriate military units and provide them locally agreed procedures. with pertinent flight plan and other data concerning the strayed aircraft; 15.5.2 Interception of civil aircraft e) request from the units referred to in c) and d) and from other aircraft in flight every assistance in 15.5.2.1 As soon as an air traffic services unit learns establishing communication with the aircraft and that an aircraft is being intercepted in its area of determining its position. responsibility, it shall take such of the following steps as are appropriate in the circumstances: Note.-The requirements in d) and e) apply also to ATS units informed in accordance with c). a) attempt to establish two-way communication with the intercepted aircraft on any available frequency, 15.5.1.1.2 When the aircraft’s position is established, including the emergency frequency the air traffic services unit shall: 121.5 MHz, unless such communication already exists; a) advise the aircraft of its position and corrective b) inform the pilot of the intercepted aircraft of the action to be taken; and interception; b) provide, as necessary, other ATS units and c) establish contact with the intercept control unit appropriate military units with relevant information maintaining two-way communication with the concerning the strayed aircraft and any advice given to intercepting aircraft and provide it with available that aircraft. information concerning the aircraft;

15.5.1.2 As soon as an air traffic services unit becomes d) relay messages between the intercepting aircraft or aware of an unidentified aircraft in its area, it shall the intercept control unit and the intercepted aircraft, as endeavor to establish the identity of the aircraft necessary; whenever this is necessary for the provision of air traffic services or required by the appropriate military e) in close coordination with the intercept control unit authorities in accordance with locally agreed take all necessary steps to ensure the safety of the procedures. To this end, the air traffic services unit shall intercepted aircraft; and take such of the following steps as are appropriate in the circumstances: f) inform ATS units serving adjacent FIRs if it appears that the aircraft has strayed from such adjacent FIRs. a) attempt to establish two-way communication with the aircraft; 15.5.2.2 As soon as an air traffic services unit learns that an aircraft is being intercepted outside its area of b) inquire of other air traffic services units within the responsibility, it shall take such of the following steps as FIR about the flight and request their assistance in are appropriate in the circumstances: establishing two-way communication with the aircraft; a) inform the ATS unit serving the airspace in which c) inquire of air traffic services units serving the the interception is taking place, providing this unit with adjacent FIRs about the flight and request their available information that will assist in identifying the

______19/11/09 Page 15 - 10 Amendment 1 Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies aircraft and requesting it to take action in accordance If the aircraft will maintain radio silence during the fuel with 15.4.2.1; dumping operation, the frequency to be monitored by the flight crew and the time when radio silence will b) relay messages between the intercepted aircraft and terminate should be agreed. the appropriate ATS unit, the intercept control unit or the intercepting aircraft. 15.5.3.4 Information to other ATS units and non- controlled traffic 15.5.3 Fuel dumping 15.5.3.4.1 A warning message shall be broadcast on 15.5.3.1 General appropriate frequencies for non-controlled traffic to remain clear of the area concerned. Adjacent ATC units 15.5.3.1.1 An aircraft in an emergency or other urgent and control sectors should be informed of the fuel situation may need to dump fuel so as to reduce to dumping taking place and requested to broadcast on maximum landing mass in order to effect a safe landing. applicable frequencies an appropriate warning message for other traffic to remain clear of the area concerned. 15.5.3.1.2 When an aircraft operating within controlled airspace needs to dump fuel, the flight crew shall advise Phraseology: ATC. The ATC unit should then coordinate with the ATTENTION ALL AIRCRAFT, FUEL DUMPING flight crew the following: IN PROGRESS OVER (location) AT (level) BY (type of aircraft) (flight direction) a) the route to be flown, which, if possible, should be clear of cities and towns, preferably over water and 15.5.3.4.2 Upon completion of the fuel dumping, away from areas where thunderstorms have been adjacent ATC units and control sectors should be reported or are expected; advised that normal operations can be resumed. A terminating message should be broadcasted on b ) the level to be used, which should be not less than 6 appropriate frequencies when the fuel dumping 000 ft; and operation is completed. c) the duration of the fuel dumping. Phraseology: ATTENTION ALL AIRCRAFT, FUEL DUMPING 15.5.3.2 Separation OVER (location) TERMINATED.

Other known traffic should be separated from the 15.5.4 Fuel emergency and minimum fuel aircraft dumping fuel by: Note 1.— General procedures to be applied when a a) at least 10 NM horizontally, but not behind the pilot reports an emergency situation are contained in aircraft dumping fuel; 15.1.1 and 15.1.2. b) vertical separation if behind the aircraft dumping Note 2.— Coordination procedures to be applied fuel within 15 minutes flying time or a distance of 50 between transferring and accepting ATS units for flights NM by; in fuel emergency or minimum fuel situations are contained in Chapter 10, 10.2.5. 1) at least 1 000 ft if above the aircraft dumping fuel; and Note 3.— The words MAYDAY FUEL describe the nature of the distress condition as required in Annex 10, 2) at least 3 000 ft if below the aircraft dumping fuel. Volume II, 5.3.2.1.1 b) 3.

Note. — The horizontal boundaries of the area within 15.5.4.1 When a pilot reports a state of minimum fuel, which other traffic requires appropriate vertical the controller shall inform the pilot as soon as separation extend for 10 NM either side of the track practicable of any anticipated delays or that no delays flown by the aircraft which is dumping fuel, from 10 are expected. NM ahead, to 50 NM or 15 minutes along track behind it (including turns). Note.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been 15.5.3.3 Communications reduced to ______15/11/12 Page 15 - 11 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies a specific aerodrome of intended landing, and any 15.6.1.2 Ground radio failure change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an 15.6.1.2.1 In the event of complete failure of the ground emergency situation but an indication that an radio equipment used for ATC, the controller shall: emergency situation is possible should any additional delay occur. a) where aircraft are required to keep a listening watch on the emergency frequency 121.5 MHz, attempt to 15.5.5 Descents by supersonic aircraft due to establish radio communications on that frequency; solar cosmic radiation b) without delay inform all adjacent control positions or Air traffic control units should be prepared for the ATC units, as applicable, of the failure; possibility that supersonic aircraft operating at levels above 15 000 m (49 000 ft) may, on rare occasions, c) appraise such positions or units of the current traffic experience a rise in solar cosmic radiation which situation; requires them to descend to lower levels, possibly down to or below the levels being used by subsonic aircraft. d) if practicable, request their assistance, in respect of When such a situation is known or suspected, air traffic aircraft which may establish communications with those control units should take all possible action to safeguard positions or units, in establishing separation between all aircraft concerned, including any subsonic aircraft and maintaining control of such aircraft; and affected by the descent. e) instruct adjacent control positions or Note.— All supersonic aircraft in a particular portion of ATC units to hold or reroute all controlled flights airspace will be affected at the same time, and the event outside the area of may be accompanied by a deterioration or loss of air- ground communications. It is expected that the aircraft responsibility of the position or Air Traffic Control unit will alert air traffic control units before the radiation that has experienced the failure until such time that the reaches a critical level and will request a descent provision of normal services can be resumed. clearance when the critical level is reached. However, situations may occur in which the aircraft will need to 15.6.1.3 Blocked Frequency descend without waiting for a clearance. In such cases, the aircraft are expected to advise air traffic control In the event that the control frequency is inadvertently units, as soon as possible, of the emergency action blocked by an aircraft transmitter, the following taken. additional steps should be taken:

15.6 ATC CONTINGENCIES a) attempt to identify the aircraft concerned;

The various circumstances surrounding each b) if the aircraft blocking the frequency is identified, contingency situation preclude the establishment of attempts should be made to establish communication exact detailed procedures to be followed. The with that aircraft, e.g. on the emergency frequency procedures outlined below are intended as a general 121.5 MHz, by SELCAL, through the aircraft operator’s guide to air traffic services personnel. company frequency if applicable, on any VHF frequency designated for air to- air use by flight crews 15.6.1 Radio communications contingencies or any other communication means or, if the aircraft is on the ground, by direct contact; 15.6.1.1 General ATC contingencies related to communications, i.e. c) if communication is established with the aircraft circumstances preventing a controller from concerned, the flight crew shall be instructed to take communicating with aircraft under control, may be immediate action to stop inadvertent transmissions on caused by either a failure of ground radio equipment, a the affected control frequency. failure of airborne equipment, or by the control frequency being inadvertently blocked by an aircraft 15.6.1.4 Unauthorized use of Air Traffic Control transmitter. The duration of such events may be for frequency prolonged periods and appropriate action to ensure that the safety of aircraft is not affected should therefore be 15.6.1.4.1 Instances of false and deceptive transmissions taken immediately. on ATC frequencies which may impair the safety of ______15/11/12 Page 15 - 12 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies aircraft can occasionally occur. In the event of such Note 1.— The generation of short term conflict alerts is occurrences, the ATC unit concerned should: a function based on surveillance data, integrated into an ATC system. The objective of the STCA function is to a) correct any false or deceptive instructions or assist the controller in preventing collision between clearances which have been transmitted; aircraft by generating, in a timely manner, an alert of a potential or actual infringement of separation minima. b) advise all aircraft on the affected frequency(-ies) that false and deceptive instructions or clearances are being Note 2. — In the STCA function the current and transmitted; predicted three-dimensional positions of aircraft with pressure altitude reporting capability are monitored for c) instruct all aircraft on the affected frequency(-ies) to proximity. If the distance between the three-dimensional verify instructions and clearances before taking action positions of two aircraft is predicted to be reduced to to comply; less than the defined applicable separation minima within a specified time period, an acoustic and/ or d) if practical, instruct aircraft to change to another visual alert will be generated to the controller within frequency; and whose jurisdiction area the aircraft is operating. e) if possible, advise all aircraft affected when the false 15.7.2.1 Local instructions concerning use of the STCA and deceptive instructions or clearances are no longer function shall be specify, inter alia: being transmitted. a) the types of flight which are eligible for generation 15.6.1.4.2 Flights crews shall challenge or verify with of STCA; the ATC unit concerned any instruction or clearance issued to them which they suspect may be false or b) the sectors or areas of airspace within which the deceptive. STCA function is implemented;

15.6.1.4.3 When the transmission of false or deceptive c) the method of displaying the STCA to the controller; instructions and clearances is detected, the appropriate authority shall take all necessary action to have the d) the parameters for generation of alerts as well as transmitter located and the transmission terminated. alert warning time;

15.7 OTHER ATC CONTINGENCY e) conditions under which the STCA function may be PROCEDURES inhibited for individual aircraft tracks; and

15.7.1 Emergency separation f) procedures applicable in respect of flights for which STCA has been inhibited. 15.7.1.1 If, during an emergency situation, it is not possible to ensure that the applicable horizontal 15.7.2.2 In the event an STCA is generated in respect of separation can be maintained, emergency separation of controlled flights, the controller shall without delay take half the applicable vertical separation minimum may be action to ensure that the applicable separation minimum used, i.e. 500 ft between aircraft in airspace where a will not be infringed. vertical separation minimum of 1 000 ft is applied, and 1 000 ft between aircraft in airspace where a 2 000 ft 15.7.2.3 Following the generation of an STCA, vertical separation minimum is applied. controllers should be required to complete an air traffic incident report only in the event that a separation 15.7.1.2 When emergency separation is applied the minimum was infringed. flight crews concerned shall be advised that emergency separation is being applied and informed of the actual 15.7.2.4 The Circumstances pertaining to generation of minimum used. Additionally, all flight crews concerned each STCA should be analyzed by ATS In charge to shall be provided with essential traffic information. determine whether an alert was justified or not. No justified alerts, e.g. when visual separation was applied, should be ignored. A statistical analysis should be made 15.7.2 Short Tern Conflict Alert (STCA) Procedure of justified alerts in order to identify possible shortcomings in airspace design and ATC procedures as well as to monitor overall safety levels. ______15/11/12 Page 15 - 13 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

15.7.3 Procedures in regard to aircraft equipped descent as applicable to 1500 ft per minute or less when with airborne collision avoidance systems (ACAS) the aircraft is 2000 ft to level off altitude.

15.7.3.1 The procedures to be applied for the provision 15.7.3.7 Procedure for reporting RA’s: of air traffic services to aircraft equipped with ACAS shall be identical to those applicable to non-ACAS a) Reports made by aircraft on RA shall be entered in equipped aircraft. In particular, the prevention of the log book and WSO and ATS In charge of the station collisions, the establishment of appropriate separation shall be informed. and the information which might be provided in relation to conflicting traffic and to possible avoiding action b) Reports of RA shall be reported by signal to Head of shall conform with the normal ATS procedures and ATM, DDATS (S&P). shall exclude consideration of aircraft capabilities dependent on ACAS equipment. c) Local In charge of ATS units shall investigate the incident and take further action in consultation with 15.7.3.2 When a pilot reports an ACAS resolution DDATS(S&P). advisory (RA), the controller shall not attempt to modify the aircraft flight path until the pilot reports d) A record of all alerts received shall be kept in a “Clear of Conflict”. register or in a computerized data bank for statistical purposes. 15.7.3.3 Once an aircraft departs from its ATC clearance or instruction in compliance with an RA, or a 15.7.4 Minimum safe altitude warning (MSAW) pilot reports an RA, the controller ceases to be procedures responsible for providing separation between that . aircraft and any other aircraft affected as a direct Note 1.— The generation of minimum safe altitude consequence of the manoeuvre induced by the RA. The warnings is a function of an ATC radar data-processing controller shall resume responsibility for providing system. The objective of the MSAW function is to assist separation for all the affected aircraft when: in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning a) the controller acknowledges a report from the flight of the possible infringement of a minimum safe altitude. crew that the aircraft has resumed the current clearance; or Note 2.— In the MSAW function, the reported levels from aircraft with pressure-altitude reporting capability b) the controller acknowledges a report from the flight are monitored against defined minimum safe altitudes. crew that the aircraft is resuming the current clearance When the level of an aircraft is detected or predicted to and issues an alternative clearance which is be less than the applicable minimum safe altitude, an acknowledged by the flight crew. acoustic and visual warning will be generated to the controller within whose jurisdiction area the aircraft is Note .— Pilots are required to report RAs which operating. require a deviation from the current Air Traffic Control clearance or instruction (see PANS-OPS, Volume I, Part 15.7.4.1 Local instructions concerning use of the III, Section 3, Chapter 3, 3.2 c) 4)). This report informs MSAW function shall be contained in MATS 2 and the controller that a deviation from clearance or specify, inter alia: instruction is taking place in response to an ACAS RA. a) the types of flight which are eligible for generation of 15.7.3.4 Guidance on training of air traffic controllers in MSAW; the application of ACAS events is contained in the ACAS Manual (Doc 9863). b) the sectors or areas of airspace for which MSAW minimum safe altitudes have been defined and within 15.7.3.5 ACAS can have a significant effect on ATC. which the MSAW function is implemented; Therefore, the performance of ACAS in the ATC environment is being monitored by DCAHQ. c) the values of the defined MSAW minimum safe altitudes; 15.7.3.6 To avoid false RA, flight crew of a climbing or descending aircraft must reduce the rate of climb or d) the method of displaying the MSAW to the controller; ______15/11/12 Page 15 - 14 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies e) the parameters for generation of MSAW as well as when the call sign change has been coordinated between warning time; and the two ATC units concerned. f) conditions under which the MSAW function may be 15.6.5.4 The appropriate ATC unit shall advise the inhibited for individual aircraft tracks as well as aircraft concerned when it is to revert to the call sign procedures applicable in respect of flights for which indicated by the flight plan. MSAW has been inhibited. 15.8 PROCEDURES FOR AN ATC UNIT WHEN A 15.7.4.2 In the event an MSAW is generated in respect VOLCANIC ASH CLOUD IS REPORTED OR of a controlled flight, the following action shall be taken FORECAST without delay: 15.8.1 If a volcanic ash cloud is reported or forecast in a) if the aircraft is being vectored, the aircraft shall be the FIR for which the ACC is responsible, the controller instructed to climb immediately to the applicable safe should: level and, if necessary to avoid terrain, be assigned a new heading; a) relay all information available immediately to pilots whose aircraft could be affected to ensure that they are b) in other cases, the flight crew shall immediately be aware of the ash cloud’s position and the flight levels advised that a minimum safe altitude warning has been affected; generated and be instructed to check the level of the aircraft. b) suggest appropriate rerouting to the flight crew to avoid an area of known or forecast ash clouds; 15.7.4.3 Following an MSAW event, controllers should complete an air traffic incident report only in the event c) inform pilots that volcanic ash clouds are not that a minimum safe altitude was unintentionally detected by relevant Air Traffic Services surveillance infringed with a potential for controlled flight into systems; terrain by the aircraft concerned. d) if the ACC has been advised by an aircraft that it has 15.7.5 Ground Proximity Warning System entered a volcanic ash cloud the controller should:

A controller is not to dissuade a pilot from climbing his 1) consider the aircraft to be in an emergency situation; aircraft upon receipt of a ground proximity warning. The message should be acknowledged and if 2) not initiate any climb clearances to turbine-powered appropriate QNH setting should be passed for aircraft until the aircraft has exited the ash cloud; and confirmation. 3) not initiate vectoring without pilot concurrence. 15.7.6 Change of radiotelephony call sign for aircraft Note.— Experience has shown that the recommended 15.7.6.1 An ATC unit may instruct an aircraft to change escape manoeuvre for an aircraft which has its type of RTF call sign, in the interests of safety, when encountered an ash cloud is to reverse its course and similarities between two or more aircraft RTF call signs begin a descent if terrain permits. The final are such that confusion is likely to occur. responsibility for this decision, however, rests with the pilot. 15.7.5.1.1 Any such change to the type of call sign shall be temporary and shall be applicable only within the 15.8.2 Each State should develop appropriate airspace(s) where the confusion is likely to occur. procedures and contingency routings for avoidance of volcanic ash clouds that meet the circumstances of the 15.76.5.2 To avoid confusion, the ATC unit should, if State and fulfill its obligations to ensure safety of appropriate, identify the aircraft which will be instructed aircraft. to change its call sign by referring to its position and/or level. 15.8.3 Controllers should be trained in procedures for avoidance of volcanic ash clouds and be made aware 15.6.5.3 When an ATC unit changes the type of call that turbine engine aircraft encountering an ash cloud sign of an aircraft, that unit shall ensure that the aircraft may suffer a complete loss of power. Controllers should reverts to the call sign indicated by the flight plan when take extreme caution to ensure that aircraft do not enter the aircraft is transferred to another ATC unit, except volcanic ash clouds. ______15/11/12 Page 15 - 15 Amendment 3

Manual of Air Traffic Services Chapter 15 – Emergencies, Communication Failure and Contingencies

Note 1.— There are no means to detect the density of a volcanic ash cloud or the size distribution of its particles and their subsequent impact on engine performance and the integrity of the aircraft.

Note 2.— Guidance material is provided in Chapters 4 and 5 of the Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds (Doc 9691)

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Manual of Air Traffic Services Chapter 16 – Miscellaneous Procedure

Chapter 16 MISCELLANEOUS PROCEDURE

16.1 RESPONSIBILITY IN REGARD TO e) the estimated time of the commencement of the MILITARY TRAFFIC launch or the planned period of the launches;

16.1.1 It is recognized that some military aeronautical f) the expected direction of ascent; operations necessitate noncompliance with certain air traffic procedures. In order to ensure the safety of flight g) the cruising level(s) (pressure altitude); and operations the appropriate military authorities shall be asked, whenever practicable, to notify the proper air h) the estimated elapsed time to pass 18000 m (60 000 traffic control unit prior to undertaking such ft) pressure-altitude, or to reach cruising level if at or manoeuvres. below 46000 ft, together with the estimated location.

16.1.2 A reduction of separation minima required by 16.2.2 On receipt of notification that a medium or heavy military necessity or other extraordinary circumstances unmanned free balloon has been launched, the air traffic shall only be accepted by an air traffic control unit when services unit shall arrange for the information to be a specific request in some recorded form has been disseminated to all concerned. The information shall obtained from the authority having jurisdiction over the include: aircraft concerned and the lower minima then to be observed shall apply only between those aircraft. Some a) the balloon flight identification or project code name; recorded form of instruction fully covering this reduction of separation minima must be issued by the b) balloon classification and description; air traffic control unit concerned. c) SSR Code or NDB frequency as applicable; 16.1.3 Temporary airspace reservation, either stationary or mobile, may be established for the use of large d) the launch site; formation flights or other military air operations. Arrangements for the reservation of such airspace shall e) the time of launch(es); be accomplished by coordination between the user and the appropriate ATS authority. The coordination shall f) the estimated time at which 46000 ft pressure-altitude be effected in accordance with the provisions of Annex will be passed, or the estimated time at which the 11 and completed early enough to permit timely cruising level will be reached if at or below 46000 ft, promulgation of information in accordance with the and the estimated location; provisions of Annex 15. g) the estimated date and time of termination of the 16.2 RESPONSIBILITY IN REGARD TO flight; and UNMANNED FREE BALLOONS h) the planned location of ground contact, when 16.2.1 On receipt of notification of the intended flight of applicable. a medium or heavy unmanned free balloon, the air traffic services unit shall arrange for the information to 16.2.3 When there is reasonable expectation that a be disseminated to all heavy or medium unmanned free balloon will cross concerned. The information shall include: international borders, the appropriate ATS unit shall arrange for the pre launch and the launch notifications a) the balloon flight identification or project code name; to be sent by NOTAM to the ATS unit(s) in the State(s) concerned. b) balloon classification and description; 16.2.4 Air traffic services units shall maintain radar c) SSR Code or NDB frequency as applicable; and/or ADS-B surveillance of medium and heavy unmanned free balloons to the extent possible and, if d) the launch site; necessary and on the request of the pilot of an aircraft, provide separation using an ATS surveillance system

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between the aircraft and such balloons which are 16.3.3.1 Preliminary investigation shall be conducted by identified or their exact position is known. the ATS in charge as expeditiously as possible.

16.3 AIR TRAFFIC INCIDENT REPORT 16.3.3.2 An air traffic control officer involved in an air traffic incident may normally be withdrawn from the 16.3.1 Submission of Report ATS unit in which the incident has taken place and An air traffic incident report should be submitted, his/her statement obtained while the incident and the normally to the air traffic services unit concerned, for circumstances surrounding its occurrence are fresh to incidents specifically related to the provision of air his/her memory. However, if the circumstances traffic services involving such occurrences as aircraft surrounding an incident prima-facie reveal lack of proximity (AIRPROX) or other serious difficulty knowledge and/or understanding of ATC procedures, resulting in a hazard to aircraft, caused by, among the ATCO may not be permitted to work in other units others, faulty procedures, non-compliance with of air traffic control as broadly laid down in AIC … procedures, or failure of ground facilities. 19….

16.3.2 Reporting of air traffic incidents. 16.3.3.3 Tape transcript of relevant radio/intercom/telephone communication, as applicable, 16.3.2.1 An air traffic incident known to have occurred shall be brought to record as evidence and the tapes shall be recorded in the ATC unit with associated preserved until completion of investigation by the information by the concerned ATCO and immediately DGCA. brought to the notice of Watch Supervisor/ATS In charge, as applicable. 16.3.3.4 If the preliminary investigation on the basis of documental evidence suggests no prima facie case 16.3.2.2 All necessary measures shall be taken to against the controller, he may be restored to ATC unit preserve relevant documents such as ATC tapes, log from which he was withdrawn in consultation with the books, flight messages, flight progress strips, preliminary Investigation. This action will be deemed to meteorological reports and forecasts etc. Where have been taken without prejudice to any action that applicable, recorded radar data and technical statements may be taken on the conclusion of the investigation by concerning the operating status of equipments may also the DGCA. be obtained and preserved. 16.3.3.5 Action taken in 16.3.3.2 and16.3.3.4 shall be 16.3.2.3 An air traffic incident shall be reported to the intimated to D (ATM) Director (ATM) immediately following its occurrence. Information regarding the incident will also be 16.3.3.6 The recorded evidence relevant to the air traffic forwarded to the DGCA, by fastest means of incident together with the report of preliminary communication. investigation by ATS Incharge shall be forwarded to the Director of ATM for further necessary action and also 16.3.2.4 ICAO Air traffic incident report form as to DGCA for examination of records and immediate available in para 16.6 will be used by ATS units while remedial action, if any, pending further investigation by initially recording and reporting an air traffic incident. the DGCA. The format may also be used for the text of a message to be transmitted over the AFTN network. As such, copies 16.3.4 Violation Reports. of the form should be made available in all ATS units including air traffic service reporting office. 16.3.4.1 Violation reports filed for noncompliance of ATC instructions, and ATS route violations shall be investigated by the ATS In-charge if the report so filed 16.3.2.5 Non-recording and/or non-reporting of a indicates that safety of flights was endangered. known air traffic incident will be considered, as an attempt to suppress lapses and the same shall be avoided 16.3.4.2 A detailed report of investigation shall be under all circumstances. forwarded to D (ATM) within 15 days of the date of occurrence together with relevant records including, 16.3.3 Preliminary Investigation inter-alia, certified copies of tape transcripts and an explanation of pilot, if available.

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16.4 RUNWAY INCURSION immediate action to correct any discrepancies revealed by read back. 16.4.1 Runway Incursion is an occurrence at an airport involving an aircraft, vehicle, person, or object on the i) Transfer of communication shall be segregated from ground that creates a collision hazard with an aircraft the instructions to enter, hold short of, cross taxi and taking off, intending to take off, landing or intending to back track on any runway. land. j) The Aerodrome Controller shall use standard RTF Note: Runway incursion is a complex problem which phraseologies for issuance clearances and instructions. takes place in a complex and dynamic environment where root causes are difficult to isolate. Generally k) When pilot is known to be unfamiliar with the runway incursions occur because people make mistakes. topography of the airport or in poor visibility These mistakes can be corrected if procedures are conditions, the taxi instructions should be passed slowly adhered to. in progressive manner.

16.3.2 Following actions are required to be taken to l) The Aerodrome Controllers shall update themselves reduce runway incursions: with NOTAMS for information on runway and taxiway closures, construction work in operational area and a) Aerodrome Controller shall maintain a continuous lightings. watch on all flight operations on and in the vicinity of an aerodrome as well as vehicles and personnel in the m) SMC Controller and Tower Controller shall have manoeuvring area. close coordination with each other. The SMC Controller should release the aircraft to the b) Taxi clearance shall contain concise instructions and Tower Controller at or before the holding position when adequate information so as to assist the flight crew to crossing of active runway is involved. SMC Controller follow the correct taxi routes to avoid collision with shall take prior clearance from the Tower Controller other aircraft or objects and to minimize the potential before permitting any vehicle or person on the active for the aircraft inadvertently entering active runway. runway. Similarly the Tower Controller shall take prior clearance from the SMC Controller before permitting c) When a taxi clearance contains a taxi limit beyond a any landing / take off on the runway which is not in use. runway, it shall contain and explicit clearance to cross or an instruction to hold short of the runway. 16.3.3 If any runway incursion occurs, following actions should be taken: d) The SMC Controller should not give any clearance to aircraft beyond the designated holding position of an 4 The Aerodrome Controller shall record it in the log active runway. book; e) If the control tower is unable to determine either 4 DGCA, WSO and ATS In-charge shall be visually or by radar, that a vacating or crossing aircraft informed; has cleared the runway, the aircraft shall be requested to report when it has 4 Investigation of such incursion shall be carried by vacated the runway. the ATS In-charge and report sent to D (ATM) within 15 days of the occurrence of such incident. f) The Aerodrome Controller shall always use the call sign of the aircraft or vehicle before passing any 16.5 INFORMATION ON THE OPERATIONAL clearance or instruction. STATUS OF AVIGATION AIDS g) The Aerodrome Controller shall ensure read back of 16.5.1 ATS units shall be kept currently informed of the clearance and instructions to enter, hold short of, cross operational status of non visual navigation aids, and taxi and back track on any runway. those visual aids essential for take-off, departure, approach and landing procedures within their area of h) The controller shall listen to the read back to responsibility and those visual and non visual aids ascertain the clearance or instruction has been correctly essential for surface movement. acknowledged by the flight crew and shall take

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16.5.2 Information on the operational status, and any changes thereto, of visual and non visual aids as referred to in 16.5.1 should be received by the appropriate ATS unit(s) on a timely basis consistent with the use of the aid(s) involved.

16.6. ICAO Model Air Traffic Incident Report Form

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16.4 USE OF REPETITIVE FLIGHT PLANS • total estimated elapsed time (RPLS) • indication of the location where the following information may be obtained immediately upon request: 16.4.1 General — alternate aerodromes — fuel endurance 16.4.1.1 RPLs shall not be used for flights other than — total number of persons on board IFR flights operated regularly on the same day(s) of — emergency equipment consecutive weeks and on at least ten occasions or every • other information. day over a period of at least ten consecutive days. The elements of each flight plan shall have a high degree of 16.4.3 Submission of total listings stability. 16.4.3.1 RPLs shall be submitted in the form of listings Note.— For permissible incidental changes to RPL data containing the required flight plan data using an RPL affecting the operation for one particular day, and not listing form specially designed for the purpose or by intended to be a modification of the listed RPL, see means of other media suitable for electronic data 16.4.4.2.2 and 16.4.4.2.3. processing. The method of submission shall be determined by local or regional agreement. 16.4.1.2 RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome. RPL Note.— A model RPL listing form is contained in procedures shall be applied only when all ATS Appendix 2. authorities concerned with the flights have agreed to accept RPLs. 16.4.3.2 Initial submission of complete RPL listings and any subsequent seasonal resubmission of complete 16.4.1.3 The use by States of RPLs for international listings shall be made in sufficient time to permit the flight shall be subject to the provision that the affected data to be properly assimilated by the ATS organization. adjacent States either already use RPLs or will use them The minimum lead time required for the submission of at the same time. The procedures for use between States such listings shall be established by the administrations shall be the subject of bilateral, multilateral or regional concerned and published in their AIPs. This minimum air navigation agreement as appropriate. lead time shall be at least two weeks.

16.4.2 Procedures for submission of RPLs by 16.4.3.3 Operators shall submit listings to the operators designated agency for distribution to the appropriate air traffic services units. 16.4.2.1 Conditions governing submission, notification of changes, or cancellation of RPLs shall be the subject 16.4.3.4 The information normally to be provided shall of appropriate arrangements between operators and the be that listed in 16.4.2.2 except that administrations may ATS authority concerned or of regional air navigation also require the provision of estimate information of agreements. FIR boundaries and the primary alternate aerodrome. If so required, such information shall be provided as 16.4.2.2 An RPL shall comprise information regarding indicated on an RPL listing form specially designed for such of the following items as are considered relevant the purpose. by the appropriate ATS authority: 16.4.3.5 Information regarding alternate aerodrome(s) • validity period of the flight plan and supplementary flight plan data (information • days of operation normally provided under Item 19 of the ICAO flight • aircraft identification plan form) shall be kept readily available by the • aircraft type and wake turbulence category operator at the departure aerodrome or another agreed • MLS capability location, so that, on request by ATS units, it can be • departure aerodrome supplied without delay. The name of the office from • off-block time which the information can be obtained shall be recorded • cruising speed(s) on the RPL listing form. • cruising level(s) • route to be followed 16.4.3.6 Acknowledgement of receipt of listings of • destination aerodrome flight plan data and/or amendment thereto shall not be

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required except by agreement between operators and the may result in the automatic cancellation of the RPL for appropriate agency. that specific flight at one or more of the ATS units concerned. 16.4.4 Changes to RPL listings 16.4.4.2.4 Whenever it is known to the operator that any 16.4.4.1 CHANGES OF A PERMANENT NATURE flight for which an RPL has been submitted is cancelled, the ATS unit responsible for the departure aerodrome 16.4.4.1.1 Changes of a permanent nature involving the shall be notified. inclusion of new flights and the deletion or modification of currently listed flights shall be submitted in the form 16.4.4.3 OPERATOR/PILOT LIAISON of amendment listings. These listings shall reach the air traffic services agency concerned at least seven days The operator shall ensure that the latest flight plan prior to the change becoming effective. information, including permanent and incidental changes, pertaining to a particular flight and duly 16.4.4.1.2 Where RPL listings have been initially notified to the appropriate agency, is made available to submitted by the use of media suitable for electronic the pilot-in-command. data processing, it shall be permissible by mutual agreement between the operator and the appropriate 16.4.4.4 RPL PROCEDURES FOR ATS UNITS authority for some changes to be submitted by means of The procedures for handling RPLs described herein are RPL listing forms. applicable regardless of whether automatic data- processing equipment is utilized or flight plan data is 16.4.4.1.3 All RPL changes shall be submitted in handled manually. accordance with the instructions for preparation of RPL listings. 16.4.4.5 IMPLEMENTATION OF RPL PROCEDURES

16.4.4.2 CHANGES OF A TEMPORARY NATURE 16.4.4.5.1 Procedures for use of RPLs may be established for flights operating within a single FIR or a 16.4.4.2.1 Changes of a temporary, non-recurring nature single State. relating to RPLs concerning aircraft type and wake turbulence category, speed and/or cruising level shall be 16.4.4.5.2 Procedures may also be established for flights notified for each individual flight as early as possible across international boundaries subject to the provision and not later than 30 minutes before departure to the that affected States currently utilize or will concurrently ATS reporting office responsible for the departure use RPLs. aerodrome. A change of cruising level only may be notified by radiotelephony on initial contact with the 16.4.4.5.3 Application of RPL procedures for ATS unit. international flights requires the establishment of bilateral or multilateral agreements between the States 16.4.4.2.2 In case of an incidental change in the aircraft concerned. Multilateral agreements involving a number identification, the departure aerodrome, the route and/or of States may take the form of regional air navigation the destination aerodrome, the RPL shall be cancelled agreements. for the day concerned and an individual flight plan shall be submitted. 16.4.4.5.4 Application of RPLs requires agreements with participating operators to establish submission and 16.4.4.2.3 Whenever it is expected by the operator that a amendment procedures. specific flight, for which an RPL has been submitted, is likely to encounter a delay of 30 minutes or more in 16.4.4.5.5 Agreements shall include provisions for the excess of the off-block time stated in that flight plan, the following procedures: ATS unit responsible for the departure aerodrome shall be notified immediately. a) initial submission; b) permanent changes; Note.— Because of the stringent requirements of flow c) temporary and incidental changes; control, failure by operators to comply with this d) cancellations; procedure e) additions; and

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f) completely revised listings when indicated by by an increasing proportion of the aircraft population extensive changes. has had the effect of reducing the magnitude of lateral deviations from the route centre line and, consequently, 16.4.4.6 COLLECTION, STORAGE AND PROCESSING OF increasing the probability of a collision, should a loss of RPL DATA vertical separation between aircraft on the same route occur. 16.4.4.6.1 Any State using RPLs shall designate one or more agencies responsible for administering such data. Note 2.— The following incorporates lateral offset The area of responsibility for any such designated procedures for both the mitigation of the increasing agency shall be at least one FIR. However, part or the lateral overlap probability due to increased navigation entire area of responsibility of one or more States may accuracy, and wake turbulence encounters. be administered jointly by a designated agency. Each designated agency shall distribute relevant RPL data to Note 3.— Annex 2, 3.6.2.1.1, requires authorization for the ATS units concerned within its area of responsibility the application of strategic lateral offsets from the so that such data reach these units in sufficient time to appropriate ATS authority responsible for the airspace become effective. concerned.

16.4.4.6.2 RPLs shall be stored by each ATS unit 16.5.2 The following shall be taken into account by the concerned in a manner that will ensure that they are appropriate ATS authority when authorizing the use of systematically activated on the appropriate day of strategic lateral offsets in a particular airspace: operation in the order of estimated times indicative of entry into the unit’s area of responsibility. Activation a) strategic lateral offsets shall only be authorized in en- shall be accomplished in sufficient time to present the route oceanic or remote continental airspace. Where part data to the controller in appropriate form for analysis of the airspace in question is provided with an ATS and control action. surveillance service, transiting aircraft should normally be allowed to initiate or continue offset tracking; 16.4.4.7 SUSPENSION OF RPL PROCEDURES b) strategic lateral offsets do not affect lateral separation An appropriate ATS authority obliged, due to minima and may be authorized for the following types exceptional circumstances, to temporarily suspend the of routes (including where routes or route systems use of RPLs in its area of responsibility, or a specified intersect): part thereof, shall publish notice of such suspension with as much advance notice as possible and in the most 1) uni-directional and bi-directional routes; and suitable form considering the circumstances. 2) parallel route systems where the spacing between route centre lines is not less than 55.5 16.4.4.8 ATS MESSAGES RELATED TO INDIVIDUAL km (30 NM); FLIGHTS OPERATING ON AN RPL ATS messages relating to individual flights operating on an RPL shall be c) in some instances it may be necessary to impose originated and addressed to ATS units concerned in a restrictions on the use of strategic lateral offsets, e.g. manner identical to that used for flights operating on where their application may be inappropriate for reasons individual flight plans. related to obstacle clearance;

16.5 STRATEGIC LATERAL OFFSET d) strategic lateral offset procedures should be PROCEDURES (SLOP) IN OCEANIC AND implemented on a regional basis after coordination REMOTE CONTINENTAL AIRSPACE between all States involved;

16.5.1 SLOP are approved procedures that allow aircraft e) the routes or airspace where application of strategic to fly on a parallel track to the right of the centre line lateral offsets is authorized, and the procedures to be relative to the direction of flight. An aircraft’s use of followed by pilots, shall be promulgated in aeronautical these procedures does not affect the application of information publications (AIPs); and prescribed separation standards. f) air traffic controllers shall be made aware of the Note 1.— The use of highly accurate navigation systems airspace within which strategic lateral offsets are (such as the global navigation satellite system (GNSS)) authorized.

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16.5.3 The decision to apply a strategic lateral offset board an aircraft is received by an ATS unit serving the shall be the responsibility of the flight crew. The flight destination/departure, from another ATS unit or from an crew shall only apply strategic lateral offsets in airspace aircraft or an aircraft operator, the unit concerned shall where such offsets have been authorized by the forward a message as soon as possible to the public appropriate ATS authority and when the aircraft is health authority (PHA) or the appropriate authority equipped with automatic offset tracking capability. designated by the State as well as the aircraft operator or its designated representative, and the aerodrome 16.5.4 The strategic lateral offset shall be established at authority. a distance of 1.85 km (1 NM) or 3.7 km (2 NM) to the right of the centre line relative to the direction of flight. Note 1.— See Annex 9 — Facilitation, Chapter 1 (Definitions), Chapter 8, 8.12 and 8.15, and Appendix 1, Note 1.— Pilots may contact other aircraft on the inter- for relevant additional information related to the pilot air-to-air frequency 123.45 MHz to coordinate subject of communicable disease and public health risk offsets. on board an aircraft.

Note 2.— The strategic lateral offset procedure has Note 2.— The PHA is expected to contact the airline been designed to include offsets to mitigate the effects of representative or operating agency and aerodrome wake turbulence of preceding aircraft. If wake authority, if applicable, for subsequent coordination turbulence needs to be avoided, one of the three with the aircraft concerning clinical details and available options (centre line, 1.85 km (1 NM) or 3.7 km aerodrome preparation. (2 NM) right offset) may be used. Depending on the communications facilities available to Note 3.— Pilots are not required to inform ATC that a the airline representative or operating agency, it may strategic lateral offset is being applied. not be possible to communicate with the aircraft until it is closer to its destination. Apart from the initial 16.6 NOTIFICATION OF SUSPECTED notification to the ATS unit whilst en-route, ATC COMMUNICABLE DISEASES, OR OTHER communications channels are to be avoided. PUBLIC HEALTH RISK, ON BOARD AN AIRCRAFT Note 3.— The information to be provided to the departure aerodrome will prevent the potential spread 16.6.1 The flight crew of an en-route aircraft shall, upon of communicable disease, or other public health risk, identifying a suspected case(s) of communicable through other aircraft departing from the same disease, or other public health risk, on board the aircraft, aerodrome. promptly notify the ATS unit with which the pilot is communicating, the information listed below: Note 4.— AFTN (urgency message), telephone, facsimile or other means of transmission may be used. a) aircraft identification; ______b) departure aerodrome; c) destination aerodrome; d) estimated time of arrival; e) number of persons on board; f) number of suspected case(s) on board; and g) nature of the public health risk, if known.

16.6.2 The ATS unit, upon receipt of information from a pilot regarding suspected case(s) of communicable disease, or other public health risk, on board the aircraft, shall forward a message as soon as possible to the ATS unit serving the destination/departure, unless procedures exist to notify the appropriate authority designated by the State and the aircraft operator or its designated representative. 16.6.3 When a report of a suspected case(s) of communicable disease, or other public health risk, on

19/11/09 Page16 ‐10 Amendment 1 Manual of Air Traffic Services Chapter 17 – ATS Safety Management

Chapter 17 ATS SAFETY MANAGEMENT

17.1 Safety Management System individual. DGCA will provide the environment, support and training necessary to achieve this goal. A systematic approach to managing safety, including the necessary organizational structures, accountabilities, 17.2.6 Systems policies and procedures is defined as a safety management system. DGCA, Myanmar will ensure that the air traffic management systems and technology it uses, whether 17.2 ATS Service Provider’s Safety Policy developed internally or bought externally, meet specified and appropriate system’ As a first step in formulating the ATS Safety Management System, the Safety Policy of ATS service 17.3 Objectives of ATS safety Management system provider in the form of following components has been formally established: The safety objectives applicable to the provisions of ATS within airspaces and aerodromes as below: Note: (1) ensure that the established level of safety applicable 17.2.1 Safe Operation of Aircraft to the provision of ATS within an airspace or at an aerodrome is met. ATS service provider will provide the highest reasonable standard of safety within the Air Traffic (2) ensure that safety-related enhancements are Services Systems which it plans, provides and operates implemented whenever necessary. by identifying and minimizing those risks arising from ATS units’ activities which could contribute to aircraft (3) ensure that the achievement of satisfactory safety in accidents ATM shall be accorded the highest priority over commercial, environmental and 17.2.2 Priority of Safety social pressures.

ATS service provider will regard the safety of the air (4) ensure that ATS units’ safety policy, organizational traffic services system as the most important responsibilities and positional responsibilities are consideration throughout all its activities. understood by its employees whenever their activities may have impact on safety. 17.2.3 Management Responsibility (5) ensure that there is a system in Safety is an integral part of the provision of an efficient place to assess the safety implications and safety & effective air traffic management system. All hazards in ATM operations and to determine the action concerned executives are accountable for the necessary to minimize those hazards, and to monitor the performance in their areas of responsibility implementation of that action on a periodic basis.

17.2.4 Adoption of Explicit Safety Standards (6) control and manage safety hazards in any change to existing systems, equipment or procedures to ensure any ATS service provider of Myanmar will continue to unacceptable hazards are eliminated by the time the adopt Explicit Safety Standards which comply with change is completed. statutory obligations & with the safety requirements of the Director General of Civil Aviations. (7) ensure that processes are in place which deliver personnel who are adequately trained, motivated and 17.2.5 Safety Culture competent to perform the tasks required of them, in addition to being properly rated if so required and to ATS Units will develop a culture among all its monitor their continuing competence on a periodic Executives and Staff which fosters an increasing basis. understanding of the importance of safety in all its activities and the resultant responsibility of each

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(8) ensure that processes are in place to facilitate the (9) ensure that processes are in place to minimize the safe and effective management of the operations of air impact of any abnormal operation on those utilizing the traffic services, aeronautical service and report and record the abnormal operation, telecommunications services and aeronautical radio thereby providing a mechanism for review, as and when navigation facilities on a continuing basis. required, after the event.

(10) ensure that processes are in place to deliver accurate presentation of aeronautical information to the users of that information as and when they require it.

(11) ensure that the control of entry of personnel into operational fire fighting functions and to periodically monitor and endorse the continuing competency of those personnel.

(12) comply with ICAO standards for ATS messages recording and access to recordings on a continuing basis.

(14) ensure that processes are in place which assure the provision of facilities for safe navigation on an on-going basis as per aircraft movement.

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1 Jan 2009 Page17 -2 Manual of Air Traffic Services Chapter 17 – ATS Safety Management are practicable and will provide for an acceptable level of safety; and 2. Availability: The ratio of percentage of the time that a system is operating correctly to the total time in that h. Procedures for the reporting of incidents and other period. safety-related occurrences are implemented, that the reporting of incidents is encouraged and that such reports 17.7.2.1.3 Licensing and training issues to ensure that : are reviewed to identify the need for any remedial action. a. controllers are adequately trained and properly licensed with valid ratings; 17.7.2.1.2 Operational and technical issues to ensure that: b. controller competency is maintained by adequate and appropriate refresher training, including the handling of a. the environmental working conditions meet aircraft emergencies and operations under conditions established levels for temperature, humidity, ventilation, with failed and degraded facilities and systems; noise and ambient lighting, and do not adversely affect controller performance. c. controllers, where the ATC unit/control sector is staffed by teams, are provided relevant and adequate b. Automation systems generated and display flight plan, training in order to ensure efficient teamwork; control and coordination data in a timely, accurate and easily recognizable manner and in accordance with d. the implementation of new or amended procedures, Human Factors principles. and new or updated communications, surveillance and other safety significant systems and equipment is c. Equipment, including input/output devices for proceeded by appropriate training and instructions; automation systems, are designed and positioned in the working position in accordance with ergonomic e. controller competency in the English language is principles; satisfactory in relation to providing ATS to international air traffic; and d. Communications, navigation, surveillance and other safety significant systems and equipment; f. standard phraseology is used.

1. are tested for normal operations on a routine 17.8 SAFETY ASSESSMENTS basis; 17.8.1 Need for safety assessments 2. meet the required level of reliability and availability as defined by the appropriate 17.8.1.1 A safety assessment shall be carried out in authority; respect of proposals for significant airspace organizations, for significant changes in the provision of 3. provide for the timely and appropriate detection ATS procedures applicable to an airspace or an and warning of system failures and aerodrome, and for the introduction of new equipment, degradations; systems or facilities, such as :

4. include documentation on consequences of a. a reduced separation minimum to be applied within an system, sub – system and equipment failures airspace or at an aerodrome; and degradations; b. a new operating procedure, including departure and 5. include measures to control the probability of arrival procedures, to be applied within an airspace or at failures and degradations; and an aerodrome;

6. include adequate backup facilities and/or Note 1. A reduced separation minimum may refer to the procedures in the event of a system failure or reduction of a horizontal separation minimum, including degradation; and a minimum based on Required Navigation Performance ( RNP ), a reduced vertical separation minimum of 1000 e. detailed records of systems and equipment Ft between FL 290 and FL 410 inclusive (RVSM ), the serviceability are kept and periodically reviewed. reduction of a separation minimum based on the use of an ATS surveillance system or a wake turbulence Note. In the context above, the terms reliability and separation minimum or reduction of minima between availability have the following meanings : landing and/or departing aircraft.

1. Reliability: the probability that a device or system will Note 2. When, due to the nature of the change, the function without failure over a specified time period or acceptable level of safety cannot be expressed in amount of usage; and

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management quantitative terms, the safety assessment may rely on classified by the appropriate ATS authority for its risk operational judgement. acceptability.

17.8.1.2 Proposals shall be implemented only when the 17.9.2 Except when the risk can be classified as assessment has shown that an acceptable level of safety acceptable, the ATS authority concerned shall, as a will be met. matter of priority and as far as practicable, implement appropriate measures to eliminate the risk or reduce the 17.8.2 Safety – significant factors risk to a level that is acceptable.

17.8.2.1 The safety assessment shall consider relevant all 17.9.3 If it becomes apparent that the level of safety factors determined to be safety – significant, including : applicable to an airspace or an aerodrome is not, or may not be achieved, the appropriate ATS authority shall, as a a. types of aircraft and their performance characteristics, matter of priority and as far as practicable, implement including aircraft navigation capabilities and navigation appropriate remedial measures. performance; 17.9.4 Implementation of any remedial measure shall be b. traffic density and distribution; followed by an evaluation of the effectiveness of the measure in eliminating or mitigating a risk. c. airspace complexity, ATS route structure and classification of the airspace; 17.9.3 If it becomes apparent that the level of safety applicable to an airspace or an aerodrome is not, or may d. aerodrome layout, including runway configurations, not be achieved, the appropriate ATS authority shall, as a runway lengths and taxiways configuration; matter of priority and as far as practicable, implement appropriate remedial measures. e. type of air-ground communications and time parameters for communication dialogues, including 17.9.4 Implementation of any remedial measure shall be controller intervention capability; followed by an evaluation of the effectiveness of the measure in eliminating or mitigating a risk. f. type and capabilities of surveillance system, and the availability of systems providing controller support and 17.10 ATS SAFETY MANAGEMENT SYSTEMS alert functions. Where ADS-B implementation envisages reliance upon a common source for surveillance and/or 17.10.1 Doc 9859 provides ten steps for ― getting navigation, the safety assessment shall take account of started in setting up an SMS. The ten steps have equal adequate contingency measures to mitigate the risk of application to safety management in ATS, and that either degradation or loss of this common source (i.e. chapter should be read in conjunction with this section. common mode failure); and In addition, the considerations discussed below apply to managing safety in ATS. g. any significant local or regional weather phenomena. 13.10.2 Safety Performance Indicators and Safety Note 1. See DOC 4444 chapter 5, section 5.11 Targets concerning reductions in separation minima. Note 2. Guidance material on methods of expressing and 13.10.2.1 The notion of safety performance indicators assessing a safety level and safety monitoring and safety targets is introduced in Doc 9859. Before programmes is contained in Annex 11, attempting to determine whether the safety performance attachment B, the Air Traffic Services Planning Manual ( of a system, or the safety impact of planned changes to it, Doc 9426), is acceptable, a decision must be made concerning what the Manual on Implementation of a 300 m ( 1000 Ft ) criteria will be used to judge acceptability. ICAO Vertical Separation Minimum between FL 290 and FL provisions relating to safety management for aircraft 410 Inclusive ( Doc 9574), the Performance-based operators, aerodrome operators and ATS providers Navigation Manual (Doc 9613) and the Manual on incorporate requirements pertaining to achieving an Airspace Planning Methodology for the Determination of acceptable level of safety. The acceptable level of safety Separation Minima (Doc 9689). shall be determined by the State concerned.

17.9 SAFETY – ENHANCING MEASURES 17.10.2.2 Annex 11 requires States to establish an acceptable level of safety applicable to the provision of 17.9.1 Any actual or potential hazard related to the ATS within their airspace and at their aerodromes. provision of ATS within an airspace or at an aerodrome, whether identified through an ATS safety management 17.10.2.3 In order to determine what is an acceptable activity or by any other means, shall be assessed and level of safety, it is first necessary to decide on appropriate safety performance indicators and then on

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management what represents an acceptable outcome. The safety Specifications ( MNPS ) airspace, and oceanic airspace performance indicators chosen need to be appropriate for where Required Navigation Performance (RNP) based the application. Typical measures which could be used in separation minima are used. safety management in ATS include: 17.10.2.9 The techniques used in this form of safety a. maximum probability of an undesirable event, such as assessment are beyond the scope of this manual. Further a collision, loss of separation or runway incursion; information on collision risk models can be found in the Manual on Airspace Planning Methodology b. maximum number of incidents per 10 000 aircraft for the Determination of Separation Minima (Doc 9689). movements; 17.10.3 Safety Organization c. maximum number of short-term conflict alerts (STCAs) per 10 000 aircraft movements. 17.10.3.1 How an ATS centre or unit is organized for safety management will to a large extent depend on the 17.10 .2.4 Since aviation accidents are rare events, volume and complexity of its activities. For accident rates are not good indicators of safety example, at a large centre, such as at an international performance. They may be of limited value at the airport, there are several discrete ATS activities(en-route, global, regional or national level. However, the absence terminal, arrival and departure, of accidents may belie many unsafe conditions in the tower, ground, etc.). The effectiveness of the safety system, creating situations ―ripe for an accident . decision - making processes will be largely dependent on Accident rates are even less useful as an indicator of how the diverse interests of all the service providers are safety when applied to individual aerodromes or flight integrated into a coherent ―system . information regions (FIRs). For any given FIR, for example, the expected time between en- route accidents 17.10.3.2 The Centre Manager or Unit Chief alone will could be in excess of 100 years. not be able to implement an SMS. In addition to the 17.10.2.5 Incident rates may be more useful indicators of cooperation and commitment of other managers and ATS safety performance, for example, reported air staff, the Centre Manager or Unit Chief will probably proximities, technical losses of separation, TCAS depend on the guidance and assistance of a dedicated warning and alert messages, losses of radar coverage and SM. In appointing an SM, management must avoid the power outages. temptation to delegate accountability for safety to the SM rather than to all managers and employees. 17.10.2.6 Indicators based on safety occurrences are only as good as the reporting or monitoring systems through 17.10.3.3 As in other aviation activities, the provision of which such occurrences are recorded and tracked. For ATS requires a risk – based approach to decision- this to be effective, the culture of the organization must making. The same processes described elsewhere in this encourage the filing and recording of the required chapter are required for reducing or eliminating risks in reports. the provision of ATS. Risk management requires a coherent system for identifying hazards, assessing the Note. The importance of an organization’s safety culture risks and implementing viable measures for controlling is discussed in Doc 9859 . the risks. (See Doc 9859.)

17.10.2.7 Whenever quantitative safety performance 17.10.3.4 The Procedures for Air Navigation Services — targets are set, it must be possible to measure, or Air Traffic Management (PANS-ATM, Doc 4444) estimate, the achieved level of safety in quantitative requires that all reports of incidents, or reports terms. If a target of this type is to be applied to en-route concerning the serviceability of ATS facilities and operations within a single FIR, or instrument approaches systems ( such as failures or degradation of at a single aerodrome, then the expected frequency of communications, surveillance and other safety accidents is so low that data on actual accidents will not significant systems and equipment) be systematically give a valid indication of whether the target is being met. reviewed by the appropriate ATS authority in order to detect any trends in the operation of such systems which 17.10.2.8 Quantitative targets are used, for example, in may have an adverse effect on safety. assessing the safety of operations in Reduced Vertical Separation Minimum (RVSM) airspace. However, in this 17.10.4 ATS Regulatory Authority case, the assessment of the achieved level of safety is done using mathematical collision risk models which can 17.10.4.1 Functions Of The ATS Regulatory Authority estimate the expected rate of accidents from data on aircraft height deviations that did not result in an 17.10.4.1.1 As outlined in Doc 9859 Chapter 3, a State accident. Similar models are used in the estimation of requires a regulatory Authority to oversee the collision risk as the result of lateral deviations from track implementation of its legislation and regulations in the Asia-Pacific Minimum Navigation Performance

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management governing air safety. The core functions of the regulatory communications, surveillance and other safety authority with respect to ATS safety are: significant systems and equipment) be systematically reviewed by the appropriate ATS authority in order to a. developing and updating the necessary regulations; detect any trends in the operation of such systems which b. setting national safety performance targets; and may have an adverse effect on safety. c. providing oversight of ATS providers. 17.10.7 Emergency Response

17.10.5 Safety Manager ( SM ) 17.10.7.1 ATS personnel must be prepared to continue to provide services through emergency situations, such as 17.10.5.1 The principles for organizing for safety following an accident, a power or management, and the functions and roles of an SM are communication failure, loss of radar coverage, and outlined in Doc 9859. security threat. Emergency procedures must be in place to guide operations without further compromising safety. 17.10.5.2 Ideally, the SM for an ATS unit should have The appropriate response of the unit requires a sound no responsibilities other than safety. The SM should be a Emergency Response Plan (ERP). member of the management team of the organization, and needs to be at a sufficiently high level in the 17.10.7.2 The ERP should reflect a collaborative effort management hierarchy to be able to communicate between management and the operational personnel who directly with other senior managers. Examples of tasks will have to execute it, in particular the controllers. to be included in an ATS SM’s terms of reference Backup procedures must be in place and be regularly include: tested to ensure the continued provision of services to maintain the safe, expeditious and orderly flow of air a. to develop, maintain and promote an effective SMS; traffic — perhaps at a degraded level, for example, shifting to procedural control in the event of a radar b. to monitor the operation of the SMS and to report to failure. the Chief Executive Officer on the performance and effectiveness of the system; 17.10.8 Safety Investigations c. to bring to senior management’s attention any 17.10.8.1 When an accident or serious incident occurs, identified changes needed to maintain or improve safety; competent investigators must be available to conduct an investigation in order to: d. to act as the focal point for dealings with the safety regulatory authority; a. better understand the events leading up to the occurrence; e. to provide specialist advice and assistance regarding safety issues; b. identify hazards and conduct risk assessments; f. to develop a safety management awareness and c. make recommendations to reduce or eliminate understanding throughout the entire organization; and unacceptable risks; and g. to act as a proactive focal point for safety issues. d. communicate the safety messages to the appropriate stakeholders. 17.10.6 Risk Management 17.10.8.2 The investigation of minor incidents, such as 17.10.6.1 As in other aviation activities, the provision of losses of separation, may yield evidence of systemic ATS requires a risk- based approach to decision - hazards. For maximum effectiveness, management making. The same processes described elsewhere in this should focus on determining risks rather than identifying manual are required for reducing or eliminating risks in persons to discipline. How this is done will be influenced the provision of ATS. Risk management requires a by the safety culture of the organization. The credibility coherent system for identifying hazards, assessing the of the investigative process will largely hinge on the risks and implementing viable measures for controlling technical competence and objectivity of the the risks. (See Doc 9859 ) investigators.

17.10.9 Safety Oversight 17.10.6.2 The Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) 17.10.9.1 Maintenance of high standards in ATS implies requires that all reports of incidents, or reports a programme of monitoring and surveillance of the concerning the serviceability of ATS facilities and activities of all controllers and supporting staff, as well systems (such as failures or degradation of as of the reliability and performance of their equipment.

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management

including those providing new functionality and/or 17.10.9.2 The objective of the safety oversight of ATS capabilities. providers is to verify compliance with relevant: 17.10.10.2 In brief, a safety assessment involves a a. ICAO SARPs and procedures; multidisciplinary group of experts who systematically identify hazards and recommend measures to reduce or b. national legislation and regulations; and eliminate the inherent risks to an acceptable level. Further information on conducting safety assessments is c. national and international best practices. contained in Doc 9859 .

17.10.9.3 The methods of safety oversight may include 17.10.10.3 Factors to be considered in conducting a safety inspections and/or safety audits of the safety assessment include: organizations concerned. Safety oversight should also a. types of aircraft and their performance characteristics, involve a systematic review of significant safety including their navigation capabilities and performance; occurrences. As outlined in Doc 9859 , one of the core elements of an SMS is safety audits. The safety b. traffic density and distribution; oversight procedures need to be standardized and documented to ensure consistency in their application. c. airspace complexity, ATS route structure and the classification of the airspace; 17.10.9.4 The staff responsible for this oversight function require a good knowledge of, and preferably, d. aerodrome layout, including runway and taxiway practical experience in, safety management procedures. configurations and preferences Doc 4444 requires that qualified personnel having a full understanding of relevant procedures, practices and e. air-ground communications capabilities and usage; factors affecting human performance, conduct safety reviews of ATS f. surveillance and alerting systems; and units on a regular and systematic basis. g. significant local topography or weather phenomena. 17.10.9.5 Doc 4444 also requires that data used in safety monitoring programmes be collected from as wide a 17.11 CHANGING ATS PROCEDURES range of sources as possible, as the safety- related consequences of particular procedures or systems may 17.11.1 Air traffic systems are particularly vulnerable not be realized until after an incident has occurred. during periods of changing procedures, whether Thus, the audit programme should include the safety modifying existing procedures or introducing new ones. interfaces with all users of the ATS system, operators, Risk management techniques are used in working airport management and any contracted service through the effects of proposed changes. The principles providers. of risk management are outlined in Doc 9859 .

17.10.10 Managing change 17.11.2 The objective of assessing ATS procedures is to provide assurance that, as far as reasonably practicable, 17.10.10.1 The provision of ATS is a dynamic activity. potential hazards associated with the control of aircraft Doc 4444 requires that a safety assessment be carried out have been identified and actions to mitigate the in respect of any proposals for significant airspace significant risks associated with the hazards have been reorganizations, for significant changes in the provision put in place. Typically, this risk management process of ATS procedures applicable to a defined airspace or an involves the following: aerodrome, and for the introduction of new equipment, systems or facilities. Examples of significant changes a. hazard identification (HAZid); include: b. hazard analysis, including likelihood of occurrence; a. reduced separation minima; c. consequence identification and analysis; and b. new operating procedures, including arrival and departure procedures (STARs and SIDs); d. assessment against risk criteria. c. reorganization of the ATS route structure; 17.11.3 When management proposes to develop, validate, change or introduce operational procedures, d. re-sectorization of an airspace; and where practicable they should: e. implementation of new communications, surveillance or other safety - significant systems and equipment,

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management a. utilize hazard identification, risk assessment and risk room such as flight crew, ground staff or maintenance management techniques prior to the introduction of the workers. The TEM model considers these complexities procedures; as threats because they all have the potential to negatively affect ATC operations by reducing margins of b. use simulation to develop and evaluate the new safety. procedures; 17.13 NORMAL OPERATIONS SAFETY SURVEY c. implement changes in small, easily manageable steps ( NOSS) to allow confidence to be gained that the procedures are suitable; and 17.13.1 Until recently, safety monitoring relied on staff identifying actual or potential hazards to the safe d. commence changes in periods of low traffic density. operation of the system, and submitting reports. If unsafe practices have become part of the normal method of 17.11.4 As outlined in Doc 9859 , risk assessment of operating, it is unlikely that the staff involved would ATS procedures is best conducted by a group including: recognize these as being unsafe and file reports through the safety occurrence reporting system. a. those responsible for procedure design; 17.13.2 Observation-based methods provide an b. staff with current knowledge and experience of the additional means of gathering data that does not rely on procedural area under assessment, i.e. system users — the individuals involved. Several airlines have introduced ATS personnel and pilots to a programme called Line Operations Safety Audit assess the procedures from an operational perspective; (LOSA) to monitor flight operations under normal operating conditions. c. engineering specialist — to provide expert opinion on equipment performance; Note. For more details about (LOSA) see Doc 9859. d. safety/risk specialist — to guide the application of the 17.13.3 LOSA is a proven method for identifying methodology; and hazards and for developing coping strategies for normal flight deck operations. The aim of the monitoring is to e) Human Factors specialist. gather data on operational threats, crew errors, and their management. The observations are made by observers, trained in LOSA techniques, sitting in the jump seat on 17.12 THREAT AND ERROR MANAGEMENT regular scheduled flights. By monitoring normal operations, much can be learned about pilots’ successful Note. For more details, See Doc 9859. strategies for managing normal threats, errors and undesirable states. 17.12.1 Threat and Error Management (TEM) framework assists in understanding, from an operational 17.13.4 The lessons of LOSA are being applied to ATC. perspective, the interrelationship between safety and However, because ATC operations differ significantly human performance in dynamic and challenging from flight operations, the evolving methodology, known operational contexts. While threats to operational safety as Normal Operations Safety Survey (NOSS), will differ have long been recognized, the principles of TEM make too. The idea behind NOSS is to provide the ATC it possible to manage the three basic components of the community with a means for obtaining robust data on TEM framework: threats, errors and undesired states. threats, errors and undesired states. Analysis of NOSS data, together with safety data from conventional 17.12.2 Threats and errors are a normal part of everyday sources, should make it possible to focus the safety operations. To prevent them from degenerating into change process on the areas that need attention the most. undesired states, ATCOs must routinely manage such threats and errors. To maintain safety margins in ATC 17.13.5 NOSS builds on the TEM framework. In its operations, ATCOs must also manage any undesired simplest form, NOSS involves over-the-shoulder state that may arise from such threats and errors. These observations during normal shifts. Analysis of these actions may offer the last opportunity to avoid an unsafe normative data in conjunction with data acquired through outcome. other means (such as incident reporting schemes and occurrence investigations) should provide ATC 17.12.3 Threats, errors and undesired states must all be management with a means for focusing the safety change managed within a set of contextual complexities. For process on those threats which most erode the margins of example, controllers must deal with adverse safety in the ATC system. meteorological conditions, airports surrounded by high mountains, congested airspace, aircraft malfunctions, and 17.13.6 NOSS recognizes that controllers routinely errors committed by other people outside of the ATC manage the threats, errors and undesired states that they

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management face each day during the course of normal operations. Their timely intervention preserves the desired margins of safety — before an unsafe outcome (i.e. an accident or incident arises).

17.13.7 Understanding how effective controllers deal with the evolving situation is vital to developing the necessary countermeasures to preserve defenses within the ATS system. Since safety management strategies are best directed against systemic threats rather than individual errors, the primary objective of NOSS must be to identify threats, not just to count errors.

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Manual of Air Traffic Services Chapter 17 – ATS Safety Management

Chapter 17 ATS SAFETY MANAGEMENT 17.1 GENERAL ATS service provider will regard the safety of the air traffic services system as the most important 17.1.1 States shall ensure that the level of air traffic consideration throughout all its activities. services (ATS) and communications, navigation and surveillance, as well as the ATS procedures 17.3.3 Management Responsibility applicable to the airspace or aerodrome concerned, are appropriate and adequate for maintaining an Safety is an integral part of the provision of an acceptable level of safety in the provision of ATS. efficient & effective air traffic management system. All concerned executives are accountable for the 17.1.2 The requirements in respect of services, performance in their areas of responsibility systems and procedures applicable to airspaces and aerodromes should be established on the basis of a 17.3.4 Adoption of Explicit Safety Standards regional air navigation agreement in order to facilitate the harmonization of ATS in adjacent ATS service provider of Myanmar will continue to airspaces. adopt Explicit Safety Standards which comply with statutory obligations & with the safety requirements 17.1.3 To ensure that safety in the provision of ATS of the Director General of Civil Aviations. is maintained, the appropriate ATS authority shall implement formal and systematic safety management 17.3.5 Safety Culture programmes for the air traffic services under its jurisdiction. Where appropriate, ATS safety ATS Units will develop a culture among all its management programmes should be established on Executives and Staff which fosters an increasing the basis of a regional air navigation agreement. understanding of the importance of safety in all its activities and the resultant responsibility of each 17.2 Safety Management System individual. DGCA will provide the environment, support and training necessary to achieve this goal. A systematic approach to managing safety, including the necessary organizational structures, 17.3.6 Systems accountabilities, policies and procedures is defined as a safety management system. DGCA, Myanmar will ensure that the air traffic management systems and technology it uses, whether 17.3 ATS Service Provider’s Safety Policy developed internally or bought externally, meet specified and appropriate system’ As a first step in formulating the ATS Safety Management System, the Safety Policy of ATS 17.4 Objectives of ATS safety Management system service provider in the form of following components has been formally established: The safety objectives applicable to the provisions of ATS within airspaces and aerodromes as below: 17.3.1 Safe Operation of Aircraft (1) ensure that the established level of safety applicable to the provision of ATS within an airspace ATS service provider will provide the highest or at an aerodrome is met. reasonable standard of safety within the Air Traffic Services Systems which it plans, provides and (2) ensure that safety-related enhancements are operates by identifying and minimizing those risks implemented whenever necessary. arising from ATS units’ activities which could contribute to aircraft accidents (3) ensure that the achievement of satisfactory safety in ATM shall be accorded the highest priority over 17.3.2 Priority of Safety commercial, environmental and social pressures.

(4) ensure that ATS units’ safety policy, organizational responsibilities and positional

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responsibilities are understood by its employees 17.5.1 An ATS safety management programme whenever their activities may have impact on safety. should include, inter alia, the following with respect to the provision of air traffic services: (5) ensure that there is a system in place to assess the safety implications and safety hazards in ATM a) monitoring of overall safety levels and detection of operations and to determine the action necessary to any adverse trend; minimize those hazards, and to monitor the implementation of that action on a periodic basis. b) safety reviews of ATS units;

(6) control and manage safety hazards in any change c) safety assessments in respect of the planned to existing systems, equipment or procedures to implementation of airspace re-organizations, the ensure any unacceptable hazards are eliminated by introduction of new equipment systems or facilities, the time the change is completed. and new or changed ATS procedures; and

(7) ensure that processes are in place which deliver d) a mechanism for identifying the need for safety personnel who are adequately trained, motivated and enhancing measures. competent to perform the tasks required of them, in addition to being properly rated if so required and to 17.5.2 All activities undertaken in an ATS safety monitor their continuing competence on a periodic management programme shall be fully documented. basis. All documentation shall be retained for such period of time as is specified by the appropriate authority. (8) ensure that processes are in place to facilitate the safe and effective management of the operations of 17.6 MONITORING OF SAFETY LEVELS air traffic services, aeronautical telecommunications services and aeronautical radio 17.6.1 Collection and evaluation of safety-related navigation facilities on a continuing basis. data

(9) ensure that processes are in place to minimize the 17.6.1.1 Data for use in safety monitoring impact of any abnormal operation on those utilizing programmes should be collected from as wide a the service and report and record the abnormal range of sources as possible, as the safety-related operation, thereby providing a mechanism for review, consequences of particular procedures or systems as and when required, after the event. may not be realized until after an incident has occurred. (10) ensure that processes are in place to deliver accurate presentation of aeronautical information to 17.6.1.2 The appropriate ATS authority should the users of that information as and when they require establish a formal incident reporting system for ATS it. personnel to facilitate the collection of information on actual or potential safety hazards or deficiencies (11) ensure that the control of entry of personnel into related to the provision of ATS, including route operational fire fighting functions and to periodically structures, procedures, communications, navigation monitor and endorse the continuing and surveillance systems and other safety significant competency of those personnel. systems and equipment as well as controller work loads. (12) comply with ICAO standards for ATS messages recording and access to recordings on a continuing Note.—Guidance related to both mandatory and basis. voluntary State incident reporting systems is contained in the ICAO Accident Prevention Manual (14) ensure that processes are in place which assure (Doc 9422). the provision of facilities for safe navigation on an on-going basis as per aircraft movement. 17.6.2 Review of incident and other safety-related reports 17.5 ATS SAFETY MANAGEMENT ACTIVITIES 17.6.2.1 Safety-related reports concerning the operation of air traffic services, including air traffic

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incident reports, shall be systematically reviewed by the potential for inadvertent runway incursions are in the appropriate ATS authority in order to detect any place; adverse trend in the number and types of incidents which occur. e) appropriate procedures for low visibility aerodrome operations are in place; f) traffic volumes 17.6.2.2 Reports concerning the serviceability of and associated controller work loads do not exceed ATS facilities and systems, such as failures and defined, safe levels and that procedures are in place degradations of communications, surveillance and for regulating traffic volumes whenever necessary; other safety significant systems and equipment, shall be systematically reviewed by the appropriate ATS g) procedures to be applied in the event of failures or authority in order to detect any trend in the operation degradations of ATS systems, including of such systems which may have an adverse effect on communications, navigation and surveillance safety. systems, are practicable and will provide for an acceptable level of safety; and 17.7 SAFETY REVIEWS h) procedures for the reporting of incidents and other 17.7.1 General requirements safety-related occurrences are implemented, that the reporting of incidents is encouraged and that such Safety reviews of ATS units shall be conducted on a reports are reviewed to identify the need for any regular and systematic basis by personnel qualified remedial action. through training, experience and expertise and having a full understanding of relevant Standards and Operational and technical issues to ensure that: Recommended Practices (SARPs), Procedures for Air Navigation Services (PANS), safe operating a) the environmental working conditions meet practices and Human Factors principles. established levels for temperature, humidity, ventilation, noise and ambient lighting, and do not 17.7.2 Scope adversely affect controller performance;

The scope of ATS unit safety reviews should include b) automation systems generate and display flight at least the following issues: plan, control and coordination data in a timely, accurate and easily recognizable manner and in Regulatory issues to ensure that: accordance with Human Factors principles; a) ATS operations manuals, ATS unit instructions c) equipment, including input/output devices for and air traffic control (ATC) coordination procedures automation systems, are designed and positioned in are complete, concise, and up-to-date; the working position in accordance with ergonomic principles; b) the ATS route structure, where applicable, provides for: d) communications, navigation, surveillance and other safety significant systems and equipment; 1) adequate route spacing; and 1) are tested for normal operations on a routine 2) crossing points for ATS routes located basis; so as to reduce the need for controller intervention and for inter- unit and 2) meet the required level of reliability and intra-unit coordination; availability as defined by the appropriate authority; c) the separation minima used in the airspace or at the aerodrome are appropriate and all the provisions 3) provide for the timely and appropriate applicable to those minima are being complied with; detection and warning of system failures and degradations; d) where applicable, provision is made for adequate visual or radar observation of the manoeuvring area, and procedures and measures aimed at minimizing

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4) include documentation on the consequences of system, sub-system and equipment failures 17.8.1 Need for safety assessments. and degradations; 17.8.1.1 A safety assessment shall be carried out in 5) include measures to control the respect of proposals for significant airspace probability of failures and degradations; reorganizations, for significant changes in the and provision of ATS procedures applicable to an airspace or an aerodrome, and for the introduction of 6) include adequate back-up facilities and/or new equipment, systems or facilities, such as: procedures in the event of a system failure or degradation; and a) a reduced separation minimum to be applied within an airspace or at an aerodrome; e) detailed records of systems and equipment serviceability are kept and periodically reviewed. b) a new operating procedure, including departure and arrival procedures, to be applied within an Note.— In the context above, the terms reliability airspace or at an aerodrome; and availability have the following meanings: c) a reorganization of the ATS route structure; 1) Reliability. The probability that a device or system will function without failure over a specified d) a resectorization of an airspace; time period or amount of usage; and e) physical changes to the layout of runways and/or 2) Availability. The ratio of percentage of the time taxiways at an aerodrome; and that a system is operating correctly to the total time in that period. f) implementation of new communications, surveillance or other safety-significant systems and Licensing and training issues to ensure that: equipment, including those providing new functionality and/or capabilities. a) controllers are adequately trained and properly licensed with valid ratings; Note 1.—A reduced separation minimum may refer to the reduction of a horizontal separation minimum, b) controller competency is maintained by adequate including a minimum based on required navigation and appropriate refresher training, including the performance (RNP), a reduced vertical separation handling of aircraft emergencies and operations minimum of 300 m (1 000 ft) between FL 290 and FL under conditions with failed and degraded facilities 410 inclusive (RVSM), the reduction of a radar and systems; separation or a wake turbulence separation minimum or reduction of minima between landing and/or c) controllers, where the ATC unit/control sector is departing aircraft. staffed by teams, are provided relevant and adequate training in order to ensure efficient teamwork; Note 2.— When, due to the nature of the change, the acceptable level of safety cannot be expressed in d) the implementation of new or amended quantitative terms, the safety assessments may rely procedures, and new or updated communications, on operational judgment. surveillance and other safety significant systems and equipment is preceded by appropriate training and 17.8.1.2 Proposals shall be implemented only when instruction; the assessment has shown that an acceptable level of safety will be met. e) controller competency in the English language is satisfactory in relation to providing ATS to inter- 17.8.2 Safety-significant factors national air traffic; and The safety assessment shall consider relevant all f) standard phraseology is used. factors determined to be safety-significant, including:

17.8 SAFETY ASSESSMENTS

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a) types of aircraft and their performance 17.9.3 If it becomes apparent that the level of safety characteristics, including aircraft navigation applicable to an airspace or an aerodrome is not, or capabilities and navigation performance; may not be achieved, the appropriate ATS authority b) traffic density and distribution; shall, as a matter of priority and as far as practicable, implement appropriate remedial measures. c) airspace complexity, ATS route structure and classification of the airspace; 17.9.4 Implementation of any remedial measure shall be followed by an evaluation of the effectiveness of d) aerodrome layout, including runway the measure in eliminating or mitigating a risk. configurations, runway lengths and taxiways configuration; e) type of air-ground communications and time parameters for communication dialogues, including controller intervention capability; ______f) type and capabilities of surveillance system, and the availability of systems providing controller support and alert functions; and g) any significant local or regional weather phenomena.

Note 1.— See also Chapter 5, Section 5.11 concerning reductions in separation minima.

Note 2.— Guidance material on methods of expressing and assessing a safety level and on safety monitoring programmes is contained in Annex 11, Attachment B, the Air Traffic Services Planning Manual (Doc 9426), the Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574), the Manual on Required Navigation Performance (RNP) (Doc 9613) and the Manual on Airspace Planning Methodology for the Determination of Separation Minima (Doc 9689).

17.9 SAFETY-ENHANCING MEASURES

17.9.1 Any actual or potential hazard related to the provision of ATS within an airspace or at an aerodrome, whether identified through an ATS safety management activity or by any other means, shall be assessed and classified by the appropriate ATS authority for its risk acceptability.

17.9.2 Except when the risk can be classified as acceptable, the ATS authority concerned shall, as a matter of priority and as far as practicable, implement appropriate measures to eliminate the risk or reduce the risk to a level that is acceptable.

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CHAPTER 18 ATS SYSTEM CAPACITY AND AIR TRAFFIC FLOW MANAGEMENT

18.1 CAPACITY MANAGEMENT the availability of back-up systems and/or procedures; 18.1.1 General e) availability of ATC systems providing 18.1.1.1 The capacity of an ATS system depends on controller support and alert functions; and many factors, including the ATS route structure, the navigation accuracy of the aircraft using the airspace, f) any other factor or element deemed relevant to weather related factors, and controller workload. controller workload. Every effort should be made to provide sufficient capacity to cater to both normal and peak traffic Note. — Summaries of techniques which may be levels; however, in implementing any measures to used to estimate control sector/position capacities are increase capacity, the responsible ATS authority shall contained in the Air Traffic Services Planning ensure, in accordance with the procedures specified Manual (Doc 9426). in Chapter 2, that safety levels are not jeopardized. 18.1.3 Regulation of ATC capacity and traffic 18.1.1.2 The number of aircraft provided with an volumes ATC service shall not exceed that which can be safely handled by the ATC unit concerned under the 18.1.3.1 Where traffic demand varies significantly on prevailing circumstances. In order to define the a daily or periodic basis, facilities and procedures maximum number of flights which can be safely should be implemented to vary the number of accommodated, the appropriate ATS authority should operational sectors or working positions to meet the assess and declare the ATC capacity for control areas, prevailing and anticipated demand. Applicable for control sectors within a control area and for procedures should be contained in local instructions. aerodromes. 18.1.3.2 In case of particular events which have a 18.1.1.3 ATC capacity should be expressed as the negative impact on the declared capacity of an maximum number of aircraft which can be accepted airspace or aerodrome, the capacity of the airspace or over a given period of time within the airspace or at aerodrome concerned shall be reduced accordingly the aerodrome concerned. Note.— The most for the required time period. Whenever possible, the appropriate measure of capacity is likely to be the capacity pertaining to such events should be sustainable hourly traffic flow. Such hourly predetermined. capacities can, for example, be converted into daily, 18.1.3.3 To ensure that safety is not compromised monthly or annual values. whenever the traffic demand in airspace or at an aerodrome is forecast to exceed the available ATC 18.1.2 Capacity assessment capacity, measures shall be implemented to regulate traffic volumes accordingly. In assessing capacity values, factors to be taken into account should include, inter alia: 18.1.4 Enhancements of ATC capacity

a) the level and type of ATS provided; 18.1.4.1 The appropriate ATS authority should:

b) the structural complexity of the control area, a) periodically review ATS capacities in relation to the control sector or the aerodrome concerned; traffic demand; and

c) controller workload, including control and b) provide for flexible use of airspace in order to coordination tasks to be performed; improve the efficiency of operations and increase capacity. d) the types of communications, navigation and surveillance systems in use, their degree of 18.1.4.2 In the event that traffic demand regularly technical reliability and availability as well as exceeds ATC capacity, resulting in continuing and

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frequent traffic delays, or it becomes apparent that 18.2.1.1 An air traffic flow management (ATFM) forecast traffic demand will exceed capacity values, service shall be implemented for airspace where the appropriate ATS authority should, as far as traffic demand at times exceeds the defined ATC practicable: capacity. a) implement steps aimed at maximizing the use of 18.2.1.2 ATFM should be implemented on the basis the existing system capacity; and of a regional air navigation agreement or, when appropriate, as a multilateral agreement. b) develop plans to increase capacity to meet the actual or forecast demand. 18.2.1.3 The ATFM service within a region or other defined area, should be developed and implemented 18.1.5 Flexible use of airspace as a centralized ATFM organization, supported by flow management positions established at each area 18.1.5.1 The appropriate authorities should, through control centre (ACC) within the region or area of the establishment of agreements and procedures, applicability. make provision for the flexible use of all airspace in order to increase airspace capacity and to improve the 18.2.1.4 Certain flights may be exempt from ATFM efficiency and flexibility of aircraft operations. When measures, or be given priority over other flights. applicable, such agreements and procedures should 18.2.1.5 Detailed procedures governing the provision be established on the basis of a regional air of the ATFM measures, and service within a region navigation agreement. or area should be prescribed in a regional ATFM manual or handbook. 18.1.5.2 Agreements and procedures providing for a flexible use of airspace should specify, inter alia: 18.2.2 Flow management procedures a) the horizontal and vertical limits of the airspace ATFM should be carried out in three phases: concerned; a) strategic planning, if the action is carried out more b) the classification of any airspace made available than one day before the day on which it will take for use by civil air traffic; effect. Strategic planning is normally carried out well in advance, typically two to six months ahead; c) units or authorities responsible for transfer of the airspace; b) pre-tactical planning, if the action is to be taken on the day before the day on which it will take effect; d) conditions for transfer of the airspace to the ATC unit concerned; c) tactical operations, if the action is taken on the day on which it will take effect. e) conditions for transfer of the airspace from the ATC unit concerned; 18.2.3 Strategic planning f) periods of availability of the airspace; 18.2.3.1 Strategic planning should be carried out in conjunction with ATC and the aircraft operators. It g) any limitations on the use of the airspace should consist of examining the demand for the concerned; and forthcoming season, assessing where and when demand is likely to exceed the available ATC h) any other relevant procedures or information. capacity and taking steps to resolve the imbalance by:

a) arranging with the ATC authority to provide 18.2 AIR TRAFFIC FLOW MANAGEMENT adequate capacity at the required place and time;

18.2.1 General b) re-routing certain traffic flows (traffic orientation);

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c) scheduling or rescheduling flights as appropriate; Note.—Operators known or believed to be concerned and will normally be advised by the regional air traffic flow management service, when established. d) identifying the need for tactical ATFM measures. 18.2.6 Liaison 18.2.3.2 Where a traffic orientation scheme (TOS) is to be introduced, the routes should, as far as During all phases of ATFM the responsible units practicable, minimize the time and distance penalties should liaise closely with ATC and the aircraft for the flights concerned, and allow some degree of operators in order to ensure an effective and equitable flexibility in the choice of routes, particularly for service. long-range flights. Note.— Attention is drawn to the guidance material 18.2.3.3 When a TOS has been agreed, details should contained in the Air Traffic Services Planning be published by all States concerned in a common Manual (Doc 9426) regarding flow control as well as format. to procedures contained in the Regional Supplementary Procedures (Doc 7030) and regional 18.2.4 Pre-tactical planning ATFM Handbooks.

Pre-tactical planning should entail fine tuning of the ______strategic plan in the light of updated demand data. During this phase: a) certain traffic flows may be re- routed; b) off-load routes may be coordinated; c) tactical measures will be decided upon; and d) details for the ATFM plan for the following day should be published and made available to all concerned.

18.2.5 Tactical operations

18.2.5.1 Tactical ATFM operations should consist of: a) executing the agreed tactical measures in order to provide a reduced and even flow of traffic where demand would otherwise have exceeded capacity; b) monitoring the evolution of the air traffic situation to ensure that the ATFM measures applied are having the desired effect and to take or initiate remedial action when long delays are reported, including re-routing of traffic and flight level allocation, in order to utilize the available ATC capacity to the maximum extent.

18.2.5.2 When the traffic demand exceeds, or is foreseen to exceed, the capacity of a particular sector or aerodrome, the responsible ATC unit shall advise the responsible ATFM unit, where such a unit is established, and other ATC units concerned. Flight crews of aircraft planned to fly in the affected area and operators should be advised, as soon as practicable, of the delays expected or the restrictions which will be applied.

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Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control

CHAPTER 19 HUMAN FACTORS PRINCIPLE IN AIR TRAFFIC CONTROL

19.1 INTRODUCTION must include appropriate technology. It must also have trained and knowledgeable professional air traffic 19.1.1 This chapter deals with Human Factors issues controllers who can understand and use all available related to air traffic control (ATC). Its objective is to facilities to provide a satisfactory ATC service. provide practical Human Factors guidance to those concerned with ATC systems. It is intended to show 19.2.3 In addition to safety, orderliness and expedition, how human capabilities and limitations can influence the ATC system has several less known objectives — task performance and safety in ATC. Sources of Human fuel conservation; noise abatement; minimum Factors knowledge are also identified. This chapter: environmental disturbance; cost effectiveness (increasingly becoming important as a result of the describes how to consider Human Factors within a corporatization of ATC); impartiality towards all users system; within the rules and regulations; and the granting of explains the Human Factors issues raised by the users’ requests whenever possible. A subsidiary but introduction of automation in ATC; vital aim is to ensure the continued provision of a outlines selection criteria for controllers and workforce of controllers who can fulfil the standards, discusses issues regarding air traffic controller policies and objectives of ATC with existing and new training; facilities and equipment. This implies that a considers specific human attributes relevant to ATC considerable amount of effort in an ATC organization is systems; and aimed at training (new) air traffic controllers, and ATC provides a list of references. systems development, for both of which the input and participation of operational air traffic controllers is 19.2 HUMAN FACTORS WITHIN SYSTEMS essential. This should be reflected in the size of the controller workforce. 19.2.1 Throughout this chapter, various Human Factors topics are discussed separately as a convenient way to describe them. In practice, these topics are never separate but always interact significantly with each other. No real life Human Factors issue in ATC can ever be addressed completely under a single heading. For example, any ATC workspace specification will have implications for task design, performance, skill and error, and probably also for training and team functions. The SHEL model1 can be used to identify problem areas, to trace the origins of specific problems and to define appropriate data collection tasks. The SHEL model includes the main interactions between the human and other aspects of the system, but there can be second and third order interactions also. For example, what a controller (liveware) actually sees on a display can depend on which information is displayed (hardware), how appropriate it is for the task (software), whether it is obscured by glare (environment) and what the controller is expecting to see after conversing with the pilot (liveware).

19.2.2 An ATC system aims to achieve a safe, orderly and expeditious flow of air traffic and is an example of a large human-machine system2. In such systems, humans interact with machines to fulfil the functions of the system. However, individual humans do not usually all have the same tasks, jobs, equipment or functions, although they may have similar professional training and qualifications. A safe and efficient ATC system ______1 /1/2009 Page 19‐1 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control

Matching human and machine automated data handling and presentation; 19.2.4 Most Human Factors issues in ATC are not new but derive from fundamental human capabilities and automated assistance for cognitive human tasks limitations. Yet Human Factors has to respond to such as problem solving and decision making; changes that originate elsewhere, for example in increased air traffic demands or technological flexible use of airspace, based on operational advancements. The achievement of the full expected requirements rather than geographical boundaries; benefits of these advancements requires the successful matching of human and machine, so that humans do not a change from short-term, tactical interventions impede technical progress because they have been given which solve problems that arise, to strategic pre- tasks beyond their capabilities. The aim of Human planning of efficient traffic flows to prevent Factors in ATC is to match the specifications and design problems from arising. of the ATC system with human capabilities and limitations. This matching of human and system is an 19.2.8 At times, systems become overloaded and flow active process, the achievement of which may imply controls have to be imposed: air traffic flow changes to either or both. Successful matching requires management the correct application of the extensive Human Factors (ATFM) is nowadays a normal process in busy areas to data available. co-ordinate the planning of the flow of air traffic across sectors and FIRs. Although ATFM is basically a 19.2.5 The air traffic controller needs to have an strategic tool to prevent overloading of the air traffic understanding of how the air traffic control system has control systems, experience as an air traffic controller been designed and can function, in order to interact with and thorough knowledge of the area are needed to plan it and contribute the benefits of the controller’s the traffic flows. The objective of ATFM as applied in professional knowledge. The fundamental reason for Europe is not to control airborne aircraft but to applying Human Factors to ATC is to improve safety minimize delays by allocating departure slots and routes and help prevent accidents. to aircraft still on the ground. In the United States a form of ATFM was developed in which a central unit Developments in air traffic control (Washington) can intervene in airborne traffic to optimize the flow, e.g. to a specific destination, or 19.2.6 Recent years have seen an inexorable growth of around weather systems. air traffic worldwide. The introduction of larger and faster aircraft together with an increasing number of 19.2.9 Further factors can aggravate the difficult smaller aircraft has required ATC to handle a greater circumstances that ATC is facing. The size of the variety of aircraft types. Despite more efficient controller workforce may remain about the same, even equipment in the air and on the ground and more when more controllers are needed because of the intensive and productive use of the ATC system, peaks increase of traffic. More controllers may also be needed of air traffic at or near maximum ATC system capacity if new technology allows the applicable separation have become more common and more criteria between aircraft to be lowered, which not only prolonged. achieves intended increases in the traffic handling capacity of the system but also requires the controller to 19.2.7 In many parts of the world, future air traffic intervene more quickly if the separation criteria are not demands are expected to exceed the capacities of maintained. The runway, departure route or approach current ATC systems, which must therefore evolve or pattern preferred by the controller or pilot may not be be replaced in order to cope safely and efficiently with available due to noise abatement restrictions. these higher demands. Further sectorization of the airspace eventually becomes 5.2.10 The techniques of air traffic management are counter-productive as a solution because of the extra constantly changing. New data link and satellite coordination and liaison work incurred. Alternative communication methods are evolving, the quality of solutions have to be devised, proved and implemented. radar and data processing is improving, collision They include: avoidance systems are being developed and implemented, direct routing of aircraft between the provision of better data to the controller; departure and arrival airports instead of via airways is being explored, and future air navigation systems in the the replacement of manual functions by automated next century are being researched. The further options versions; offered by such technological advances also have to be ______1 /1/2009 Page 19‐2 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control considered in terms of safety, efficiency, cost the capacity of the ATC system in most circumstances, effectiveness and compatibility with human capabilities although other factors such as wake turbulence minima and limitations. These advances change the procedures or the number and availability of runways may have an and practices of ATC, the working environment and the impact on capacity. The permissible separation between role of controllers, presenting all involved with the aircraft can generally be smaller in a radar environment challenge not to overlook the Human Factors issues. (when the information about them is of high quality and The paramount requirement of safety must never be frequently updated) than when they are beyond radar compromised in ATC, but maintained and enhanced coverage and procedural separation criteria are applied. throughout all future changes. Transfer of information The controller’s workspace3

19.2.11 The objectives of ATC are to prevent collisions 19.2.14 Air traffic control workspaces must remain safe between aircraft and avoid other potential hazards by and efficient under the most unfavourable conditions means which nevertheless promote efficiency of flight. that are permissible. This applies to attributes of How these are achieved depends on many factors, liveware (such as minimum eyesight standards), of including: hardware (such as equipment about to be replaced), of software (such as non-standard procedures), and of the characteristics of each aircraft and its environment (such as glare from sunlight). Workspaces equipment; must therefore be tested and validated for these conditions and not for average or optimum ones. Each the nature and degree of control over the traffic that workspace must take account of the information to be is exercised; portrayed, of the types of controls needed for each task and their layout in relation to each other and to displays, applicable rules, principles and procedures; and of the furniture design. This requires the thorough application of proven ergonomic evidence for the the means for exercising control over air traffic; positioning, layout, separation and coding of controls and of displayed information. To compromise these the knowledge, skill and experience of the pilot; principles can lead to poorer performance that takes longer, is more prone to error and can endanger safety. the knowledge, skill and experience of the controller; 19.2.15 Decisions about workspaces and design predetermine many of the kinds of human error that are the quantity, density, and mix of air traffic; possible and which sooner or later will occur. This applies particularly to decisions about the displays and the information available on each aircraft; codings, the types and sensitivities of control and input devices, the layout of equipment in the workspace, environmental factors, including ground equipment, communication channels and the means to activate them, terrain and weather and the perceived relationships between displays and . input devices. 19.2.12 Information about aircraft is of two kinds, quantitative and qualitative. Quantitative information — Communications e.g. on position, flight level, speed, heading and 19.2.16 The communication facilities available at the manoeuvres — can generally be expressed and workspace need to be evident. Communications are communicated digitally, and presented on displays. primarily software, accessed through hardware. They Qualitative information — e.g. on the reliability, have to be integrated into the workspace, with a clear validity and trustworthiness of data — is not usually and unambiguous indication whenever a communication displayed but depends on how the information is sensed channel is already in use. They must provide a positive and processed, particularly in terms of its frequency of indication of successful transmission. Hitherto, much of updating, accuracy, precision, and the kinds of error, the information transmitted between one controller and failure or degradation to which it may be susceptible. another and between pilots and controllers has been by The experienced controller learns to recognize and speech (a liveware-liveware interface) and the message adjust to information of poor quality. formats have included formal acknowledgement that each message has been received and understood. In the 19.2.13 Qualitative information often determines how future, more information will be transmitted closely together aircraft may fly safely, and hence sets automatically between aircraft and ground systems, ______1 /1/2009 Page 19‐3 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control between satellites and computers and through various very different call signs should be assigned to those other communication systems, without the direct aircraft. Ambiguity can be curtailed by always giving participation or involvement of the controller. The the contents of ATC controller has no knowledge of such information unless messages in standard formats and in standard order. deliberate provision for informing the controller has This reduces the possibility that one kind of information been included. The roles of groups and teams are often will be mistaken for another. reduced when communications are automated, since the human link with the machine through the human- Example: The figure “250” could either mean a flight machine interface is usually accessible to one controller level, a heading or a speed, and could even be the flight but not to a team of controllers. number-part of a call sign. It is obvious that without adhering to standard procedures, there is a large Example: In a traditional ATC environment with voice potential for ambiguity here. communications it is not uncommon for a controller, at an adjacent working position, to overhear an erroneous 19.2.20 Communications can be improved by good instruction or readback error in a transmission by a controller and pilot discipline. It is always important to controller at another position, or spot a readback error speak slowly and clearly, especially when the language by a pilot to another controller. In a more automated used is not the native language of either the speaker or environment (e.g. with Controller Pilot Data Link the listener. Towards the end of a long shift or a long Communications (CPDLC) as the primary means of flight, the controller or pilot may be tired and speech communication) this extra defence mechanism does not should be particularly exist. slow and clear. Voices become familiar, and it can confuse the pilot if a different controller from the one 5.2.17 For many years to come, ATC systems will expected replies, and confuse the controller if parts of a continue to contain a mixture of various kinds of single dialogue with the crew of an aircraft are with communication. ATC must provide a service for types different crew members. Transmissions where the start of aircraft which vary greatly in their on-board or the end of a message is cut off can be potentially communications equipment. The controller has to dangerous, especially if the controller is busy, which is understand and integrate all the types of information when this is most likely to happen. Routine that may be encountered. If confirmation of messages and requests there are automated aids to communications, the to repeat them if there is any uncertainty can help to controller must know how these function. Different prevent errors. Particular care is needed to counteract types of communicated information can be combined the human propensity to hear what is expected rather and reconciled only in ways that are practical within the than what is actually said. human-machine interface design. Example: In a situation where one aircraft has just 19.2.18 To avoid ambiguity and potential sources of touched down on the runway and the next aircraft error, the content, structure, dialogues, vocabulary and reports on final (e.g. over the Outer Marker), the sequences of spoken ATC messages have been controller will normally reply to the aircraft on final that standardized as much as possible. Much of this was it is “number one”. Quite often in that situation, the pilot done many years ago. The ICAO spelling alphabet was will read back “cleared to land”, since that is what he the product of extensive research to choose a set of was expecting to hear. words which would sound as different from each other as possible, even when spoken over noisy and degraded 19.2.21 Similar to the development of the ICAO communication channels by people whose native spelling alphabet for voice communications, standards language was not English. The ICAO spelling alphabet are being introduced by ICAO for use in Controller has proved to be efficient, and further research on it Pilot Data Link Communications (CPDLC). Before would be unlikely to achieve significant improvements. implementing CPDLC it is of the utmost importance (However, its suitability for recognition by humans does that Human Factors issues are fully considered, both for not imply its suitability for recognition by machines.) the cockpit and the ground based side.

19.2.19 The main sources of phonetic confusions and 19.3 AUTOMATION IN AIR TRAFFIC CONTROL similarities are well established. Aircraft with similar Full or partial automation call signs within the same airspace must inevitably be a potential cause of human error, and such circumstances 19.3.1 Many modern ATC systems include some are best avoided by preplanning. Whenever aircraft may functions, for example in data gathering and processing, fly in the same area at some stage during their flight, which are fully automated with no direct human ______1 /1/2009 Page 19‐4 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control intervention. These functions may have significant with it because aircraft are closer together and less time Human Factors implications, for example if the for controllers to devote to each aircraft. controller is not able to discover whether fully automated functions have occurred 19.3.5 ATC information and tools for the controller are or have been successful. If any of these fully automated evolving through paper (flight progress strips), functions were previously fulfilled by the controller, the electronic displays, data handling (computer assistance), absence of the knowledge formerly gained by fulfilling and automation (computer implementation). This them may be experienced by the controller as an evolutionary process has reached very different stages apparent loss of situational awareness. in different States. It has been concluded4 that increased automation in ATC is inevitable. The issues are 19.3.2 This section is primarily concerned with a therefore about when, where and how automation different form of automation in ATC, in which the should be introduced, not if it should be introduced. automation of a function is partial or incomplete and intended to assist the controller. The Human Factors Examples of automation applicable to ATC are: ATIS implications of such forms of automation are direct and (which removes the need to continually read out immediate. They pose problems of human-machine weather data via the R/T); Mode C altitude reporting; relationships which have to be identified and resolved display of the inbound or outbound sequence between during the system design process, with subsequent Aerodrome Control and Approach/Departure control confirmation that the operational objectives of the units, either by closed-circuit TV or other electronic automation have been achieved. They relate primarily to means (which removes the need for frequent voice co- the liveware-software interface. ordination); ground-ground datalinks between ATC units and/or centres (which also remove the need for Reasons for automation frequent voice communications).

19.3.3 There are several reasons for the progressive Goals of automation introduction of automation into ATC systems. One concerns technological and navigational advances 19.3.6 If properly used and employed, automation can which provide more accurate, precise, reliable and up- be a great boon. It can aid efficiency, improve safety, to-date data about the position of each aircraft, its plans help to prevent errors and increase reliability. The task and intentions, its flight level and speed, and the is to ensure that this potential is realized, by matching progress of its flight. These developments are often automated aids with human capabilities and by mutual accompanied by advances in display technology which adaptation of human and machine to take full advantage enhance the depiction of aircraft on ATC displays (e.g. of the relative strengths of each. Depending on the type ADS), and by advances in automated assistance for of traffic (traffic density, type of aircraft) and the problem solving, predictions and decision making. The ground equipment (communication and surveillance gathering, storage, compilation, integration, presentation means), different types of tools can be developed to and communication of information are essential achieve these goals: processes in ATC, and all of them can be aided by automation. 1) tools providing additional information without inducing any major changes in working methods, e.g. a 19.3.4 Air traffic is expanding world-wide. The TV network; information about aircraft is improving in quantity and quality, and must do so to allow greater numbers of 2) partial or full automation of existing non-expert tasks, aircraft to fly within the same airspace as safely as they e.g. transmitting control data via data link or using do now. Because there are more aircraft and there is secondary radar (SSR) to correlate a paper flight more information about each aircraft, the amount of progress strip and a radar reply by displaying the ATC information is expanding beyond the capacities of aircraft identity close to the reply; existing systems to handle it. Yet safety and efficiency must be maintained. The problems cannot always be 3) tools which provide information that introduces a solved by further sectorization of airspace and the radical change in working methods, e.g. radar or employment of more controllers because at some stage automatic dependent surveillance (ADS); the additional liaison, co-ordination and 4) automation of so-called expert tasks, using either communications burdens eventually outweigh other expert systems or tools which can calculate and benefits. Long-term trends are for more information negotiate 4D conflict-free trajectories within an air- about each aircraft, less permissible delay in dealing ground integrated system, e.g. planning of traffic flows,

______1 /1/2009 Page 19‐5 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control conflict resolution or sequencing traffic within the there are few failures only, the need to train the terminal area. operators to cope with such a rare event, usually done on a simulator, becomes very high and will require 19.3.7 The influence of Human Factors considerations additional human resources. on the efficiency of the tools increases from type 1 to type 4. Many ATC services all over the world are • The controller’s mental picture of the traffic should be already equipped with tools of types 1 to 3, and have maintained. This picture may become less detailed and some experience of the Human Factors issues that they more vague if the controller becomes less actively introduce, but it is necessary to consider carefully the involved in control processes and does not need to have issues arising from tools of type 4. In automated such a detailed understanding of the air traffic in order systems the human will remain the key element of the to control it. system: the machine will assist the human and not the contrary. The human-machine collaboration must be • The workload of the controller must remain between a studied very early in the development of any tool; if it is minimum and a maximum threshold. Too little work not, the tool may not be used as intended or not used at induces boredom, inattention and loss of skill, and this all, which may prejudice the efficiency or the safety of can be dangerous in low traffic density periods. Beyond the system.5 the overload threshold the controller may no longer ensure safety. Automation may induce, in certain Constraints conditions, extra tasks which generate additional workload. There is still no satisfactory way to quantify 19.3.8 The human functions within the ATC system workload in such a complex process as air traffic have to be described clearly. Various constraints must control. Workload may be generated by different be overcome, including the following: parameters which cannot easily be aggregated, including the number of aircraft and the complexity of • The level of human expertise must be maintained. the traffic situation, which is not a simple function of Even highly reliable systems can fail, and the system aircraft numbers. must remain safe, though not necessarily efficient, in the event of failure. The controller should remain able to ¾ Different kinds of workload are not equivalent. deal with the traffic without machine assistance even if Time saved by reducing one kind of workload this induces a very high workload. If the automated cannot always be allocated to another kind. For system shuts down, the human controller must still be example, reducing the requirements for data able to handle the traffic, at least until all aircraft entry does not necessarily result in more time present in the sector have landed or left the area of for decision making. Tasks which require responsibility, if necessary without the normal different skills and abilities may not be pilot/controller relationships. Whenever it is possible for interchangeable. Functions that have been automated functions to revert to human functions in the automated may need human verification. event of failure, it must also be possible, while the ¾ Job satisfaction must be maintained. This system is functioning manually, to restore the automated requires effort, challenge and use of skills. functions when the failure has been repaired. Human Automation may well reduce the effort expertise is particularly important when automating required for certain tasks and the stress expert tasks such as conflict associated with them, but may lead to loss of resolution. Expertise can be maintained only by regular job satisfaction by taking away some of the practice as it is gradually lost if there are never any intrinsic interest of the job and the perceived opportunities to use it. This introduces what might be control over certain functions. This is called “the automation paradox”: one other reason for particularly important in relation to problem automating human tasks is often to reduce, or cope with solving, decision making, prediction and a reduction in, the number of human operators. If planning (i.e. with tools of type 4). however (as indicated above) the human is expected to handle the situation in the event of an equipment ¾ The controller must be able to understand and failure, it stands to reason that the number of operators trust the automatic system. It must be reliable should at least be the same as in a situation without or at least the controller must know when it automation. Similarly, it could be argued that the may not be — this knowledge can be an aspect amount of traffic handled in an automated ATC of controller proficiency, environment should never be higher than what can be handled without that degree of automation. Moreover, if the quality of the automated equipment is such that ______1 /1/2009 Page 19‐6 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control e.g. to recognize under what circumstances there could ¾ Although it might be quite easy for the be a false alarm. A tool that is not trustworthy should controller to use a device such as electronic not be introduced: if it is, it may be ignored or misused. flight progress strips to inform the machine about human actions, it may be much more Example: In several of the automated ATC systems of difficult to inform the system about future the 70s and 80s a crude form of Conflict Detection was human intentions. A goal is to convey human built in. This often was so crude that it merely displayed intentions to the machine so that the machine all aircraft in the area that were assigned the same flight can help the human to fulfill them. level. The method of displaying could involve a flashing label, or listing all such aircraft in tabular form in a 5.3.9 It is a mistake to develop systems first and then try dedicated list on a screen. It almost goes without saying to devise a way for the human to use them. This is why that this well-intended information was ignored by most the participation of controllers is necessary throughout (or maybe all) air traffic controllers working with such the system development, from its initial specification systems. until it becomes operational. The human-machine interface ¾ Task-sharing and the division of should integrate different automated tools while responsibilities between controllers must be improving the presentation of information to the human unambiguous. Effective task-sharing requires and communications between human and machine. It is rigorous planning and correct workspace not necessary (and may even be dangerous) to present design. Each controller must always know too much information, as is always possible in highly which tasks are his or her own responsibility to automated systems. The aim be done manually, which tasks are done is to present timely and relevant information when it is entirely by the automated system, which tasks needed. Alternative input devices may be more suitable are done entirely by other controllers with or for some dialogues and interactions than for others. without the automated system, Another example: One of the shortcomings of TCAS ¾ and which tasks are shared with other that was soon discovered by controllers is the fact that controllers. If planning and executive control the earlier TCAS logic did not take into account that functions are physically separated, it may be aircraft may be climbing and/or descending to safely impossible for each to fulfil the main functions assigned altitudes that may be only 1 000 feet apart. of the other in the event of a system failure. This then resulted in TCAS manoeuvres whereby the aircraft that was supposed to be 1,000 feet above the ¾ Information is transmitted from human to other one actually ended up passing below it. In later system and from system to human, and the versions of the TCAS logic this problem was largely human-machine co-ordination process must be solved. carefully defined. It is necessary to be sure that transmitted information is acted upon by the 19.3.10 One development, with origins in intelligent controller and by the system, or by the pilot in knowledge-based systems and aspects of artificial the case of, for example, a data link. intelligence and expert systems, was the introduction of Furthermore, human-machine co-ordination forms of assistance which would aid the controller in does not consist only of exchanging taking decisions, solving problems, making predictions information. There must be no interference and scheduling future work. These were based on between automated decision processes and computations from automatically sensed data, and their actions taken by the controller. It is particularly value — and indeed their feasibility — depends on the difficult to achieve this when decisions may be availability of such data and the power to make these implemented by a succession of actions and not computations. These aids can handle more data, faster, by a single action at a fixed time. more often and more reliably than a human being can. They are helpful because they allow the human Example: In Europe, ATFM restrictions are often controller to do more in less time. If they fail, however, caused by constraints in facilities that are remote from the human controller taking their place will use much the airports from which flights (to which these less information, make poorer decisions, be slower, or restrictions apply) depart. It proves difficult for both omit some functions. Therefore one of the problems of controllers and pilots at relatively quiet airports to automation is the extent to which the human can act as a accept delays because of "busy air traffic", and backup in the event of failure. The more helpful the subsequently the restrictions are not always adhered to. automated assistance is when it is functioning normally, the more difficult it becomes for the controller to compensate for it if it fails. ______1 /1/2009 Page 19‐7 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control

19.3.14 Various forms of automated flight progress 19.3.11 As in any system which relies on human strips are currently being tried. They seek to replace intervention in the event of system failure, the controller paper flight progress strips and to help the controller by is expected to be ready to take over and maintain a safe minimizing task duplication, by facilitating the entry ATC service, which implies that the controller’s into the system of the controller’s actions and decisions information must be continuously updated and that the and by helping to integrate radar information and controller must maintain a full understanding of the tabular information on flight progress strips. Electronic traffic situation. If this requirement is not met, safe flight progress strips exemplify the aim of automation to reversion to more manual forms of control may not be reduce routine work and increase the time available to possible if the system fails. The human cannot be as each controller for controlling aircraft. Progress is being efficient in the reverted manual mode without computer made but it is proving to be a more complex problem assistance, but must still remain safe. than was originally envisaged, because paper flight progress strips fulfill a more complex range of ATC 19.3.12 One problem in ATC automation has always functions than was at first realized. been the integration of different kinds of information from different sources. Flight progress strips cannot Further implications of automation easily be laid out in the same relative positions as the radar blips, and they contain too much information to be 19.3.15 Different philosophies can be adopted, condensed onto a label on a radar display without corresponding to different respective roles for human incurring insuperable problems of label overlap, clutter and machine in automated tasks. For example, if the and ambiguities in interpretation. Therefore automation machine is advisory, alternative solutions may be in ATC has often sought better ways to integrate and calculated and proposed to the controller in an order of cross-reference the two kinds of data. preference that depends on performance criteria. The controller has the responsibility to validate the proposed 19.3.13 Paper flight progress strips do not enter any solutions and to select one of them, or, if none seems information into a computer. Wherever they are used, correct, to devise and apply an alternative solution. The the controller must keep the information on them up-to- controller may also define additional constraints that the date manually, but may also have to update the proposed solutions must fulfill: in a sequencing process corresponding information in the computer so that all in a terminal area, for instance, the controller may the calculations based on that information and presented impose for a given aircraft an arrival time that any in the form of computer assistance are correct. If the computed solution must comply with. In some cases, the controller has too much work, updating information controller may delegate the application of a solution to may suffer because it can the machine. In an advisory role, the machine can never be postponed, though it then becomes more and more make a decision without controller agreement. difficult to catch up. Duplication of tasks by updating the same information in two different forms seems 19.3.16 If the machine is always adequate, the controller wasteful. However, doing the same task in two forms may develop excessive trust in it and accept proposed may help to prevent errors that are typical of one form solutions routinely without checking. However, if the only, and may also help to reinforce understanding and machine seems inadequate in any respect, it might not memory. Such issues need to be addressed so that the be used at all. All forms of automated assistance for the avoidance of duplication does not generate further controller must be highly reliable, but this can induce problems. human complacency. Human expertise may gradually be lost and, if the machine fails, the controller may Example: In an automated European ATC system accept an inappropriate solution or become unable to (designed in the late 70s), there exist both paper and formulate a satisfactory alternative. electronic flight progress strips. The original philosophy was that the paper strips would be phased out in favour 5.3.17 This advisory role can be more suitable for of the electronic strips, but for various reasons they planning functions which consist largely in were both retained which implies that the controllers manipulating constraints. The planning controller could need to update them both, thus significantly increasing define constraints that have not been taken into account the workload. (Most controllers developed the working by the tool and transmit them to the machine. If the style to use one of the two as their "primary source" and machine has been suitably designed, true human and only update the other when they are about to be relieved machine co-operation may be achieved, retaining at their position.) human expertise. Such human-machine co-operation already occurs, e.g. in certain sequencing tools in terminal areas. The most appropriate forms of ______1 /1/2009 Page 19‐8 Initial Issue Manual of Air Traffic Services Chapter 19 – Human Factors Principle in Air Traffic Control human-machine relationships depend on the type of 5.3.21 Automation can affect some liveware-liveware task which is automated and particularly on the interfaces in ATC, and as a consequence some methods interaction between planning and executive of verification and supervision can change. A manual functions. ATC system is open to inspection and checking; a supervisor or colleague can see all that a controller does, Examples of planning functions are the allocation of form a judgment of his or her competence, help a flight levels in an en-route sector, inter-sector co- controller who is overloaded, and draw attention to ordination, and the sequencing of aircraft into a terminal problems which may have remained undetected. Such area, whereas conflict detection/resolution, monitoring functions become more difficult when there is and surveillance are executive functions. It may be automated assistance for problem-solving, decision- easier to design satisfactory tools for planning making and prediction, because these functions are controllers than it is for controllers with specific much less immediately observable by others. It also executive functions such as collision prevention. becomes more difficult to judge the performance of the individual controller by on-the-job assessments, which 19.3.18 In another role, the system may recognize are used for decisions about career development, classes of problems that it can resolve entirely. For promotion, retraining, allocation of tasks, and example, in a conflict detection/resolution process it appropriate instructions and procedures. The might resolve conflicts involving two aircraft but not introduction of computer assistance may require the those involving three. Tasks may be allocated either to reappraisal of all such factors. the human or to the machine, provided that the machine can accept a problem allocated to it. The allocation 5.3.22 The team roles and functions in automated process can help avoid extremes of controller workload. systems differ from those which can be exercised in The successful implementation of machine roles that manual systems. Controllers in more automated systems can resolve problems entirely requires thorough are more self-sufficient and autonomous and fulfill development work. more tasks by interacting with the machine rather than with colleagues or with pilots. There is less speech and 5.3.19 The automation of data can lead to Human more keying. This affects the feasibility and Factors problems, since it can deprive the controller of development of traditional team functions such as important information about the reliability and supervision, assistance, assessment and on-the-job durability of information. For example, because much training. If independent supervision or confirmation is information conveyed through speech cannot be still needed it may have to be provided in other forms. expressed in digital terms, it is omitted in the automation process; thus while it may contain important ______quantitative information, it may no longer contain the qualitative component (confidence, hesitation, workload, urgency, etcetera) needed by the controller in order to make the best use of it. The significance of such qualitative information must be established before it is taken away, and alternative methods of providing it may have to be adopted.

5.3.20 Whenever tasks are done automatically rather than manually, what the individual controller understands and remembers about the traffic under control can change. Acknowledgement of this before automation is introduced allows it to be compensated for if the resultant changes in understanding and memory are not acceptable. The performance of routine ATC tasks aids memory, which is not the case if these tasks are done automatically for the controller. This may be acceptable as long as it has been recognized in advance and the system and tasks have been planned to take account of it.

Team functions

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