Apply Mach number technique between aircraft where opening speed

exists provided that:

a) the required time interval will exist at the common point,

observed by:

i) ATS surveillance system; or

ii) passage over the same on-track, positive radio fix; and

b) the leading aircraft is maintaining a greater Mach number than

the following aircraft, in accordance with the following table.

9 min Mach 0.02 faster

8 min Mach 0.03 faster

7 min Mach 0.04 faster

6 min Mach 0.05 faster

5 min Mach 0.06 faster

Note: For this standard, a common point is:

a) a geographical point on the aircraft's track over which

both aircraft will fly; or

b) a point along the individual track of each aircraft which is

equidistant from the geographical point described in 'a)'.

Apply 500 FT between IFR and VFR aircraft (including SVFR), or between

SVFR aircraft where SVFR clearance is due to visibility, under the following

conditions:

a) both aircraft are 7000 kg MTOW or less;

b) both aircraft are at or below 10 000 FT; and

c) traffic information is provided to the IFR aircraft, unless it is

impracticable.

Apply 1000 FT to:

a) all aircraft, up to and including FL290; and

b) aircraft with RVSM approval except military formation aircraft, from

FL290 to FL410 inclusive.

Note: A pilot report OPERATING ON ONE PRIMARY ALTIMETER ONLY when

within the RVSM band does not constitute an equipment failure for

the application of RVSM separation.

Apply 2000 FT:

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

b) from FL290 to FL410 inclusive:

i) when at least one aircraft is not RVSM approved;

ii) following pilot report of an inability to comply with RVSM due to

equipment failure;

iii) following an encounter with turbulence that affects the capability

to maintain flight level; or

iv) to military formation aircraft, regardless of the individual RVSM

approval state of each aircraft within the formation; and

c) above FL410 to all aircraft.

Note: A pilot report OPERATING ON ONE PRIMARY ALTIMETER ONLY when

within the RVSM band does not constitute an equipment failure for

the application of RVSM separation.

Apply 3000 FT at all levels when one or more aircraft is operating at

supersonic speeds.

a) The leading aircraft has maintained and

will continue to maintain an indicated

airspeed at least 30 kt greater than the

following aircraft;

b) 5 min separation has been established by

passage of both aircraft over:

i) the same positive radio fix; or

ii) the same ATS surveillance system

position;

c) One aircraft maintains level while vertical

separation does not exist; and

d) Vertical separation at the commencement

of the level change does not exceed

4000 FT.

Frequent determination of position and speed is

possible by:

a) use of navaids;

b) use of approved SCNS (INS/IRS minimum

GS 300 kt) within CTA;

c) use of RNAV10/RNP10 or RNP4 within RNP

airspace; or

d) visual reference to the ground by day (or

night for VFR aircraft).

a) Apply to a:

i) preceding aircraft descending

through a following aircraft's level;

or

ii) following aircraft climbing through a

preceding aircraft's level;

b) One aircraft maintains level while vertical

separation does not exist;

c) The vertical separation at the

commencement of the change does not

exceed 4000 FT;

d) No closing speed (IAS or Mach number)

exists;

e) Separation has been established by the

passage of both aircraft over the same:

i) positive radio fix; or

ii) ATS surveillance system position;

and

f) The level change is commenced within

10 min of the time the second aircraft

passed over the:

i) positive radio fix; or

ii) ATS surveillance system position.

During a change of level, vertical separation must

exist by the estimated time of passing minus:

a) the time standard (10 or 15 min), as

applicable to the route; or

b) 10 min between aircraft equipped with

approved SCNS.

During a change of level, vertical separation must

exist until the estimated time of passing plus:

a) the time standard (10 or 15 min), as

applicable to the route; or

b) 10 min between aircraft equipped with

approved SCNS.

Both aircraft report passing the same positive

radio fix.

Must consider wake turbulence caution

a) Both aircraft report passing the same visual

fix, by day, or by night if both aircraft are

VFR at night; and

b) The visual fix must be a prominent

topographical feature within 10 000 FT of

the levels of each aircraft.

a) Both aircraft report sighting and passing

the other by day (and in OCA by night);

b) Both aircraft are above 10 000 FT; and

c) You ensure there is no possibility of

incorrect identification by either aircraft.

WTC

a) Each aircraft has either an approved SCNS

or MNPS;

b) Ground speeds are a minimum of 300 kt;

and

c) Separation exists when there is at least

15 min between estimates at the

intersection of the tracks.

a) Each aircraft has either an approved SCNS

or MNPS;

b) Ground speeds are a minimum of 300 kt;

and

c) Vertical separation must exist:

i) from 15 min prior to the estimate for

B at the intersection; and

ii) until 15 min after A has passed the

intersection.

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a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft;

b) Where the following aircraft is climbing to

the lower cruising level or both aircraft are

climbing to levels which are not vertically

separated, both aircraft report reaching

their cruising levels; and

c) If the following aircraft reports at cruising

level first, apply another form of separation

immediately.

Distance information is provided by:

a) DME; or

b) GNSS in CTA only, by RNP2 or RNP4

approved aircraft.

Distance information is provided by:

a) DME; or

b) GNSS in CTA only, by RNP2 or RNP4

approved aircraft.

a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft;

b) One aircraft maintains level while vertical

separation does not exist; and

c) Above FL290, when a DME distance is

provided, both aircraft must be on the

same side of the DME beacon.

a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft; and

b) Aircraft are established on opposite sides

of an en route navaid as follows:

i) The non-DME/GNSS aircraft is

descending or climbing on the safe

side of the navaid at the

commencement of the level change

while the DME/GNSS aircraft

maintains level; and

ii) The DME/GNSS aircraft is at least

15 NM from the navaid.

a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft; and

b) Aircraft are established on opposite sides

of an en route navaid as follows:

i) The non-DME/GNSS aircraft

maintains level on the safe side of

the navaid at the commencement of

the level change and the DME/GNSS

aircraft is descending or climbing;

and

ii) The DME/GNSS aircraft is 15 NM or

more from the navaid.

a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft;

b) The leading aircraft is descending through

the level of the following aircraft

(climbing); and

c) Above FL290, when a DME distance is

provided and the aircraft are on opposite

sides of the same on-track DME used by

both aircraft, increase the standard to

20 NM by DME.

a) In CTA only and between:

i) aircraft with approved SCNS; or

ii) between an aircraft with approved

SCNS and an aircraft with DME;

b) Where the following aircraft is climbing to

the lower level, both aircraft report

reaching their cruising levels; and

c) If the following aircraft reports at the

cruising level first, apply another form of

separation immediately.

a) In CTA only and between:

i) aircraft with approved SCNS;

ii) an aircraft with approved SCNS and an

aircraft with DME;

b) Above FL290, when a DME distance is supplied

by either aircraft, both aircraft are on the same

side of the DME beacon;

c) Both aircraft report reaching their cruising

levels;

d) If the following aircraft reports at the cruising

level first, take immediate action to ensure

separation is maintained; and

e) Separation standards A3 and R3 may be

transitioned across the CTA/OCA boundary

provided that the conditions for both standards

apply prior to transitioning.

a) Distance information is provided by:

i) DME; or

ii) GNSS in CTA only, by RNP2 or RNP4

approved aircraft;

b) Both aircraft are inbound and the leading

aircraft is within 30 NM of a controlled

aerodrome with DME; and

c) The aircraft are assigned vertically

separated levels.

a) Distance information is provided by:

i) DME; or

ii) GNSS, in CTA only, by RNP2 or RNP4

approved aircraft with reference to a

published waypoint;

b) Do not mix GNSS and DME distances;

c) Both aircraft are inbound and the leading

aircraft is within 20 NM of a controlled

aerodrome with DME or a published

waypoint; and

d) The aircraft are assigned vertically

separated levels.

a) Distance information is provided by:

i) DME; or

ii) GNSS, in CTA only, by RNP2 or RNP4

approved aircraft with reference to a

published waypoint;

b) Do not mix GNSS and DME distances;

c) Both aircraft are inbound aircraft and the

leading aircraft is within 15 NM of a

controlled aerodrome with DME or a

published waypoint;

d) The aircraft are assigned vertically

separated levels; and

e) Wake turbulence standards are applied.

a) Distance information is provided by:

i) DME; or

ii) GNSS, in CTA only, by RNP2 or RNP4

approved aircraft with reference to a

published waypoint;

b) Do not mix GNSS and DME distances;

c) Use on reciprocal tracks and tracks

differing by more than 90 degrees;

d) Reports indicate that the aircraft have

passed and the distance is opening; and

e) Increase the standard to 12 NM if DME

distances are greater than 180 NM.

a) Distance information is provided by:

i) DME; or

ii) GNSS, in CTA only, by RNP2 or RNP4

approved aircraft with reference to a

published waypoint;

b) Do not mix GNSS and DME distances;

c) Reports indicate that the aircraft have

passed and the distance is opening; and

d) If using a DME distance, the aircraft is

within 20 NM of the DME beacon.

a) In CTA only and between:

i) aircraft with approved SCNS; or

ii) an aircraft with approved SCNS and

an aircraft with DME;

b) Using the same waypoint, reports indicate

that the aircraft have passed and the

distance between them is opening; and

c) Whenever a DME derived distance is 30 NM

or less, you apply a correction for DME

slant range error.