2-30-447 Operations at vertical limits

2-30-515 Early deactivation

The published cessation time of a Restricted or Danger Area or Class C CTR may be amended by voice:

a.  without the issue of a NOTAM provided the new cessation time is less than one hour prior to the original published cessation time or

b.  with subsequent issue of a NOTAM when the deactivation is one hour or more prior to the original published cessation time.

2-30-525 Notification

Early Deactivation

When less than 30 mins notice is provided, any early deactivation of a Restricted Area or Class C CTR must be agreed to by the accepting authority. Variations to this requirement may be specified in local instructions.

4-10-230 During Resolution Advisory

Pilot and ATC actions

RA - Pilot Actions

1. Follow the RA

2. Notify ATC about the RA as soon as possible using standard RTF phraseology

3. Fly the RA as accuratley as possible

4. Scan visually the airspace where the confliction is indicated

RA- ATC Actions

1. Do not attempt to modify the flight path of an aircraft responding to an RA - provide traffic information as appropriate

2. Acknowledge teh report

3. Is not responsible for separation between the aircraft and any other aircraft, airspace, terrain or obstruction

Pilot actions

Return promptly to the current ATC clearance - notify ATC.

ATC actions

When acknowledging the aircraft's reumption to current clearance resume responsibility for providing separation for all affected aircraft - intiate incident reporting action

4-15-220 Responsibility for declaring Emergency Phase

The ATS Officer first becoming aware of an aircraft operating in other than normal circumstances, and there is doubt concerning the aircraft’s safety, is responsible for declaration of the phase appropriate to the emergency situation.

4-15-310 Uncertainty phase (INCERFA)

a. doubt exists as to the safety of an aircraft and its occupants

b.    a pilot fails to report:

      1.    DEPARTURE, after a call notifying readiness to taxi or to take-off

      2.    POSITION, by the EST at the next reporting point or by the next scheduled time, including NOCOM cancellation time or OPS NORMAL time, having made a previous in-flight report

      3.    by the EST at the next landing point, having made a previous in-flight report

       4.    ARRIVAL, TAXIING or DEPARTURE, by the SARTIME notified by the pilot, and communications checks required fail to reveal any news of the aircraft

       5.    after an ATS directed frequency change where the aircraft is required to maintain continuous communications with ATS

c.    an aircraft is known or believed to be subject to irregular operation, namely, when:

       1.    it is not on its proper track or at its proper level

       2.    the pilot is not in normal communication

       3.    the pilot is unable to use appropriate navigation aids

       4.    the pilot is experiencing navigation difficulties or is lost

d.    a pilot is about to make or has made a landing other than a forced landing:

      1.    where the position is in doubt

       2.    on an unprepared surface

       3.    at an aerodrome (in the case of helicopters, a landing area) which is considered by the pilot as being operationally unsuitable

e.    information is received that an aircraft, for which flight notification has not been lodged, is missing

f.     an ADS-C emergency indication is received without an accompanying voice confirmation or CPDLC emergency message

4-15-320 Alert phase (ALERFA)

a.    apprehension exists as to the safety of an aircraft and its occupants

b.    a pilot who has been given approach or landing instructions, or information by an ATC unit established at a civil or military control zone, fails to land within five minutes of the estimated landing time and communication with the pilot cannot be re-established before the expiration of this 5-minute period

c.    following an Uncertainty Phase declared because of failure to report, subsequent communications checks or inquiries to other relevant sources fail to reveal any news of the aircraft

d.    information has been received which indicates that the operating efficiency of an aircraft has been impaired to the extent that the safety of the aircraft may be affected

e.    a flight restricted to VMC is operating in IMC

f.     a flight restricted to daylight operations is operating at night

g.    pending the evaluation of a bomb warning by the aircraft operator or pilot, except when the aircraft is on the ground at an aerodrome where ATC are on duty

h.    a PAN call is received unless the circumstances indicate a DISTRESS phase is more appropriate

i.      an aircraft deviates from its cleared track into active restricted area without a clearance

4-15-330 Distress phase (DETRESFA)

a.    there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and require immediate assistance

b.    information has been received which indicates that an aircraft is known or believed to be the subject of hijack

c.    following the Alert Phase declare because of failure to report, the absence of news from widespread communications checks and unsuccessful inquiries point to the probability that an aircraft is in distress

d.    the fuel on board is considered to be exhausted or to be insufficient to enable an aircraft to reach safety, unless a SARTIME has been notified

e.    information is received which indicates that a pilot is about to make, or has made, a forced landing or has ditched or crashed, unless – in the case of a crashed aircraft – the advice is simply in the form of official notification and the safety of the occupants is assured

f.     a report is received that a radio distress beacon has been activated or other visual distress signals have been observed

g.    information is received which indicates that the operating efficiency of an aircraft has been impaired to the extent that a forced landing is likely

h.    the operator or pilot evaluates a bomb warning as ‘genuine’ and requires the aircraft to be searched, except when the aircraft is on the ground at an aerodrome where ATC are on duty

i.      a MAYDAY call, or a MAYDAY CPDLC message is received

j.      an ADS-C emergency indication is received and confirmed by voice or CPDLC emergency message

k.    a surveillance emergency indication is received

l.      immediately following any indications of fire in-flight

4-15-650 Acknowledge emergency communication

Acknowledge an emergency communication by:

a.    callsign

b.    station identification

c.    ROGER MAYDAY/PAN PAN

4-15-660 Acknowledgement on transfer

On first establishment of communication with an aircraft that has declared an emergency to a previous agency, indicate knowledge of the emergency by use of the appropriate phrase:

ATC: “PAN PAN [Type of emergency] ACKNOWLEDGED”

ATC: “MAYDAY [Type of emergency] ACKNOWLEDGED”

4-15-733 Transferring responsibility

When an aircraft declares an emergency and responsibility for the aircraft is in the process of being transferred to another ATS position, provide:

4-15-910 Controller actions (emergency codes)

7500

7600

7700

Act in accordance with:

a.    Unlawful Interference procedures upon receiving an alert associated with Transponder Code 7500

b.    Aircraft Radio/Telecommunications Failure procedures upon receiving an alert associated with Transponder Code 7600

c.    Emergency procedures upon receiving an alert associated with Transponder Code 7700 

4-15-1680 Military aircraft fuel shortage

Minimum Fuel

Emergency Fuel

MINIMUM FUEL - The pilot requires priority for landing

EMERGENCY FUEL - Advised in conjunction with a PAN call when the aircraft is minimum fuel and is not being afforded enough priority

4-15-1710 Vapour zone

It is defined as that airspace 1000 FT above, 2000 FT below, 5 NM horizontally behind, and ½ NM on each side of the aircraft.

4-15-1720 Reserved airspace (fuel dump)

Treat all airspace in which dumping takes place as reserved airspace from the time dumping is expected to commence until five minutes after it has been completed

4-15-1730 Emergency fuel dumping

If fuel is dumped in an emergency, or fuel must be dumped without adequate warning or delay:

a.    make every effort to keep other aircraft clear of the vapour zone

b.    note the area where the fuel was dumped

c.    record the weather conditions

d.    report the incident to the appropriate authority without delay

4-15-1750 Non-emergency fuel dumping

If fuel is to be dumped in other than emergency situations:

a.    specify the section of a nominated track that may be used for dumping of fuel

b.    recommend the aircraft maintain a minimum height of 6000 FT AGL

4-15-2140 When providing assistance (to pilots in IMC)

Points to remember when providing assistance to a pilot operating in IMC, are:

a.    positive identification

b.    check fuel reserves

c.    check of nearest available aerodrome

d.    instil confidence in the pilot

e.    keep instructions simple

f.     avoid transponder code changes as they can lead to disorientation

4-15-2780 Deviation unavoidable

When deviation into active restricted area is unavoidable:

a.    upon entry, advise the pilot that they are no longer operating under a clearance and are proceeding at their own risk

b.    terminate control services

c.    continue to provide Flight Information and Alerting services

d.    declare an Alert Phase

4-25-130 Methods

Maintain SARWATCH via:

a.    continuous visual or surveillance monitoring or

b.    a time nominated by ATS or a pilot which may include:

1.    an estimate

2.    a NOCOM time

3.    a time to report, such as a SKED or an operations normal time 

6-30-380 Formation or in-company flights

(coordination requirements)

When coordinating formation or in-company flights, include the type of formation and dimensions if appropriate.  For tactical formations or in-company flights, include the disposition of group members in the coordination.

6-30-730 Additional requirements

additional readback requirements:

Read back QNH and the words VISUAL, AMENDED, RECLEARED or CANCEL CLEARANCE in addition to the Pilots-to-ATS readback requirements

9-10-610 Issuing a Safety Alert

Unless the pilot has already advised action is being taken to resolve the situation or has reported the other aircraft in sight, issue a Safety Alert to the aircraft as a priority, when you become aware that the aircraft is in a situation that is considered to place it in unsafe proximity to terrain, obstructions, active restricted areas or other non-surveillance aircraft.

9-10-612 Issuing avoiding action

In surveillance coverage, issue avoiding action advice when you become aware that an aircraft is in a situation that is considered to place it at risk of a collision with another aircraft

9-10-1135 Content of traffic information

To assist the pilot in identifying the other aircraft, include relevant information from the following:

a.    aircraft identification

b.    type, and description if unfamiliar

c.    position information

d.    estimated time of passing or closest point of approach

e.    direction of flight or route of aircraft

f.     level

g.    intentions of the pilot, such as:

     1.    initial departure track and intended cruising level

     2.    inbound track or direction, level and next estimate

h.    advice that an aircraft is not yet on the appropriate frequency 

9-10-1145 Position information

Provide position information by:

a.    clock reference or

b.    bearing and distance or

c.    relation to a geographical point or

d.    reported position and estimate or

e.    position in the circuit

9-15-140 Content of a clearance

Include the following when issuing a clearance:

a.    aircraft identification

b.    destination, area of operation, position or clearance limit

c.    route of flight

d.    assigned level, except when this element is included in the SID description 

9-15-150 Additional instructions

(included in clearance)

You may include any additional instructions such as:

a.    a level requirement

b.    departure type for IFR flights

c.    SSR code

d.    frequency requirements

9-15-190 Validity

The clearance – and its amendments during the flight – only apply:

a.    to the first point at which the aircraft leaves controlled airspace or

b.    to the first landing point if the flight is wholly within controlled airspace or

c.    to the clearance limit if issued or

d.    until the expiration of a clearance void time or

e.    until cancelled by a Controller

9-15-220 Flight planned route

(use of the phrase)

9-15-350 Description of a holding path

A description of a holding path to be flown at a clearance limit is not required when:

a.    the holding fix is published in aeronautical documents

b.    it has been imposed temporarily, and it is expected that the requirement to hold will have lapsed before the aircraft arrives at the designated holding fix 

9-15-360 Cancelling clearance limit

When a clearance limit is cancelled, issue an onwards clearance specifying the level and route to be flown from that point

9-15-390 Amended en route

When an airways clearance is amended en route, prefix the route and/or level information with the term RECLEARED to indicate to the pilot that a change has been made to the previous clearance and this new clearance supersedes the previous clearance or part thereof

9-15-400 Level assignment

(to clearance changes)

Assign a level with all clearance changes regardless of whether a change has been made to the initially cleared level

9-15-420 ATC route clearance

(readback requirements)

Obtain a readback of an ATC route clearance in its entirety, as well as any amendments

9-15-430 Key elements

Obtain a readback of the key elements of the following ATC clearances, instructions and information:

a.    en route holding instructions

b.    any route and holding point specified in a taxi clearance

c.    any clearances or instructions to hold short of, enter, land on, line up on, wait, take-off from, cross, taxi or backtrack on, any runway

d.    any approach clearance

e.    assigned runway, altimeter settings directed to specific aircraft, radio and radio navigation aid frequency instructions

f.     SSR codes, data link logon codes and

g.    level instructions, direction of turn, heading and speed instructions 

9-15-440 Runway expectation

At pilot request, you may issue a SPECIAL VFR clearance for a VFR flight:

a.    within a CTR or

b.    in a control area next to a CTR for the purpose of entering or leaving the zone and

c.    by day and

d.    when VMC do not exist and

e.    an IFR flight will not be unduly delayed 

9-20-250 QNH less than 1013 HPA

<1013 - FL110 n/a

<997 - FL115 n/a

<980 - FL120 n/a

<963 - FL125 n/a

9-20-420 Aircraft descending

Provide an aircraft descending in controlled airspace with a Local QNH when it is first assigned an altitude

9-25-205 Minimum assignable level

Assign levels no lower than the MSA or LSALT unless:

a.    you are providing a surveillance service from a TCU and assigning levels specified on an RTCC or

b.    the pilot has accepted responsibility for terrain clearance

9-25-260 Considerations

(for level assignment)

Assign levels, taking into account:

a.    separation

b.    terrain clearance

c.    the tables of cruising levels

d.    provision for radio failure

e.    priority 

9-25-310 Pilot request

(level requests)

Only consider non-conforming level requests from pilots when accompanied by the phrase OPERATIONAL REQUIREMENT

9-25-360 Leave CTA descending

When an aircraft is descending to leave controlled airspace, provide clearance to LEAVE CONTROL AREA DESCENDING

9-25-365 VMC certain

Append VISUAL to the clearance if the lowest safe altitude for the final route segment is within controlled airspace and the pilot is visual

9-25-370 VMC uncertain

If the lowest safe altitude for the final route segment is within the control area, and it is not certain that VMC exists:

a.    clear the aircraft to the lowest safe altitude

b.    instruct the aircraft to report approach intentions at that altitude

c.    issue further clearances as required

9-25-510 Operations below LSALT

You may assign a pilot a level below LSALT provided that:

a.    the pilot has reported VISUAL

b.    VISUAL is appended to the level assigned

c.    by night, you prefix the clearance with WHEN ESTABLISHED IN THE CIRCLING AREA

9-25-545 Military and NVG Operations below LSALT at night in VMC

You may assign military pilots and pilots who have notified NVG on the flight plan a level below LSALT at night in VMC provided that:

a.    the assignment is issued as ‘not above’ a level at least as high as the LSALT, MVA or the pilot calculated LSALT

b.    the level is expressly initiated by the pilot using the phrase REQUEST (altitude) VISUAL and

c.    the word VISUAL is appended to the level 

9-25-560 Military below LSALT in IMC

You may assign military pilots a level below LSALT in IMC provided that:

a.    the level is expressly initiated by the pilot using the phrase REQUEST (altitude) MILITARY TERRAIN CLEARANCE

b.    MILITARY TERRAIN CLEARANCE is appended to the level assigned

9-25-580 CAR 174B exemption

You may clear pilot in receipt of a CASA exemption to CAR 174B (VFR Flights at Night) to operate below LSALT

Ensure the assigned level does not prevent the pilot operating at, or climbing to, LSALT, by stating:

9-25-595 Example clearance

ATC: “(clearance) NOT ABOVE (LSALT) or (higher level if requested)”

9-25-610 Base of CTA

(level assignment VFR)

Assign levels to VFR aircraft to provide a buffer of at least 500 FT with the base of CTA

9-25-620 VFR level

(level assignment IFR)

Where the base control area is a VFR level:

a.    assign levels to IFR aircraft to provide a buffer of at least 500 FT with the base of CTA

b.    where an IFR aircraft is operating less than 500 FT below the CTA base, assign levels to aircraft that may come into conflict with that IFR aircraft to provide a buffer of at least 1000 FT with the base of CTA

9-25-630 IFR level

(level assignment IFR)

Where the base of CTA is an IFR level:

a.    assign levels to IFR aircraft to provide a buffer of at least 1000 FT with the base of CTA

b.    provide a buffer of at least 500 FT if no IFR traffic is operating at the base of CTA

9-25-720 Further restriction/requirement

Whenever a restriction/requirement has been imposed and a further restriction/requirement is required, the subsequent instruction cancels all previous restrictions/requirements unless:

a.    all restrictions/requirements are restated

b.    you prefix the subsequent instruction with FURTHER REQUIREMENT

9-30-210 Responsibilities

When applying speed control:

a.    avoid alternate decreases and increases in speed

b.    avoid the use of minimum speed when a higher speed is practicable

 c.    do not vary the final approach speed

 d.    advise the pilot of future intentions

 e.    advise the pilot to resume desired speed as soon as the application of speed control is no longer necessary

 f.     make speed adjustments judiciously in advance of the point at which the new speed is required, depending on the aircraft type and amount of adjustment involved

 Do not apply speed control to formation or fuel critical flights

9-45-220 Departing aircraft reports

To establish identification and to verify ATS surveillance system-derived information, ensure that departing aircraft report:

a.    direction of turn

b.    initial heading

c.    altitude through which the aircraft is passing to the nearest 100 FT

d.    last assigned level 

9-45-250 Identification methods

Establish identification by one of the following methods:

a.    correlate an alpha-numeric label with an aircraft’s ATS surveillance system position indication provided the correlation is consistent with the aircraft’s expected position

b.    transfer of identification

c.    observation of compliance with an instruction to:

    1.    operate the Special Position Identification (SPI)

    2.    change to a specific SSR code

    3.    transmit ADS-B IDENT

9-45-260 Identification by position report

Correlate a particular ATS surveillance system position indication:

a.    with an aircraft reporting its position over, or as a bearing and distance from, a point displayed on the system map

b.    by ascertaining that the track of the particular ATS surveillance system position indication is consistent with the aircraft path or reported heading

c.    when an aircraft reporting position by visual reference to a point – observe aircraft over that point

d.    taking into account tolerances in the reported position and in the ATS surveillance system displayed position 

9-45-280 Identification using known airborne time

9-45-290 Identification by correlation with manoeuvres

Correlate an observed radar position indication with manoeuvres currently executed by a departing aircraft which acknowledged instructions, provided that established identification is within 3 NM of the radar sensor

9-45-710 Relaying aircraft identification

9-45-720 Methods

Effect transfer of identification by one of the following methods:

Effect transfer of identification by one of the following methods:

a.    designation of the position indication by automated means, provided that only one position is indicated and there is no doubt as to the correct identification

b.    notification of the aircraft’s discrete SSR code or aircraft address

c.    notification that the aircraft is SSR Mode S equipped with an aircraft identification feature when SSR Mode S coverage is available

d.    notification that the aircraft is ADS-B equipped with an ACID feature when ADS-B coverage is available

e.    direct designation (pointing with the finger) of the position indication, on a shared or an adjacent situation display

f.     designation of the position indication by reference to, or in terms of bearing and distance from, a geographical position or navigational facility accurately indicated on both situational displays

g.    instruct the aircraft to change SSR code and the change is observed by the accepting Controller

h.    instruct the aircraft to SQUAWK IDENT or TRANSMIT ADS-B IDENT and the change is observed by the accepting Controller 

9-45-920 Verbal hand-off

Do not transfer responsibility for an aircraft until the receiving Controller advises that identification is complete by use of the phrase:

9-45-1010 Providing position information

Provide position information when required by circumstances or when requested by another ATC unit.  Pass the information with reference to:

a.    a bearing or track and distance from any significant point (bearing may be magnetic or as points of a compass) or

b.    a well-known geographical position or

c.    a distance to runway touchdown point if the aircraft is on final approach or

d.    a distance to runway touchdown point as track miles to run or

e.    distance and direction from the centre line of an ATS route 

9-45-1030 When to provide position information

Advise an aircraft provided with an ATS surveillance service of its position:

a.    on identification, unless identification is established:

     1.    based on a pilot’s report of the aircraft’s position or

      2.    within 1 NM of the runway on departure, if the observed position on the situation display is consistent with the aircraft’s time of departure or

      3.    by use of ADS-B aircraft identification, SSR Mode S aircraft identification or assigned discrete SSR codes if the location of the observed position indication is consistent with the current flight plan of the aircraft or

       4.    by transfer of identification

b.    after first contact with Approach Control as soon as a distance to run to touchdown becomes evident

c.    when a pilot requests position information

d.    when an identified aircraft’s reported position differs significantly from its observed position

e.    when an identified aircraft is observed to have deviated from its previously approved or advised route

f.     when the aircraft is resuming its own navigation after vectoring

g.    when a regular circuit pattern is used to vector an aircraft onto the final approach path, at least once on each leg

h.    when provided with a straight-in approach, at least once before commencement of final approach

9-45-1330 Prohibition on vectoring

Do not vector:

a.    aircraft displayed as a flight plan position symbol or ADS-C position symbol or

b.    aircraft displayed as an ATS surveillance system position symbol for the purpose of remaining clear of an aircraft displayed as a flight plan or ADS-C position symbol when a procedural separation standard has not been established or

c.    special VFR aircraft, except when warranted by emergency conditions or

d.    an aircraft that is OCTA, except when warranted by emergency conditions

9-45-1380 Terminating a vector

When terminating vectoring of an aircraft, provide the aircraft with:

a.    position information including displacement from nominal track (if applicable)

b.    a heading as necessary to intercept the nominal track of a pilot-interpreted navigation aid appropriate to its cleared route or

d.    a clearance directed to an RNAV waypoint for interception of the aircraft’s cleared route for RNAV approved aircraft, or non-approved RNAV equipped aircraft under ATS surveillance system control

Tactical separation assurance places greater emphasis on traffic planning and conflict avoidance rather than conflict resolution and requires that Controllers:

a.    be proactive in applying separation to avoid rather than resolve conflicts

b.    plan traffic to guarantee rather than achieve separation

c.    execute the plan so as to guarantee separation; and

d.    monitor the situation to ensure that plan and execution are effective

10-10-350 Visiting aircraft

10-10-360 Exceptions

(variations to speed control)

Vary procedures, after appropriate consultation, for visiting military aircraft only to the extent approved at that aircraft’s home base

Do not apply these varied separation standards and procedures to:

a.    VIP aircraft

b.    civil IFR aircraft

c.    transiting military IFR aircraft

d.    visiting aircraft departing via SID procedures

If during an emergency situation, such as radar failure, it is not possible to ensure that the applicable procedural separation minima will be maintained, you may temporarily use half the applicable vertical separation minima

 Issue traffic information to affected aircraft

10-12-340 Separating departing aircraft

You may apply ATS surveillance system separation between an aircraft taking off and a preceding departing aircraft, or other ATS surveillance system controlled traffic, provided:

a.    there is reasonable assurance that the departing aircraft will be identified within the prescribed distance of the end of the runway

b.    the disposition and relative performances of all aircraft concerned are such that, under normal operation, or with the provision of an initial heading to the aircraft about to depart, ATS surveillance system separation will exist and will continue to exist

10-12-420 3NM radar separation

You may reduce the horizontal radar separation minimum to 3NM, ...

provided that the aircraft are in communication with and under the control of either a TCU or an associated Control Tower providing Class C or Class D services, and are:

a.    within 100NM of an MSSR sensor or

b.    within 30NM of a radar sensor using:

1.    military high definition (scan rate of 12 RPM or greater) Terminal Approach Radar (TAR) or

2.    primary data from a civil high definition TAR (scan rate of 16.4 RPM)

10-35-220 Verify accuracy

Verify accuracy of pressure altitude-derived level display:

a.    on initial contact with an aircraft or

b.    if not feasible, as soon as possible after initial contact and prior to use

c.    where continuous monitoring has not been carried out

10-35-230 Simultaneous comparison

Verify by simultaneous comparison with:

(level)

a.    altimeter-derived level information received from the same aircraft by radiotelephony or

b.    the aerodrome elevation during the take-off roll, provided that the level information subsequently indicates a positive climb after take-off

10-35-260 Tolerance

(Level)

10-35-270 Discrepancy

The tolerance for pressure altitude-derived level information displayed is +/- 200 FT

When the displayed pressure altitude-derived level information differs from the pilot reported or known altitude by more than 200 FT:

a.    advise pilot

b.    request check of pressure setting

c.    confirm current level

10-35-280 Continuing discrepancies

Where there is a continuing discrepancy after confirmation of the correct pressure setting:

a.    request the pilot to stop pressure altitude data transmission provided there is no loss of position and identification information

b.    advise the next control position or ATC unit for the aircraft of the action taken

10-35-910 Minima V1 – 500 FT

Apply Minima V1 – 500 FT between IFR and VFR flights (including SVFR), or between SVFR flights where SVFR clearance is due to visibility, under the following conditions:

a.    both aircraft are 7000kg MTOW or less

b.    both aircraft are at or below 10 000 FT

c.    traffic information is provided to the IFR flight, unless it is impracticable

10-35-930 Minima V2 – 1000 FT

Apply Minima V2 – 1000 FT to:

a.    all aircraft, up to and including FL290

b.    aircraft with RVSM approval except military formation flights, operating in airspace providing Class A service from FL290 to FL410 inclusive

10-35-950 Minima V3 – 2000 FT

Apply Minima V3 – 2000 FT:

a.    in known standing wave conditions or severe turbulence at all levels

b.    above FL410 to all aircraft

c.    from FL290 to FL410 inclusive:

1.    to aircraft when at least one is not RVSM approved or following pilot report of an inability to comply with RVSM due to equipment failure or an encounter with turbulence that affects the capability to maintain flight level

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

10-35-970 Minima V4 – 3000 FT

10-40-210 Grouping of aircraft types

10-40-220 B757, H47 and H53

Due to the wake turbulence characteristics of the B757, H47 and H53, for the purpose of wake turbulence separation, classify these aircraft as Heavy aircraft if leading and as Medium aircraft if following

10-40-235 Wake turbulence envelope

Apply wake turbulence separation minima in all controlled airspace when an aircraft is operating directly behind another aircraft at the same level or less than 1000 FT below

10-40-245 Directly behind

When applying wake turbulence separation criteria, directly behind means an aircraft is operating within 760m laterally of the track of the leading aircraft

10-40-285 When not required

Wake turbulence separation is not required:

a.    when a Light aircraft will cross or follow the track of a Medium fixed wing aircraft of less than 25 000kg MTOW

b.    between an aircraft landing behind an aircraft taking-off on the same runway

c.    if a pilot has initiated a waiver of the relevant departure wake turbulence separation minimum

d.    for VFR flights in relation to a preceding Heavy or Medium aircraft, except on departure

e.    when the pilot of an IFR flight has reported the preceding aircraft in sight and has accepted responsibility for visual separation with that aircraft, except on departure

10-40-335 Caution

(Wake Turbulence)

Issue a wake turbulence caution in any of the following circumstances:

a.    less than the applicable wake turbulence separation minima may exist

b.    the applied wake turbulence separation minima may be infringed

c.    the pilot initiates a waiver

d.    when wake turbulence separation is not provided and you consider that wake turbulence may have an adverse effect on the aircraft

10-40-512 Distance-based Wake Turbulence Minima

10-50-210 Visual separation by pilot

You may only assign responsibility for visual separation to a pilot when aircraft are operating at or below 10 000 FT and the pilot of one aircraft reports sighting the other aircraft and is instructed to maintain visual separation with, pass behind or follow that aircraft

10-50-270 IFR aircraft

(wake turbulence)

10-55-830 Active participation

Active participation in LAHSO is available to pilots of:

a.    Australian registered aircraft of Performance Categories A, B or C (or other categories specifically approved by CASA Airline Operations Branch) engaged in operations conducted under a training and checking organisation authorised under CAR 217, subject to the operator providing Operations Manual information and certifying participating pilots for LAHSO

b.    Australian registered aircraft of performance categories A, B or C where the pilot’s log book is endorsed for LAHSO by a chief pilot, chief flying instructor, or a person approved in writing by CASA to conduct LAHSO training

c.    Australian military aircraft in Performance Categories A, B, C

d.    foreign military aircraft in Performance Categories A, B, C subject to a Letter of Agreement between the relevant military authority and the ATS provider

e.    Operators and aircraft contained in an exemption issued by CASA under CASRs

10-55-840 Passive participation

Passive participation in LAHSO is available to pilots of:

Passive participation in LAHSO is available to pilots of:

a.    Australian civil and military aircraft categories A, B and C at pilot discretion

b.    other civil aircraft, including foreign operators, as approved by CASA

c.    RAAF HAWK, F111, FA18 and other Australian military aircraft as approved by Defence

d.    foreign military aircraft approved by Defence, operating at Defence aerodromes, subject to a Letter of Agreement

e.    foreign military aircraft subject to a Letter of Agreement between the relevant military authority and the civil ATS provider (the Letter of Agreement will exclude foreign military aircraft of performance category D operating at civil aerodromes)

f.     Operators and aircraft contained in an exemption issued by CASA under CASRs

10-60-520 Formation type

a.    Close formation – when aircraft are in close formation, they are considered to be one aircraft.  Separation between this type of formation and other airspace users is based on the lead aircraft

b.    Standard formation – when aircraft are in standard formation, they may be manoeuvred up to 1NM either side of, co-altitude with and up to 1NM behind the lead aircraft.  Separation between this type of formation and other airspace users is based on the outer edges of these limits

c.    Military tactical formation – when aircraft are in military tactical formation, they occupy an airspace block defined in the flight notification.  Base separation between military tactical formations and other airspace users on the outer limits of the airspace block

10-60-610 Separation between aircraft

(formation and in-company)

When airborne, separation between aircraft within an in-company flight is the responsibility of the individual pilots.  This also includes periods of transition, when aircraft are manoeuvring to attain separation within the in-company flight, and during join up and break away

10-60-620 Runway separation

(formation and in-company)

11-10-310 Vectoring aircraft for approaches – ground based navigation aids

When vectoring an aircraft for final approach:

When vectoring an aircraft for final approach:

a.    provide an intercept angle with the final approach track of 45 degrees or less

b.    advise the range from the aerodrome or position with reference to the final approach point

c.    inform that the vector is to intercept the approach

d.    provide a clearance for the approach, when clearance has been authorised

e.    instruct the pilot to report when established on final approach track

f.     ensure that the aircraft is established on final approach track at least 2NM before commencement of final approach

11-10-330 When established on final

When a pilot reports established on final approach track:

a.    advise the pilot of the aircraft’s distance to touchdown

b.    instruct the pilot to transfer to the tower frequency

11-10-361 Vectoring through final

Advise the pilot the reason for the vector, if assigning a vector that will take the aircraft through the final approach track

11-10-375 Vectoring to intercept an RNAV (RNP) approach at a LIP

Ensure an aircraft that has been vectored or subject to random tracking prior to intercepting an RNAV (RNP) approach at a published Latest Intercept Point (LIP) is established on a track to the LIP that does not result in a track change at the LIP of greater than 30 degrees.

11-10-1290 Exception

You may instruct an aircraft to track via an instrument approach procedure and a level restriction assigned if the aircraft is:

a.    in VMC conducting instrument approach training; or

b.    a military aircraft conducting a:

1.    non-precision approach or

2.    precision approach, provided clearance for the approach is issued in sufficient time for the aircraft to maintain the descent profile for the procedure being flown

When a flight other than that described in 11-10-1320 is within 30NM of an aerodrome, a visual approach may be authorised by day or night for:

a.    a VFR flight

b.    an IFR flight when:

1.    the pilot has established and can continue flight to the aerodrome with continuous visual reference to the ground or water

2.    the visibility along the flight path is not less than 5000m (or by day, the aerodrome is in sight)

Do not assign a level restriction to aircraft cleared for a visual approach

11-10-1320 Visual approach for Heavy jet aircraft

In addition to the requirements of 11-10-1310, with the exception of Australian and New Zealand operators and aircraft conducting independent visual approaches at Sydney, only assign Super or Heavy jet aircraft a visual approach when:

a.    specifically requested by the pilot and the pilot has reported the landing runway is in sight or

b.    the straight-in approach aid is unserviceable

11-15-220 Departure heading

11-15-230 Requirement

11-15-240 Example runway heading visual

11-15-250 Requirement

11-15-260 Example heading/right/left

When a departing aircraft is required to assume a heading following take-off, determine the heading and advise the Tower Controller

For VFR flights by day or for IFR flights by day in VMC not departing via a SID, use phraseology:

ATC: “RUNWAY HEADING VISUAL or RIGHT/LEFT (degrees) VISUAL”

For aircraft departing via a Radar SID a three digit numerical radar heading is to be coordinated, use phraseology:

ATC: “HEADING/RIGHT/LEFT (degrees)”

11-15-350 Visual departure in lieu of a SID

You may issue a visual departure in lieu of a SID:

a.    by day

b.    in VMC

c.    provided that the cloud base is such that the pilot can maintain flight in VMC below the MVA (ATS surveillance system environment) or MSA/LSALT (procedural environment)

11-15-360 Tracking instructions

Specify tracking instructions when:

a.    SIDs are not published or

b.    a SID is cancelled or

c.    a visual departure clearance is issued in VMC by day in lieu of a SID or

d.    aircraft or ground based navigation aid(s) are not available or

e.    requested by Australian military aircraft or

f.     requested by foreign military aircraft approved by Defence or subject to a letter of agreement

11-15-435 Order of instructions

Issue departure instructions in the following order:

a.    callsign

b.    heading or tracking instructions, including turn requirements, except that a turn requirement may be omitted from the coordination where:

1.    already specified in SID instructions or

2.    the heading issued for the Radar SID is within 5 degrees of the runway bearing or

3.    the departure track for a non-SID aircraft is within 5 degrees of the runway bearing

c.    altitude restrictions

the word UNRESTRICTED if there is no altitude restriction (not transmitted to the aircraft)

ERSA EMERG 1.5.4g

If in Controlled/Restricted Airspace or if IFR in any Airspace:

g.    If receiving an ATS surveillance service:

                      i.        climb to MSA/LSALT, and,

                    ii.        if being vectored, maintain last assigned vector for two (2) minutes, then

                   iii.        proceed in accordance with the latest ATC route clearance acknowledged

FIHA ENR 1.1  6.4 ADF – Non SID Departures at Night

Suitably equipped military aircraft may depart not tracking via a SID at night.  Any such clearance must be expressly initiated by the pilot using the phrase: “Request cancel SID, depart via tracking instructions”.

In accepting the clearance, the aircraft captain accepts the responsibility for terrain clearance until passing MVA or LSALT.

FIHA ENR 1.1  71.3

On first contact with Approach/Departures departing from, or the first ATC unit arriving at, an aerodrome; a formation shall advise the nature of its formation; eg:

“WILLY APPROACH, MAPLE HOODOO, CLOSE…”, or

“SALE APPROACH, HOWLETTE SILVER, MAINTAINING BLOCK FLIGHT LEVEL ONE SEVEN ZERO TO FLIGHT LEVEL ONE NINE ZERO, SILVER TWO AND THREE IN TWO MILE TRAIL…”

In Flight Emergency Response Checklists – Critical Initial Actions

Acknowledge

·         acknowledge the emergency

·         cancel any SSR or ADS alarm

·         confirm aircraft’s identity and location

·         record time

Assess

·         nature of the problem

·         pilot’s intentions

·         pilot’s requirement for assistance

·         time available for response

Separate

·         resolve immediate separation/conflict problems

·         provide safety alerts on traffic, terrain or other hazards

Coordinate

·         complete immediate coordination requirements

Phase

·         declare the appropriate phase

·         notify supervisor