Manual of Standards Part 172 Air Traffic Services (Cth)
Manual of Standards Part 172—Air Traffic Services
Version 2.0
made under regulation 172.022 of the
Civil Aviation Safety Regulations 1998
Compilation No. 9
Compilation date: 27 February 2020
Includes amendments up to: F2019L01064
Prepared by the Flight Standards Branch, National Operations & Standards Division, Civil Aviation Safety Authority, Canberra.
| Manual of Standards Part 172—Air Traffic Services © Civil Aviation Safety Authority This work is copyright. You may download, display, print and reproduce this material in unaltered form only (retaining this notice) for your personal, non-commercial use or use within your organisation. Apart from any use permitted under the Copyright Act 1968, all other rights are reserved. Requests for authorisation should be directed to: Corporate Communications Email: [email protected] Version 2.0: February 2020 |
TABLE OF CONTENTS
FOREWORD
CHAPTER 1: INTRODUCTION
Section 1.1: General
1.1.1 Background
1.1.2 Document Set
1.1.3 Differences Between ICAO Standards and those in MOS
1.1.4 Differences Published in AIP
1.1.5 MOS Documentation Change Management
1.1.6 Related Documents
Section 1.2: Abbreviations and Definitions
1.2.1 Abbreviations
1.2.2 Definitions
CHAPTER 2: OPERATIONS MANUAL
Section 2.1: General
2.1.1 Introduction
2.1.2 Content of the Operations Manual
CHAPTER 3: ATS FACILITIES AND EQUIPMENT
Section 3.1: General
3.1.1 Introduction
3.1.2 Control Towers
3.1.3 Area and Approach Control Units
3.1.4 Commissioning of New Facilities and Equipment
CHAPTER 4: PERSONNEL
Section 4.1: General
CHAPTER 5: TRAINING AND CHECKING PROGRAM
Section 5.1: General
5.1.1 Introduction
5.1.2 Program
5.1.3 Competency
5.1.4 Training Courses
5.1.5 Emergency Training
5.1.6 Refresher Training
5.1.7 On-going Training
5.1.8 Remedial Training
5.1.9 Checking
5.1.10 Qualifications of Trainers and Checkers
CHAPTER 6: SAFETY MANAGEMENT SYSTEM
Section 6.1: General
6.1.1 Features of Safety Management System
6.1.2 Safety Case Preparation
CHAPTER 7: CONTINGENCY PLANS
Section 7.1: General
7.1.1 Introduction
7.1.2 Minimum Contents
CHAPTER 8: SECURITY PROGRAM
Section 8.1: General
8.1.1 Introduction
8.1.2 Security Measures
CHAPTER 9: DOCUMENTS AND RECORDS
Section 9.1: General
9.1.1 Documents
9.1.2 Records
9.1.3 Records to be Kept
9.1.4 Maintaining Records
9.1.5 Maintaining Operational Log Books
9.1.6 Voice and Data Recording
CHAPTER 10: STANDARDS FOR THE PROVISION OF AIR TRAFFIC SERVICES
Section 10.1: General
10.1.1 Purpose
10.1.2 Air Traffic Services Commensurate with Airspace Classification
10.1.3 Traffic Priorities
10.1.4 Relaxation of Speed Restrictions
10.1.5 SARWATCH for IFR Aircraft conducting VFR Operations
Section 10.2: ATS surveillance systems
10.2.1 Use of ADS-B surveillance
10.2.2 Operation of ADS-B transmitters
10.2.3 Verification of level information
10.2.4 Determination of level occupancy using ATS surveillance system-derived level information
10.2.5 Establishment of identification
10.2.6 Position information
10.2.7 Use of Speed Control
10.2.8 Termination of ATS surveillance services
10.2.9 Obstacle clearance
10.2.10 Vectoring special VFR
10.2.11 Issuing ATS surveillance system derived distance
Section 10.3: Circuits and Runways
10.3.1 Selection of Runway in Use
10.3.2 Simultaneous Parallel Runway Operations
10.3.3 Procedures for Low Visibility Operations
10.3.4 Protecting ILS critical and sensitive areas
10.3.5 Informing pilots when critical and sensitive areas are not protected
Section 10.4: Departures and Arrivals
10.4.1 Arriving Aircraft
10.4.5 Independent Parallel Visual Approaches
10.4.6 Dependent Parallel Visual Approaches
10.4.8 Simultaneous Opposite Direction Parallel Runway Operations
Section 10.5: Separation Standards — General
10.5.1 Application of Separation Standards
10.5.2 Separation of VFR using navigation aids
10.5.3 Formation or In-company Flights
10.5.4 Airspace Boundaries
10.5.5 Separation minima based on ATS surveillance systems
10.5.6 Separation between ADS-C tracks and radar tracks
Section 10.6: Separation Standards–Longitudinal
10.6.1 Mach Number Technique
10.6.2 Application of Longitudinal Time Minima
10.6.3 Cross Check Calculations
10.6.4 Longitudinal Time Separation Minima
10.6.5 Application of Time Departure Minima
10.6.6 Time Departure Separation Minima
10.6.7 Application of Longitudinal Distance Separation
10.6.8 Use of DME/GPS Separation
10.6.9 RNAV Separation
10.6.10 Longitudinal Distance Separation Using ADS-C
10.6.11 Distance Separation Minima
10.6.12 RNAV Distance Separation Minima
10.6.13 Distance Separation minima using RNAV with Automatic Dependent Surveillance – Contact
Section 10.7: Separation Standards—Vertical
10.7.1 Vertical Buffers between Aircraft Inside and Outside Controlled Airspace
10.7.2 Vertical Separation Below High Altitude Balloons
10.7.3 Step Climbs and Descents
10.7.4 Specifying Rates of Climb
10.7.5 Rate in Step Climb/Descent
10.7.6 Assigning Vacated Levels
10.7.7 Vertical Separation Using ADS-C
10.7.8 Transition Layer, Altitude and Level
10.7.9 Common Altimeter Settings
10.7.10 Levels Unavailable when QNH less than 1013
10.7.11 Vertical Separation Minima
Section 10.8: Separation Standards—Lateral
10.8.1 Lateral Separation Buffer
10.8.2 Application of Lateral Separation
10.8.3 Navigation Tolerances
Section 10.9: Separation Standards—Applicable to En-route Area Navigation by Aircraft Using Inertial Navigation Systems
10.9.1 Introduction
10.9.2 Lateral Separation
10.9.3 Longitudinal Separation
10.9.4 Distance Standards
10.9.5 Explanation of Derivation of Longitudinal Separation Standards
Section 10.10: Separation Standards—Visual
10.10.1 Application
10.10.2 Separation Using Visual Observation
10.10.3 Separating Approaching Aircraft Beyond Tower View
Section 10.11: Separation Standards—Miscellaneous
10.11.1 Parachute Jumping Exercise (PJE)
10.11.2 Limitations and Extensions – PJE
10.11.3 High Altitude Balloons
10.11.4 Manned Balloon Operations
10.11.5 Unmanned Aerial Vehicles (UAV)
10.11.6 ACAS/TCAS Resolution Advisory Action
10.11.7 Unspecified Operations
Section 10.12: Separation Standards—Wake Turbulence
10.12.1 Interpretation
10.12.2 Wake Turbulence Separation Minima
10.12.3 Application
Section 10.13: Separation Standards—Aerodrome
10.13.1 Taxiing and Runway Standards
10.13.2 Arriving Aircraft and an Aircraft Taking Off
10.13.3 Simultaneous Parallel Operations
10.13.4 Training Approaches
10.13.5 Land and Hold Short Operations (LAHSO)
10.13.6 Landing Distance Required (LDR) for LAHSO
10.13.7 Letters of Agreement for LAHSO
10.13.8 Runway Separation Minima
CHAPTER 11: INFORMATION PROVIDED TO PILOTS
Section 11.1: General
11.1.1 Take-off or Landing Information
11.1.2 Safety Alerts
11.1.3 Altimetry
11.1.4 Traffic Information
CHAPTER 12: INFORMATION TRANSFER
Section 12.1: General
12.1.1 Validity of an ATC Clearance
12.1.2 Level Assignment
12.1.3 Clearances for Special VFR Aircraft
12.1.4 Clearances Below LSALT
12.1.5 Clearance Limits
12.1.6 Clearance Readbacks
12.1.7 Transfer of identification
12.1.8 Clearance by Establishment of 2-way Communications
Section 12.2: En-route/Terminal Clearances
12.2.1 Departure Clearances
12.2.2 ATC Route Clearances
12.2.3 STAR Clearances
12.2.4 Approach Clearances
Section 12.3: Aerodrome Clearances
12.3.1 General
12.3.2 Taxi and Pre-Taxi Instructions
12.3.3 Line Up and Take-off Clearances
12.3.4 Landing Clearances
CHAPTER 13: ABNORMAL OPERATIONS
Section 13.1: Weather Deviation and RVSM Contingency Procedures
13.1.1 Weather Deviation in Oceanic Airspace
13.1.2 Aircraft Equipment Failures in RVSM Airspace
Section 13.2: In Flight Emergency Response
13.2.1 Emergency Changes of Level
13.2.2 Fuel Dumping
CHAPTER 14: AERONAUTICAL COMMUNICATIONS
Section 14.1: General
14.1.1 Acknowledging Receipt of Verbal Coordination
14.1.2 Telephony Protocols
14.1.3 Aeronautical Fixed Telecommunications Network
NOTES TO MANUAL OF STANDARDS PART 172................................................ Notes-1
FOREWORD
Suggested changes to this MOS may be sent to CASA by:
email: [email protected],
facsimile: 1800 653 897 or
mail: Reply Paid, GPO Box 2005 Canberra ACT 2601.
CHAPTER 1: INTRODUCTION
Section 1.1: General
1.1.1 Background
1.1.1.1 This Manual of Standards is made under regulation 172.022 in Part 172 of the Civil Aviation Safety Regulations 1998. Part 172 refers to the standards and methods to be used in regulating:
(a) how an entity becomes an ATS service provider, and includes:
(i) the functions of ATS providers;
(ii) who can provide these services;
(b) what is required to accompany an application for an ATS Provider’s Certificate;
(c) the requirements and standards for compliance, including:
(i) the Operations Manual;
(ii) aircraft separation;
(iii) the provider’s organisation, facilities and equipment, personnel, and check and training system, interface arrangements, safety management system and records; and
(d) discontinuance of the service.
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) this Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable legislative instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments (FRLI). It must be tabled in both Houses of Parliament within 6 sitting days following registration and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences Between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.4 Differences Published in AIP
1.1.4.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Supplement.
1.1.5 MOS Documentation Change Management
1.1.5.1 The Air Transport Operations Group has responsibility for the technical content of this MOS.
1.1.5.2 This MOS is issued, and may only be amended, under the authority of the CEO and Director of Aviation Safety of CASA.
1.1.5.3 Suggested changes to this MOS may be given to the Head, Regulatory Development Branch, Legal Services Group (see contact details in the Foreword).
1.1.5.4 Requests for any change to the content of this MOS may come from:
(a) technical areas within CASA; or
(b) aviation industry service providers or operators; or
(c) individuals or authorisation holders.
1.1.5.5 The need to change standards in this MOS may arise for any of the following reasons:
(a) to ensure safety;
(b) to ensure standardisation;
(c) to respond to changed CASA standards;
(d) to respond to ICAO prescription;
(e) to accommodate proposed initiatives or new technologies.
1.1.5.6 CASA may approve trials of new procedures or technologies to develop appropriate standards.
1.1.6 Related Documents
1.1.6.1 These standards should be read in conjunction with:
(a) CASR Part 172;
(b) ICAO Annex 10 – Aeronautical Telecommunications, Volume II – Communications Procedures;
(c) ICAO Annex 11 – Air Traffic Services;
(d) ICAO Annex 15 – Aeronautical Information Services;
(e) ICAO Air Traffic Services Planning Manual (Doc 9426);
(f) ICAO Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) (Doc 4444);
(g) ICAO Regional Supplementary Procedures (Doc 7030);
(h) Australian Aeronautical Information Publication (AIP);
(i) Australian Aeronautical Information Publication (AIP) Supplement.
Section 1.2: Abbreviations and Definitions
1.2.1 Abbreviations
1.2.1.1 Unless otherwise stated, abbreviations in this MOS have the meanings given in the AIP or as follows:
Abbreviation
Meaning
ADS-B Automatic dependent surveillance — broadcast ADS-C Automatic dependent surveillance — contract ATC Air traffic control ATS Air traffic service HPL Horizontal protection limit MLJ Military low jet NIC Navigation integrity category NUC_P Navigational uncertainty category — position PRF Positive radio fix PS Position symbol SIL Surveillance integrity limit
1.2.2 Definitions
1.2.2.1 Unless otherwise stated, words in this MOS have the meanings given in the AIP or as follows:
Definition
Meaning
ADS-C agreement A reporting plan which establishes the conditions of ADS-C data reporting (i.e. data required by the air traffic services unit and frequency of ADS-C reports which have to be agreed to prior to the provision of air traffic services). ATS surveillance service Term used to indicate an air traffic service provided directly by means of an ATS surveillance system. ATS surveillance system A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft.
Note A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to, or better than, monopulse SSR.
Automatic dependent surveillance — broadcast A means by which aircraft, aerodrome vehicles and other objects can automatically transmit or receive data such as identification, position and additional data, as appropriate, in a broadcast mode via a data link. Automatic dependent surveillance — contract A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated, and what data would be contained in the reports. Flight path monitoring The use of ATS surveillance systems for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path, including deviations from the terms of their air traffic control clearances.
Note Some applications may require a specific technology, e.g. radar, to support the function of flight path monitoring.
Identification The situation which exists when the position indication of a particular aircraft is seen on a situation display and positively identified by ATC. Position indication The visual indication, in non-symbolic or symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object. Position symbol The visual indication in symbolic form, on a situation display, of the position of an aircraft, aerodrome vehicle or other object obtained after automatic processing of positional data derived from any source. Positive radio fix (a) An NDB or locator site (when propagation is normal); or
(b) A VOR, TACAN site or marker beacon.
Procedural control Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service. Procedural separation The separation used when providing procedural control. PSR blip The visual indication, in non-symbolic form, on a situation display, of the position of an aircraft obtained by primary radar. Radar approach An approach in which the final approach phase is executed under the direction of a controller using radar. Radar clutter The visual indication on a situation display of unwanted signals. Safety case A safety case provides documented evidence and argument that a service or facility, or a proposed change to the design of a service or facility, meets safety objectives or levels for the service or facility. Situation display An electronic display depicting the position and movement of aircraft and other information as required. SSR response The visual indication, in non-symbolic form, on a situation display, of a response from an SSR transponder in reply to an interrogation. Vectoring Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system. VFR-on-top An IFR flight with ATC authorisation to operate in VMC at or below FL180 in Class E airspace at any appropriate VFR altitude or flight level.
CHAPTER 2: OPERATIONS MANUAL
Section 2.1: General
2.1.1 Introduction
2.1.1.1 An Operations Manual shows how and where an ATS provider provides, or proposes to provide, air traffic services.
2.1.2 Content of the Operations Manual
2.1.2.1 An operations manual must contain:
(a) a table of contents based on the items in the manual, indicating the page number on which each item begins;
(b) a description of the provider’s organisational structure and a statement setting out the functions that the provider performs, or proposes to perform under CASR Part 172;
(c) a description of the chain of command established, or proposed to be established, by the provider and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;
(d) a statement showing how the provider determines the number of operational staff required including the number of operational supervisory staff;
(e) a list of the air traffic services that the provider provides, or proposes to provide;
(f) a statement for each air traffic service, showing the hours of operation of the service;
(g) a statement, for each air traffic service, that identifies the particular airspace within which the service is provided, or proposed to be provided;
(h) a statement, for each air traffic service, that identifies the location from where the service is provided, or proposed to be provided;
(i) if the provider provides, or proposes to provide, an air traffic service for a controlled aerodrome:
(i) a description of the manoeuvring area of the aerodrome; and
(ii) copy of the parts of the aerodrome emergency plan, set out in the aerodrome operator’s aerodrome manual that are relevant to the provision of the service; and
(iii) a copy of the procedures set out in the aerodrome operator’s aerodrome manual for preventing the unauthorised entry of persons or things onto the manoeuvring area of the aerodrome; and
(iv) a copy of the procedures set out in the aerodrome operator’s aerodrome manual for the control of surface vehicles operating on or in the vicinity of the manoeuvring area;
(j) a statement of the responsibilities and functions for each operating position;
(k) a description of the arrangements made or proposed to be made by the provider to ensure that it has, and will continue to receive, on a daily basis, the information necessary for providing the service;
(l) a description of the arrangements made or proposed to be made by the provider to ensure that it has, and will continue to be able to provide, information in connection with its air traffic services to another person whose functions reasonably require that information (includes SAR alerting);
(m) a description of the provider’s document and record keeping system;
(n) a copy of any agreement entered into by the provider in relation to the provision of any of the air traffic services;
(o) a copy of the document that sets out the provider’s safety management system;
(p) a copy of the provider’s contingency plan;
(q) a copy of the provider’s security program;
(r) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in ICAO Annexes 10 and 11, ICAO PANS-ATM, ICAO Regional Supplementary Procedures, Chapter 10 of this MOS, and any of the provider’s site-specific instructions for the provision of air traffic services;
(s) a description of the processes and documentation used to provide operational instructions to staff;
(t) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;
(u) a description of the provider’s training and checking program;
(v) a description of the procedures to be used in commissioning new facilities, equipment and services;
(w) the procedures to be followed for revising the operations manual.
CHAPTER 3: ATS FACILITIES AND EQUIPMENT
Section 3.1: General
3.1.1 Introduction
3.1.1.1 This standard sets out the standards for the design, siting, construction, equipping and maintenance of ATC facilities. Further information is contained in an Advisory Circular.
3.1.2 Control Towers
3.1.2.1 Visibility. A control tower first commissioned after 1 July 2000, must enable the controller to have:
(a) adequate visibility to all the manoeuvring area and airspace which are under the controllers’ area of responsibility;
(b) a view of all runway ends and taxiways, with suitable depth perception, (refer Advisory Circular);
(c) maximum visibility of airborne traffic patterns with primary consideration given to the view from the aerodrome control position(s);
(d) unobstructed lines of sight from the control tower eye level (refer Advisory Circular) to:
(i) the manoeuvring area of the aerodrome;
(ii) the runway approach lights and/or graded areas at ground level for distance of 300 M from the threshold along the extended centreline, then upward and outward within the take-off climb area normally at an angle not less than 2.5 degrees;
(iii) the first 150 M of any fire routes service roads adjacent to the areas mentioned in (a) and (b) above;
(iv) sections of aprons used as a taxiway to a line, at ground level, 15 M from the apron edge, towards the building line;
(e) sufficient visual resolution of all aerodrome movement areas for which he/she has a responsibility;
(f) ability to detect movement of a departing aircraft as soon as possible after it has commenced its take-off run; response times must be kept below 4 seconds, although an upper limit of 5 seconds may be approved in exceptional circumstances.
3.1.2.2 In addition, procedures or facilities are required to ensure:
(a) protection from glare, reflection and noise;
(b) unobstructed view from an existing control tower cab.
3.1.2.3 Communication. Each control tower must contain:
(a) an appropriate power supply to service the facilities identified in this Section;
(b) facilities capable of two-way communications with aircraft, vehicles and persons within its area of responsibility;
(c) facilities capable of providing two-way communications:
(i) between operational positions within the control tower;
(ii) with adjacent ATS units;
(iii) with aerodrome rescue and fire fighting services;
(d) a means of alerting emergency services;
(e) a means of recording air/ground/air and ground/ground communications;
(f) AFTN terminal or other means to provide information normally conveyed by AFTN;
(g) binoculars;
(h) signal lamp, with white, red and green functions.
3.1.2.4 Displays. A control tower must have the following displays:
(a) flight data displays (e.g. flight progress boards);
(b) meteorological displays which meet the accuracy criteria specified in Annex 3 and which provide at least the following information:
(i) wind velocity;
(ii) barometric pressure;
(iii) temperature.
Note: The meteorological displays must show mean speed and mean direction of the surface wind. Surface wind observations are to be representative of the conditions along the runway and near the touchdown zones. If more than one sensor is used, the displays must identify the sensor being utilised for the observation.
(c) operational data displays for:
(i) other significant weather information;
(ii) NOTAMS;
(iii) handover/takeover;
(iv) essential aerodrome information;
(v) relevant maps and charts;
(d) a time display at each operational position.
3.1.2.5 Switching, monitors and controls for aerodrome equipment. A control tower must have appropriate switching, monitors, and controls for aerodrome lighting equipment for which the control tower has responsibility, including:
(a) runway lighting;
(b) approach lighting;
(c) high intensity approach and runway lighting;
(d) taxiway lighting;
(e) VASIS;
(f) obstruction lighting;
(g) illuminated wind indicator; and
(h) aerodrome beacon.
3.1.2.6 A control tower must have a means to readily recognise the failure of any terrestrial navigation aid being used for the control of aircraft.
3.1.2.7 A control tower must have a means of ensuring that the ILS Glide Path is not radiating if the associated Localiser is not operating.
3.1.3 Area and Approach Control Units
3.1.3.1 Area and Approach Control Units must incorporate the following facilities:
(a) air/ground RTF and/or datalink communications equipment on assigned frequencies, in accordance with ICAO Annex 11, Chapter 6;
(b) ground/ground voice and/or datalink equipment to enable communication between adjacent air traffic service units including control towers and the parent area control centre or approach control unit, in accordance with ICAO Annex 11, Chapter 6;
(c) time display at each operational position;
(d) flight data display;
(e) operational data display;
(f) appropriate maps and charts;
(g) external communications;
(h) a means to readily recognise the failure of any terrestrial navigation aid used in providing separation to aircraft;
(i) voice and, where applicable, data recording equipment;
(j) AFTN terminal or other means to provide information normally conveyed by AFTN.
3.1.3.2 Area control centres and approach control units must have a means to readily recognise the failure of any terrestrial navigation aid being used for the control of aircraft.
3.1.4 Commissioning of New Facilities and Equipment
3.1.4.1 Any new facilities must be commissioned in accordance with procedures stated in the provider’s Operations Manual.
3.1.4.2 The procedures must describe how the provider has determined that:
(a) the functional and performance requirements for the facility have been met; and
(b) all ATS operating procedures have been validated; and
(c) sufficient trained ATS personnel are available to operate the facility; and
(d) all support arrangements for the facilities, including any necessary agreements, are in place.
CHAPTER 4: PERSONNEL
Section 4.1: General
Note: This chapter is reserved.
CHAPTER 5: TRAINING AND CHECKING PROGRAM
Section 5.1: General
5.1.1 Introduction
5.1.1.1 This Chapter sets out the standards for a Training and Checking program.
5.1.2 Program
5.1.2.1 A Training and Checking program must ensure that an individual performing a function in conjunction with any air traffic services is competent to perform that function.
5.1.2.2 Processes which address the integrity of staff training must be defined, documented and maintained.
5.1.3 Competency
5.1.3.1 In summary, an individual is competent if that individual is:
(a) licensed, where the function can only be performed by the holder of a licence;
(b) rated, where the function can only be performed by the holder of an appropriate rating;
(c) endorsed, where the function can only be performed by the holder of an appropriate endorsement;
(d) qualified, where the function can only be performed by the holder of an appropriate qualification;
(e) trained and proven to be proficient in the performance of functions that are not covered by sub-paragraphs (a) to (d) above; and
(f) recent in the performance of the function and knowledge and skills in emerging matters identified as essential to task performance.
Note: Competency standards for licensed functions are contained in CASR Part 65.
5.1.4 Training Courses
5.1.4.1 The term ‘training course’ has wide application and includes all training for a particular competency required for the provision of an air traffic service and includes training on new equipment.
5.1.4.2 Training courses must be provided on the basis of a MOS Part 65 requirement, or training needs analysis or similar method.
5.1.4.3 The training programs for each course must be comprehensive and facilitate achievement of training goals through a syllabus which reflects required competencies. The syllabus must ensure compliance with relevant national and international requirements and CASA competency-based training standards.
5.1.4.4 Training courses must use a method of delivery consistent with ANTA requirements for an RTO, using facilities and instructors, or training officers, with current expertise and identified qualifications appropriate to achieving the goals of the course.
5.1.4.5 The method of assessment, both theoretical and practical, must utilise qualified assessors and appropriate processes and facilities and must be consistent with CASR Part 65.
5.1.5 Emergency Training
5.1.5.1 Emergency training to specifically prepare a candidate for unforseen circumstances must form part of all training courses.
5.1.6 Refresher Training
5.1.6.1 Refresher training is part of the Training and Checking program. It involves periodic training and assessment of individuals performing functions in air traffic services in those competencies (knowledge and skills) which are essential, but infrequently or rarely used (e.g. abnormal and emergency operations, degraded equipment modes, contingency plan implementation). The content and periodicity of refresher training must be sufficient to ensure competency.
5.1.7 On-going Training
5.1.7.1 The training and checking program must provide for on-going training, as necessary, to ensure that staff are competent in the use of new or emerging standards, procedures, techniques, facilities and equipment identified as essential to task performance.
5.1.8 Remedial Training
5.1.8.1 The training and checking program must have a process which identifies deficiencies in knowledge or application, and must have a process to ensure these deficiencies are rectified.
5.1.9 Checking
5.1.9.1 The purpose of checking is to ensure that the individual subject to the check meets the competency standards specified in CASR Part 65, and the ATS provider’s own standards where these are additional to CASR Part 65. Checks must be carried out as required by CASR Part 65.
5.1.10 Qualifications of Trainers and Checkers
5.1.10.1 Persons carrying out training and/or checking functions must be appropriately qualified for the functions as required by CASR Part 65.
CHAPTER 6: SAFETY MANAGEMENT SYSTEM
Section 6.1: General
6.1.1 Features of Safety Management System
6.1.1.1 A safety management system must have the following elements:
(a) the ATS provider’s safety policy and objectives;
(b) the organisational and staff responsibilities for safety matters;
(c) the establishment of the levels of safety that apply to the services, and the monitoring of the levels of safety achieved;
(d) the process for internal safety reviews;
(e) the process for the internal reporting and management of safety concerns and incidents;
(f) the process for the identification, assessment, control and mitigation of existing and potential safety hazards in service provision;
(g) the definition of the interface arrangements, for safety management and related responsibilities and procedures, with internal functional groups and with aerodrome operators and support service providers;
(h) the processes for the management of changes to existing services.
Note Guidelines for the preparation of a safety management system are published by CASA in Advisory Circular AC 172-1.
6.1.2 Safety Case Preparation
6.1.2.1 A safety case must be based on a recognised methodology for safety risk assessment.
6.1.2.2 The safety risk assessment in a safety case must:
(a) identify all potential safety hazards associated with the operation of each service, in normal and abnormal modes of operation; and
(b) assess the safety risk of each hazard; and
(c) identify the means of mitigation of unacceptable safety risks.
Note Guidelines for the preparation of safety cases are published by CASA in Advisory Circular AC 172-2.
6.1.2.3 An existing air traffic service or facility that has a demonstrated history of safe operation for at least 2 years before the date of initial certification does not need to be covered by a baseline safety case.
6.1.2.4 A safety case must be prepared to support a new service or a proposed change to an existing service:
(a) the effect of which would be that the service would no longer be in accordance with the certificate issued to the ATS provider under regulation 172.275 of CASR; or
(b) that requires prior notification to CASA because of a requirement to do so in the ATS provider’s safety management system.
Note An internal safety assessment for a change that does not constitute a variation to a service provider’s approval is undertaken in accordance with a service provider’s safety management system.
CHAPTER 7: CONTINGENCY PLANS
Section 7.1: General
7.1.1 Introduction
7.1.1.1 This Chapter sets out the standards for contingency plans in the provision of air traffic services.
7.1.1.2 A contingency plan must describe in detail the actions that operational staff are to follow to maintain safety in the event of the failure or non-availability of staff, facilities or equipment which affects the provision of air traffic services. The plan must also cover procedures for the safe and orderly transition back to full service provision.
7.1.2 Minimum Contents
7.1.2.1 A contingency plan must include to the extent of the particular services authorised on the provider’s certificate, but is not limited to, arrangements for the following:
(a) airspace management:
(i) transfer of responsibility;
(ii) redesignation;
(iii) emergency traffic;
(b) air traffic flow management;
(c) air traffic separation;
(d) alternatives for the continuing provision of the services (e.g. alternative operating positions or ATS units);
(e) alternative services (e.g. traffic information);
(f) SAR alerting;
(g) information transfer/coordination;
(h) notifications to affected parties;
(i) letters of agreement with other providers on any of the above matters;
(j) restoration of staff, facility or equipment to normal levels;
(k) measures to test the suitability of the plan;
(l) staff training requirements to ensure the plan can be safely implemented.
CHAPTER 8: SECURITY PROGRAM
Section 8.1: General
8.1.1 Introduction
8.1.1.1 This Chapter sets out the standards for a security program.
8.1.2 Security Measures
8.1.2.1 A security program must specify the physical security measures, and the procedures to be followed for the purpose of:
(a) preventing and detecting intentional and unintentional damage to any personnel, facility or equipment used by the provider in providing an air traffic service;
(b) responding to a threat of intentional and unintentional damage to a facility or equipment used by the provider in providing an air traffic service; and
(c) preventing unauthorised people from having access to any facility or equipment used by the provider in providing an air traffic service.
CHAPTER 9: DOCUMENTS AND RECORDS
Section 9.1: General
9.1.1 Documents
9.1.1.1 A document control system covers the authorisation, standardisation, publication, distribution and amendment of all documentation issued by the organisation, or required by the organisation for the provision of air traffic services.
9.1.1.2 These processes must ensure:
(a) authorisation is by a designated authority appropriate to the management and safety accountability structures;
(b) currency can be readily determined;
(c) availability at locations where needed by ATS personnel;
(d) only current versions are available;
(e) a master copy is securely held;
(f) archival where superseded.
9.1.1.3 Reference Materials. For the purposes of sub-regulation 172.160(g), the manuals and documents to be maintained are the following:
(a) manuals for equipment used by staff in the provision of air traffic services;
(b) the relevant sections of the Aerodrome Emergency Plan (aerodrome services only).
9.1.2 Records
9.1.2.1 A system for records covers identification, collection, indexing, storage, security, maintenance, access and disposal of records necessary for the provision of air traffic services.
9.1.2.2 Records systems must provide an accurate chronicle of ATS activities for the purpose of reconstruction of events for air safety investigation, and for system safety analysis.
9.1.3 Records to be Kept
9.1.3.1 Automatic recordings. The following items used for the provision of air traffic services must be recorded automatically and retained for the period shown:
(a) direct pilot-controller two-way radiotelephony or datalink communications—30 days;
(b) direct-speech or data link between air traffic services units—30 days;
(c) surveillance data from primary and secondary radar equipment or obtained through ADS—14 days;
(d) automated flight data processing including on-screen display of aircraft tracks and label blocks—14 days (consistency with sub-paragraph (c) above).
Note: Where possible, provision of synchronous integration of radar and on-screen data with related voice recordings should be facilitated. (ICAO Air Traffic Services Planning Manual, Chapter 8.4).
9.1.3.2 Time injection. Automatic recordings must have a means of establishing accurately the time, in hours/minutes/seconds, at which any recorded event occurred.
9.1.3.3 Document records. The following items must be kept for a minimum of 30 days (ICAO Air Traffic Services Planning Manual):
(a) ATS messages, including flight plans;
(b) flight progress strips or documents of a similar nature used for the recording of flight data and the issue of clearances, instructions and directions;
(c) transcripts of automated weather broadcasts (e.g. ATIS);
(d) log books;
(e) handover/takeover details, including, if not electronically recorded, the identification of the person taking over.
9.1.3.4 Additional items. Records of the following additional items must be kept for a minimum of 5 years:
(a) details of interruptions to services;
(b) details of failures of equipment used for the provision of air traffic services;
(c) details of facility unavailability;
(d) staff duty rosters;
(e) details of actions carried out under the Safety Management System including follow-up corrective and preventative actions;
(f) directions and instructions issued to staff for the provision of air traffic services;
(g) technical manuals used for the provision of air traffic services.
9.1.3.5 Personnel Licensing Records. Records of ATS personnel licensing and competency certification under CASR Part 65 must be kept for a minimum of 7 years, including after an employee ceases to be employed by the ATS provider. This includes details of:
(a) training;
(b) renewal and currency of ratings, endorsements and qualifications; and
(c) other proficiencies required by the ATS provider to be demonstrated.
9.1.3.6 Record retention for investigation. Where requisitioned, by an appropriate authority, for the purposes of investigation, records must be isolated and kept in a secure place until their release by that authority.
9.1.4 Maintaining Records
9.1.4.1 Records must not be completed in anticipation of the recorded action being completed.
9.1.4.2 Deletions from communications records are not permitted. All entries must be written in non-erasable ink, and must be legible.
9.1.4.3 Non-active forms or strips on which an error is noted may be replaced. Active forms or strips, fault reports, records and Log Books must be changed, or errors corrected by:
(a) drawing a line through the incorrect data and writing the correct data adjacent thereto; or
(b) cancelling the old and rewriting the record, retaining both the old and the new for later reference purposes.
9.1.4.4 Methods of recording. Information transmitted or received by verbal means must be recorded by electronic means in accordance with CASR Part 172. Voice records must be supported by one or more of the following methods:
(a) writing on a flight progress strip;
(b) typewritten on authorised forms;
(c) teletyped on page copy machine units;
(d) handwritten in accordance with local requirements;
(e) handwritten on appropriate forms;
(f) entered directly into computer-based equipment.
9.1.4.5 Flight notifications. A copy of all flight notifications received must be held for 90 days. Printed flight notifications shall be filed with the day’s traffic. Electronic records shall be archived via a suitable “off-line” media such as tape, disk array or optical disk.
9.1.5 Maintaining Operational Log Books
9.1.5.1 The Log Book must be used to record all significant occurrences and actions relating to operations, facilities, equipment and staff at an ATS unit.
Note: Except when forms such as fault reports or Air Safety Incident Reports (ASIRs) must also be completed, duplication of information should be avoided.
9.1.5.2 A working record or Log Book entry must not be inserted between earlier entries. In the event of an out of sequence entry being necessary, it must be entered as soon as possible, and annotated that it is out of sequence with an explanatory note as to why it is out of sequence.
9.1.5.3 All Log Book entries must be recorded against the times of the occurrence, or time of the Log Book entry.
9.1.5.4 Minimum information to be recorded. The minimum information to be recorded is shown in the following table.
Occasion
Information
At the commencement of each day’s operation · UTC date and time;
· Where required, identification of the unit and/or the operating position.
Note: these may be incorporated in the station date stamp.
On assuming responsibility for a position · The UTC date and time of assuming responsibility for a position and the signature of the officer commencing duty (see also voice recordings);
· Results of equipment checks;
· Result of time check.
During operation of the unit · Air Safety Incidents, including accidents and breaches of the Regulations such as non-compliance with ATC instructions;
Note: This is in addition to the completion of incident reporting actions.
· Actions taken in relation to any SAR activity including distress communications;
· General notes concerning essential aerodrome information, such as the results of aerodrome inspections, closure of sections of the manoeuvring area caused by works or natural phenomena, etc.;
· Times of aerodrome closure and reopening, with reasons for the closure;
· Change in status of facilities, service or procedure including communication difficulties and tests;
· Short term changes in staffing or hours of coverage, including variations to required staffing levels;
· Any dispensation given against the Regulations
· Status of navigation aids.
Handover/takeover
(where a separate form is not provided and kept as a record)· A resume of outstanding action and unusual operations which are current or anticipated, relating to the traffic display and/or SAR activity;
· The status of communications and equipment;
· The time of handover/takeover, against the signatures of the officers involved.
Closure of unit and/or position
· Time of closure and conditions and actions relating to the closure, followed by changes to equipment status, and any outstanding action;
· The time of intended reopening, and the signature of the officer closing the unit/position.
9.1.6 Voice and Data Recording
9.1.6.1 Where appropriate voice recording facilities are available, instead of being recorded as entries in a Log Book, the information mentioned in subsection 9.1.6.1A must be voice recorded in sufficient detail to readily establish for any safety investigation:
(a) whether and when the position or unit was active or inactive; and
(b) the identity of each person responsible for any active position at any time.
9.1.6.1A The information that must be voice recorded is:
(a) the identification of incoming staff taking over responsibility for a position; and
(c) the information relayed by outgoing staff to incoming staff in accordance with handover and takeover procedures; and
(d) for non-continuous units — details of opening and closing watch, including the identification of incoming staff taking over responsibility for the unit.
9.1.6.2 When an automatic voice recording facility fails, a manual record of communications must be maintained, to the extent that this is possible.
CHAPTER 10: STANDARDS FOR THE PROVISION OF AIR TRAFFIC SERVICES
Section 10.1: General
10.1.1 Purpose
10.1.1.1 This Chapter contains the standards, rules and procedures for the provision of air traffic services that are additional to, or expand upon, or specify additional conditions for, the standards, rules and procedures contained in ICAO Annex 11, PANS-OPS Volume II, ICAO Doc 8168, ICAO Doc 7030 and ICAO PANS-ATM Doc 4444.
10.1.2 Air Traffic Services Commensurate with Airspace Classification
10.1.2.1 Unless otherwise authorised by CASA, air traffic services must be provided commensurate with the airspace classifications as notified in the AIP.
10.1.3 Traffic Priorities
10.1.3.1 Aircraft in a state of emergency must be given priority over all other traffic.
10.1.4 Relaxation of Speed Restrictions
10.1.4.1 Subject to subsection 10.1.4.2, in providing an air traffic service in Class D airspace, including a Class D CTR, ATC may permit an aircraft to exceed the 200 KT Class D airspace speed limit.
Note The 200 KT speed limit for Class D airspace is a CASA direction to pilots under subregulation 99AA (5) of the Civil Aviation Regulations 1988.
10.1.4.2 After taking account of air traffic conditions, ATC may permit:
(a) a maximum speed limit of 250 KT; or
(b) if the pilot in command of an aircraft informs ATC that a speed greater than 250 KT is an operational requirement — a maximum speed limit of greater than 250 KT.
10.1.5 SARWATCH for IFR Aircraft conducting VFR Operations
10.1.5.1 The unit providing an ATS to an IFR aircraft must provide a SARWATCH service for the aircraft if it is conducting any of the following:
(a) a departure, climb or descent under the VFR;
(b) a VFR-on-top procedure.
10.1.5.2 Subsection 10.1.5.1 does not apply if the pilot in command has expressly cancelled the IFR flight plan.
NoteSARWATCH service is a function of the flight plan, not of the particular procedure being flown at the relevant time.
Section 10.2: ATS surveillance systems
10.2.1 Use of ADS-B surveillance
10.2.1.1 ADS-B may only be used for the provision of air traffic control service if the quality of the ADS-B data is demonstrably suitable for the particular purpose.
10.2.2 Operation of ADS-B transmitters
10.2.2.1 If the situation display shows that the aircraft identification transmitted by an ADS‑B‑equipped aircraft is different from that expected from the aircraft, ATC must ask the pilot to confirm aircraft identification.
10.2.2.2 If, after a pilot has been instructed to operate the aircraft’s ADS-B transmitter on an assigned aircraft identification or to change call sign, the aircraft identification shown on the situation display is different from that assigned to the aircraft, ATC must ask the pilot to re-enter the assigned aircraft identification.
10.2.2.3 If the identification of an aircraft as shown on the situation display is different from that assigned to the aircraft, and a request under subsection 10.2.2.2 has not resolved the discrepancy, ATC must ask the pilot to confirm that the correct aircraft identification has been selected.
10.2.2.4 If the discrepancy continues following confirmation by the pilot that the correct aircraft identification has been set on the ADS-B identification feature, ATC must:
(a) tell the pilot of the persistent discrepancy; and
(b) if possible, correct the label showing the aircraft identification on the situation display; and
(c) tell the next control position and any other interested unit using ADS-B for identification purposes of the erroneous aircraft identification transmitted by the aircraft.
10.2.3 Verification of level information
10.2.3.1 The tolerance value for pressure altitude-derived level information displayed to the controller is ±200 ft. Geometric height information must not be used for separation.
10.2.3.2 ATC must verify displayed pressure altitude-derived level information:
(a) on initial contact with an aircraft or, if this is not feasible, as soon as possible after initial contact; and
(b) by simultaneous comparison with:
(i) altimeter-derived level information received from the same aircraft by radiotelephony; or
(ii) at an aerodrome — the aerodrome elevation during the take-off roll, if the level information subsequently indicates a positive climb after take-off.
10.2.3.3 If aircraft pressure altitude-derived level information is within the approved tolerance value, the pilot need not be advised of the verification. Geometric height information must not be used to determine if altitude differences exist.
10.2.3.4 If the displayed level information is not within the approved tolerance value or if a discrepancy greater than the approved tolerance value is detected after verification, ATC must tell the pilot of this and ask the pilot to check the pressure setting and confirm the aircraft’s level.
10.2.3.5 If the discrepancy continues to exist after confirmation of the correct pressure setting, ATC must:
(a) ask the pilot to stop Mode C or ADS-B altitude data transmission, if this does not cause the loss of position and identity information, and tell the next control position or ATC unit for the aircraft of the action taken; or
(b) tell the pilot of the discrepancy and ask that the operation continue in order to prevent loss of position and identity information of the aircraft, if possible, override the label displayed level information with the reported level and tell the next control position or ATC unit for the aircraft of the action taken.
10.2.4 Determination of level occupancy using ATS surveillance system-derived level information
10.2.4.1 Aircraft maintaining a level. An aircraft is taken to be maintaining its assigned level as long as the pressure altitude-derived level information indicates that it is within ±200 ft of the assigned level.
10.2.4.2 Aircraft vacating a level. An aircraft cleared to leave a level is taken to have commenced its manoeuvre and vacated the previously occupied level when the pressure altitude-derived level information indicates a change of 400 ft or more in the anticipated direction from its previously assigned level.
10.2.4.3 Aircraft passing a level in climb or descent. An aircraft in climb or descent is taken to have passed a level when the pressure altitude-derived level information indicates that it has passed this level in the required direction by 400 ft or more.
10.2.4.4 Aircraft reaching a level. An aircraft is taken to have reached the level to which it has been cleared when the greater of 3 consecutive renewals of display updates or at least 15 seconds have passed since the pressure altitude-derived level information indicated that it was within ±200 ft of the assigned level.
10.2.5 Establishment of identification
10.2.5.1 Aircraft must be identified by at least 1 of the following procedures:
(a) application of 1 or more of the identification procedures specified in PANS ATM;
(b) correlating a particular position symbol to the position of an aircraft observed visually.
10.2.6 Position information
10.2.6.1 ATC must tell the pilot of an aircraft provided with ATS surveillance service of its position in the following circumstances:
(a) on identification, unless the identification is established:
(i) based on the pilot’s report of the aircraft position, or 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
(ii) 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
(iii) by transfer of identification (see subsection 12.1.7);
(b) when the pilot requests this information;
(c) when the pilot’s estimate differs significantly from the controller’s estimate based on the observed position;
(d) when the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft from a previously assigned route;
(e) immediately before termination of ATS surveillance service, if the aircraft is observed to deviate from its intended route.
10.2.7 Use of Speed Control
10.2.7.1 Speed Control must not be applied to formation flights or fuel critical flights.
10.2.8 Termination of ATS surveillance services
10.2.8.1 When an aircraft exits controlled airspace into an area in which ATS surveillance services will continue, ATC must inform the pilot accordingly.
10.2.9 Obstacle clearance
10.2.9.1 When vectoring, ATC must provide at least 1 000 ft vertical clearance over any obstacle within:
(a) 3 NM of the aircraft when the range scale in not greater than 50 NM; or
(b) 5 NM of the aircraft when the range scale is greater than 50 NM.
10.2.9.2 These obstacle clearance requirements do not apply:
(a) when vectoring as part of an issued SID; or
(b) when ATC authorises a visual departure; or
(c) in VMC by day only, when ATC assigns responsibility for arranging obstacle clearance specifically to the pilot.
10.2.10 Vectoring special VFR
10.2.10.1 Special VFR aircraft may be vectored only if warranted by emergency conditions.
10.2.11 Issuing ATS surveillance system derived distance
10.2.11.1 ATS surveillance system derived distance and appropriate altitude assignments may be issued to an arriving aircraft using a track for which a DME or GPS Arrival procedure is specified, if:
(a) DME is not available; or
(b) a pilot conducting a GPS arrival reports the loss of RAIM.
10.2.11.2 When ATS surveillance system derived distances are used as a substitute for DME or GPS derived distance information, the reference datum being used for the distance information (e.g. DME site) must be displayed on the situation display map.
Section 10.3: Circuits and Runways
10.3.1 Selection of Runway in Use
10.3.1.1 Use of other than nominated runways. Controllers must not nominate a particular runway for use if an alternative runway is available, when:
(a) for runway conditions that are completely dry, either:
(i) the cross-wind component for the particular runway, including gusts, exceeds 20 knots; or
(ii) the downwind component for the particular runway, including gusts, exceeds 5 knots;
(b) for runway conditions that are not completely dry, either:
(i) the cross-wind component for the particular runway, including gusts, exceeds 20 knots; or
(ii) there is a downwind component for the particular runway.
10.3.1.2 Authorising intersection departures. A controller may authorise a departure from a runway intersection when requested by the pilot or may offer an intersection departure to assist traffic flow. The pilot must be advised of the remaining runway length if such information is not readily available to the pilot.
10.3.2 Simultaneous Parallel Runway Operations
10.3.2.1 In addition to ICAO PANS-ATM applications, ATC may use parallel runways for Simultaneous Opposite Direction Operations (SODPROPS) (see subsection 10.4.8).
10.3.2.2 Whenever parallel runway operations are in progress, pilots must be notified by inclusion of such advice and an expectation of the type of approach or departure on the ATIS.
10.3.2.3 The use of SODPROPS must be broadcast on the ATIS including the runway configuration being used for the procedure.
10.3.2.4 At Class D aerodromes, ATC may authorise simultaneous, same direction operations on:
(a) parallel runways; or
(b) parallel landing areas; or
(c) a runway and a parallel landing area;
only if:
(d) Class D visual meteorological conditions exist, or visual separation between the relevant aircraft is applied; and
(e) 2-way radio communication is maintained with the aircraft involved; and
(f) pertinent traffic information is issued; and
(g) the minimum distance between the runways or landing areas is in accordance with the spacing specified for the categories of aircraft in the following table:
Aircraft
Distance between runway centrelines
Distance between edges of adjacent landing areas or runway and landing area
Single engine, propeller driven 90 m 60 m Twin engine, propeller driven 150 m 120 m All others 210 m 180 m
(h) for the table in paragraph (g):
(i) where aircraft of more than 1 category are operating at the same time, the greater or greatest of the minimum distances applies; and
(ii) a landing area includes a glider runway strip.
10.3.2.5 If the parallel runways at a Class D aerodrome do not meet the minimum spacing requirements under paragraph 10.3.2.4 (g), CASA may, in writing, approve simultaneous, same direction operations subject to conditions, if appropriate.
10.3.3 Procedures for Low Visibility Operations
10.3.3.1 When meteorological conditions are such that all or part of the manoeuvring area of a controlled aerodrome cannot be visually monitored from the control tower, ATC must co-operate with the aerodrome operator to initiate measures in accordance with the aerodrome’s low visibility procedures (LVP).
10.3.3.2 Subject to subsection 10.3.3.3, for a controlled aerodrome, ATC must co-operate with the aerodrome operator to ensure that LVP are fully implemented if either of the following is to take place at the aerodrome:
(a) an instrument approach operation when either:
(i) the reported cloud ceiling is less than the precision approach Category I decision height published in the AIP for the runway to be used; or
(ii) the visibility is less than the precision approach Category I RVR minimum published in the AIP for the runway to be used;
(b) a take-off operation when the reported visibility or RVR on the runway to be used is less than 550 m.
NoteWhen LVP are implemented, the aerodrome operator is required to complete all operator preparations relevant to LVP to commence, and confirm to ATC that these preparations are complete. See also subsection 10.17.3 of Manual of Standards (MOS) – Part 139 Aerodromes.
10.3.3.3 ATC must inform pilots that LVP are in force, but only after:
(a) ATC has verified that LVP at the aerodrome are fully implemented; and
(b) for an aerodrome that supports instrument approach operations with minima less than precision approach Category I — procedures are in place to safeguard the ILS critical or sensitive areas as required for the classification on the ILS and in accordance with subsection 10.3.4.6; and
(c) for an aerodrome that supports localiser-guided take offs — procedures are in place to safeguard the localiser critical and sensitive areas as required for the classification on the ILS and in accordance with subsection 10.3.4.7.
10.3.4 Protecting ILS critical and sensitive areas
10.3.4.1 ATC must not permit a vehicle or personnel within the relevant ILS critical areas during ILS operations.
10.3.4.2 Subject to 10.3.4.3, ATC must not permit an aircraft to be within the relevant ILS critical area if:
(a) the cloud ceiling is at, or below, 600 ft; or
(b) the visibility is 2 000 m or less.
Notes
1. The relevant ILS critical area means either the critical area appropriate to the largest aircraft that uses the aerodrome, or the critical area appropriate to the particular size and shape of the aircraft or vehicle.
2. An aircraft taking off and passing over the relevant localiser is not taken to be penetrating the relevant localiser critical area.
10.3.4.3 Subject to 10.3.4.4, an aircraft may enter an ILS critical area:
(a) without ATC clearance, while landing or vacating a runway after landing; or
(b) under ATC clearance, provided:
(i) an approaching aircraft has not passed the ILS outer marker; or
(ii) if an outer marker is not available — an approaching aircraft is not within 4 NM of the landing runway threshold.
10.3.4.4 If an aircraft penetrates the critical area when the cloud ceiling is at, or below, 600 ft, or the visibility is 2 000 m or less, ATC must broadcast an appropriate warning to:
(a) any approaching aircraft that have passed the ILS outer marker; or
(b) if an outer marker is not available — any approaching aircraft that are within 4 NM of the landing runway threshold.
10.3.4.5 For subsection 10.3.4.4, appropriate warning means a warning that there may be ILS signal disturbance due to aircraft penetration of an ILS critical area.
10.3.4.6 If:
(a) an instrument approach operation with minima less than precision approach Category I is conducted at an aerodrome; and
(b) either:
(i) the reported cloud ceiling is less than the instrument approach Category I decision height published in the AIP for the runway to be used; or
(ii) the visibility is less than the precision approach Category I RVR minimum published in the AIP for the runway to be used;
then:
(c) for the ILS critical area — once an arriving aircraft has passed the ILS outer marker or, if an outer marker is not available, is within 4 NM of the landing runway threshold, ATC must not permit other aircraft or any vehicle within the relevant ILS localiser or glidepath critical areas; and
(d) for the ILS sensitive area — once an arriving aircraft is within 2 NM of the landing runway threshold, ATC must not permit other aircraft or any vehicle within the relevant ILS sensitive area.
10.3.4.7 If an aerodrome that supports a relevant aircraft’s localiser-guided take-off has visibility of less than 550 m, ATC must not permit another aircraft or vehicle within the applicable ILS localiser critical and sensitive areas from the time the relevant aircraft has been cleared for take-off until it has completed its take off.
Note Pilots are required to notify ATC of an intention to conduct a guided take-off at start up.
10.3.5 Informing pilots when critical and sensitive areas are not protected
10.3.5.1 If:
(a) ATC is not protecting an ILS critical or sensitive area according to subsections 10.3.4.6 or 10.3.4.7; and
(b) an aircraft advises that an operation mentioned in subsection 10.3.5.2 is to be conducted;
ATC must inform the pilot in command of the aircraft that the relevant ILS critical or sensitive area is not being protected.
10.3.5.2 The operations are the following:
(a) any approach with minima less than precision approach Category I;
(b) autoland procedures;
(c) localiser-guided take-off;
(d) an operation similar to 1 mentioned in paragraphs (a) to (c).
Section 10.4: Departures and Arrivals
10.4.1 Arriving Aircraft
10.4.1.1 To provide for the possibility of radio failure, aircraft under procedural control, cleared to the same holding point or holding points not laterally separated, must not be assigned the same level while flying within 10 MIN of the holding point. However, this requirement does not preclude two arriving aircraft on laterally separated flight paths, which are at least 90 degrees apart, being:
(a) cleared to make simultaneous visual approaches; or
(b) instructed to descend visually to the coordinated common level or different levels when, due to traffic, a visual approach cannot be made provided:
(i) there is no significant cloud at or below the levels assigned to the aircraft;
(ii) visibility is 30 KM or more; and
(iii) both aircraft have been instructed to report at a distance outside the point at which lateral separation would be infringed and at which distance it is known that visual separation can be applied.
10.4.1.2 When a delay of more than 5 minutes is expected, ATC must issue pilots:
(a) when a procedural control service is provided with an expected approach time (EAT); or
(b) when an ATS surveillance service is provided with an expected landing time (ETL).
10.4.5 Independent Parallel Visual Approaches
10.4.5.1 Independent visual approaches may be conducted to parallel runways with centre-lines separated by at least 760 M provided that:
(a) the aircraft are making straight-in approaches commencing at the outer marker or 4 NM from the runway threshold; and
(b) a minimum 1,000 FT vertical or 3 NM radar separation is maintained between aircraft until:
(i) one aircraft is established within the furthest Initial Approach Fix (IAF), when both aircraft are established on their respective localiser in visual conditions; or
(ii) one aircraft is established on the localiser in visual conditions, and the other is established on a heading to intercept final inside the furthest IAF with the runway reported in sight; or
(iii) both aircraft are established on a heading to intercept final inside the furthest IAF with the runway reported in sight; and
(c) when vectoring an aircraft to intercept the final course, ensure that the final vector permits the aircraft to intercept at an angle not greater than 30 degrees.
10.4.5.2 When an independent visual approach is anticipated, ATC must advise pilots on first contact with approach.
10.4.5.3 If a pilot does not report the runway in sight by a position 3 NM from the centre-line of the adjacent parallel runway, the controller may, if necessary, vector the aircraft away from the final approach for sequencing for a dependent approach. The “VISUAL” report is the only report required when established on the localiser.
10.4.6 Dependent Parallel Visual Approaches
10.4.6.1 Dependent visual approaches to parallel runways may be conducted in accordance with the procedures and requirements for visual approaches (see paragraph 12.2.4).
10.4.8 Simultaneous Opposite Direction Parallel Runway Operations
10.4.8.1 Simultaneous Opposite Direction Parallel Runway Operations (SODPROPS) may be conducted subject to the following conditions:
(a) runway centrelines are separated by a minimum of 860 M;
(b) operations are conducted in meteorological conditions equal to, or better than, the minimum radar vectoring level, or the lowest minimum commencement level for instrument approaches to the arrival runway, whichever is lower. (without prior approval, the minima shall not be less than cloud base 2,500 FT and visibility 8 KM, in the arrival and departure sector concerned);
(c) traffic information is passed to conflicting aircraft;
(d) the departure runway course diverges by 15 degrees from the approach course to the other runway.
Section 10.5: Separation Standards — General
10.5.1 Application of Separation Standards
10.5.1.1 The longitudinal, lateral, vertical, time and wake turbulence standards that follow, take precedence over those standards in ICAO PANS-ATM.
10.5.2 Separation of VFR using navigation aids
10.5.2.1 Time separation standards requiring the use of radio aids to determine position must not be applied to VFR flights. However other separation standards may be applied to VFR flights.
10.5.3 Formation or In-company Flights
10.5.3.1 Separation from a formation must be applied to the outer dimensions applicable to the type of formation.
10.5.3.2 Before applying Vertical Separation with a formation, controllers must check the levels of the other formation aircraft as necessary to establish the full vertical extent of the formation.
10.5.3.3 A group of civil aircraft conducting the same flight (e.g. an air safari), which require the aircraft to operate at separation distances greater than those specified for formation flights must be considered to be separate aircraft when applying separation.
10.5.4 Airspace Boundaries
10.5.4.1 Where applicable, separation must be provided from the time an aircraft enters controlled airspace until the time an aircraft leaves controlled airspace. Separation is not required between aircraft within controlled airspace and any aircraft in close proximity but remaining outside controlled airspace.
10.5.4.2 Unless prior coordination has been effected, aircraft must be separated from adjacent sectors by the appropriate separation standard.
10.5.4.3 Except when the transfer of control is to occur, or when coordination has been performed with an adjoining sector, an appropriate tolerance must be applied to system map boundaries to ensure the separation of aircraft operating on either side of the boundary.
10.5.4.4 If an airspace boundary in ATS surveillance system coverage divides 2 sectors, aircraft must not be vectored closer than half the applicable ATS surveillance system horizontal separation minimum from the displayed system map boundary. However, the reduction to half the applicable ATS surveillance system horizontal separation may only be used if:
(a) the adjacent sector, in controlled airspace, has the same ATS surveillance system processing and display system; or
(b) the restricted area flying activity is subject to the ADF:
(i) applying half the applicable ATS surveillance system horizontal separation minimum between aircraft in the restricted area and the restricted area boundary; or
(ii) ensuring that an appropriate navigation tolerance is applied to aircraft operating in the restricted area (i.e. that the aircraft are contained within the restricted area); or
(c) the restricted area non-flying activity is subject to the appropriate tolerances being applied by the restricted area user to ensure containment of the activity within the restricted area.
10.5.4.5 If different ATS surveillance system separation minima apply on either side of a boundary, aircraft must not be vectored closer to the boundary than half the larger of the 2 minima.
10.5.4.6 Unless local agreements are in place, a tolerance of not less than the applicable ATS surveillance system separation minimum must be applied to a system map boundary that divides sectors where one of the sectors is authorised to operate up to the boundary.
10.5.4.7 ATC may treat IFR aircraft or aircraft operating on a special VFR clearance (relevant aircraft) operating in Class D airspace as if they are operating under the VFR when:
(a) the relevant aircraft is:
(i) operating in the aerodrome circuit; and
(ii) established on the same radio frequency as the ATC tower; and
(b) the ATC treatment is for the purpose of separating the relevant aircraft from aircraft in adjacent Class C airspace.
10.5.5 Separation minima based on ATS surveillance systems
10.5.5.1 Subject to subsection 10.5.5.3, the horizontal separation minimum based on ATS surveillance information is:
(a) 5 NM; or
(b) if a higher minimum applies under subsection 10.12.2.2 — that higher minimum.
10.5.5.2 Subject to subsection 10.5.5.3, the separation minimum in 10.5.5.1 may be reduced to not less than 3 NM if:
(a) a higher minimum under 10.12.2.2 does not apply; and
(b) the relevant aircraft are in communication with, and under the control of, a terminal control unit or associated control tower; and
(c) an ATS surveillance system and associated display system is in use which is demonstrably suitable for using 3 NM separation.
10.5.5.2A Subject to subsection 10.5.5.3, the separation minimum in 10.5.5.1 may be reduced to not less than 2.5 NM between succeeding aircraft which are established on the same final approach track within 10 NM of the runway end if:
(a) a higher minimum under 10.12.2.2 does not apply; and
(d) the relevant aircraft are in communication with, and under the control of, a terminal control unit or associated control tower; and
(e) an ATS surveillance system and associated display system is in use which is demonstrably suitable for using 2.5 NM separation; and
(f) the average runway occupancy time of landing aircraft does not exceed 50 seconds; and
Note: The average may be established by means such as data collection and statistical analysis, or methods based on a theoretical model or both.
(g) braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice; and
(h) the aerodrome controller is able to observe the runway-in-use and associated exit and entry taxiways:
(i) visually; or
(ii) by means of surface movement radar (SMR); or
(iii) by means of a surface movement guidance and control system (SMCGS); and
(i) ATC monitors aircraft approach speeds and, where necessary, requires speed adjustments, to ensure that separation is not reduced below the minimum; and
(j) aircraft operators and pilots have been told beforehand that the aircraft must exit the runway in an expeditious manner whenever 2.5 NM separation on final approach is applied; and
(k) procedures concerning the application of 2.5 NM separation at an aerodrome are published in the AIP.
10.5.5.3 Subsections 10.5.5.1 and 10.5.5.2 do not apply for independent or dependent parallel approaches to which a provision of section 6 of PANS ATM, as in force from time to time, applies on and after 27 February 2020.
10.5.5.4 Separation between aircraft leaving controlled airspace. ATS surveillance system separation may be applied between aircraft about to leave controlled airspace if:
(a) the horizontal separation is at least 5 NM; and
(b) mutual traffic information is passed to each aircraft before it leaves controlled airspace.
10.5.5.5 Separation between aircraft within and outside of coverage. Separation continues to exist between aircraft when 1 of the aircraft has passed out of ATS surveillance coverage if:
(a) when proceeding on the same track — ATS surveillance system separation existed when the leading aircraft passed out of range and procedural separation is established before the following aircraft arrives within 5 NM of the last observed position of the leading aircraft; or
(b) when proceeding on reciprocal tracks — the aircraft in ATS surveillance system coverage has passed the last observed position of the outbound aircraft by the applicable ATS surveillance system separation minimum.
10.5.5.6 ATS surveillance system separation may be provided between an aircraft under ATS surveillance system control and the procedural navigation tolerance appropriate to the clearance issued to an aircraft not under ATS surveillance system control:
(a) until the latter has been identified; and
(b) only if the procedural navigation tolerance is shown on the situation display.
10.5.6 Separation between ADS-C tracks and radar tracks
10.5.6.1 ADS-C may be used to determine separation between FANS-1/A aircraft reporting by ADS-C, between FANS-1/A and non-FANS-1/A aircraft, and between FANS-1/A aircraft and an aircraft identified on radar.
10.5.6.2 The separation standard to be applied in a mixed surveillance environment must be appropriate to:
(a) the communications and navigational capability of the relevant aircraft; and
(b) for separation being applied between FANS-1/A and non-FANS-1/A aircraft — the capabilities of the non-FANS-1/A aircraft.
10.5.6.3 The minimum separation standard between an ADS-C track and a radar track is an appropriate ADS-C separation standard or an appropriate procedural separation standard.
Section 10.6: Separation Standards–Longitudinal
10.6.1 Mach Number Technique
10.6.1.1 Mach number technique may only be applied between jet aircraft with serviceable LRNS, and must not be applied when block level clearances have been approved.
10.6.2 Application of Longitudinal Time Minima
10.6.2.1 The time interval between aircraft must be calculated at the speed of the following aircraft.
10.6.3 Cross Check Calculations
10.6.3.1 Separation requirements must be cross-checked to ensure the integrity of calculations. The cross-check is to validate the initial calculation and to confirm that the calculation is consistent with the traffic disposition.
10.6.3.2 The method used to cross-check calculations need to be sufficiently accurate to confirm that the original calculation has merit. Where a significant discrepancy or inconsistency is found:
(a) the initial calculation must be performed again and the integrity cross- check reapplied; or
(b) further verification using an alternative means must be performed.
10.6.4 Longitudinal Time Separation Minima
| Minima | Application | Conditions | Diagram | ||||||
| T1a 5 min | Aircraft cruising, climbing or descending | 1. B1, B2 or B3 has maintained and will continue to maintain an IAS at least 30 kt greater than A. 2. 5 min separation has been established by the passage of both aircraft over the same positive radio fix, or the same ATS surveillance system position observed by ATC. 3. 1 aircraft maintains level while vertical separation does not exist. 4. The vertical separation at the commencement of the level change does not exceed 4 000 ft. | |||||||
| T1b 5 min | Aircraft climbing or descending, where: 1. the preceding aircraft descends through the level of a following aircraft; or 2. the following aircraft climbs through the level of a preceding aircraft | 1. No closing speed (IAS or Mach No) exists. 2. The 5 min separation has been established by the passage of both aircraft over the same positive radio fix, or the same ATS surveillance system position observed by ATC. 3. The level change is commenced within 10 min of the time the second aircraft passed over the positive radio fix, or the ATS surveillance system position observed by ATC. 4. 1 aircraft maintains level while vertical separation does not exist. 5. The vertical separation at the commencement of the change does not exceed 4 000 ft. | |||||||
| T1c 5 min | Aircraft cruising in a continuation of Departure Standard D4 | The cruising IAS of the following aircraft is at least 10 kt less than and not more than 90% of the cruising IAS of the preceding aircraft. | |||||||
| T2 10 min | Aircraft cruising, climbing or descending | Frequent determination of position and speed is possible by: 1. use of navigation aids; or 2. use of LRNS (INS/IRS min. G/S 300 kt) or DME on the route sections within: (a) CTA; or (b) OCA as described below: (i) BN VOR – 350 BN (outbound); or (ii) all routes contained in the airspace bounded by: SY VOR – BN VOR – LHI NDB and Lord Howe –Sydney routes; or (iii) PH VOR – 350 PH (outbound); or (iv) POKIP – UPNOT (northbound); or 3. position reports from RNP10 & RNP4 approved aircraft; or 4. visual reference to the ground by day (or night for VFR aircraft). | |||||||
| T3 15 min | Aircraft cruising, climbing or descending, within all CTAs and OCAs except when T2 is applicable | ||||||||
| T4 10 min Mach No. Technique | Aircraft cruising, climbing or descending | The Mach Number Technique is used between aircraft: (a) on the same track and the aircraft have reported over a common point and 10 min will be maintained until another form of separation is established; or (b) on converging tracks and it is confirmed that 10 min separation will exist at the point the aircraft enter lateral conflict and 10 min separation will be maintained until another form of separation is established. | Difference in Mach No | Distance to fly and separation (in min) required at entry point | |||||
| 000–600 NM | 601–1200 NM | 1201–1800 NM | 1801–2400 NM | 2401–3000 NM | |||||
| 0.01 | 11 | 12 | 13 | 14 | 15 | ||||
| 0.02 | 12 | 14 | 16 | 18 | 20 | ||||
| 0.03 | 13 | 16 | 19 | 22 | 25 | ||||
| 0.04 | 14 | 18 | 22 | 26 | 30 | ||||
| 0.05 | 15 | 20 | 25 | 30 | 35 | ||||
| 0.06 | 16 | 22 | 28 | 34 | 40 | ||||
| 0.07 | 17 | 24 | 31 | 38 | 45 | ||||
| 0.08 | 18 | 26 | 34 | 42 | 50 | ||||
| 0.09 | 19 | 28 | 37 | 46 | 55 | ||||
| 0.10 | 20 | 30 | 40 | 50 | 60 | ||||
| T5 9–5 min Mach No. Technique | Aircraft cruising, climbing or descending where opening speed exists using the Mach Number Technique | 1. ATS surveillance system observation or passage over the same, on-track, positive radio fix confirms that the required time interval will exist at the common point. 2. The preceding aircraft is maintaining a greater Mach number than the following aircraft, in accordance with the adjacent table. | Time | Mach No | |||||
| 9 min | Mach 0.02 faster | ||||||||
| 8 min | Mach 0.03 faster | ||||||||
| 7 min | Mach 0.04 faster | ||||||||
| 6 min | Mach 0.05 faster | ||||||||
| 5 min | Mach 0.06 faster | ||||||||
| For T4 and T5, a common point is: (a) a geographical point on the track over which both aircraft will fly; or (b) a point along the individual track of each aircraft that is equidistant from the geographical point described in paragraph (a). | |||||||||
| T6 10 or 15 min Aircraft on Reciprocal Tracks | Aircraft on reciprocal tracks | 1. If lateral separation is not provided, vertical separation must be provided for at least 10 or 15 min, as applicable to the route (see T2 and T3 conditions), before and after the time the aircraft are estimated to pass, or are estimated to have passed. 2. In addition to the T2 conditions for application, the 10 minute time minimum may also be applied between aircraft equipped with approved LRNS. | |||||||
| T7a Definite Passing (radio fix) | Both aircraft report passing the same positive radio fix. | ||||||||
| T7b Definite Passing (visual fix) | 1. Both aircraft report passing the same visual fix, by day, or by night if both aircraft are NIGHT VFR. 2. The visual fix must be a prominent topographical feature within 10 000 ft of the levels of each aircraft. | ||||||||
| T7c Definite Passing (sight and pass) | 1. Both aircraft report sighting and passing the other by day (and in OCA by night). 2. Both aircraft are above 10 000 ft. 3. ATC ensures there is no possibility of incorrect identification by either aircraft. | ||||||||
| T7d Definite Passing (ATS surveillance system observed) | Aircraft are observed by ATS surveillance system to have definitely passed. | ||||||||
| T8a 15 min Crossing Tracks | 15 min exists at the crossing point | 1. Each aircraft must have at least 1 of the following LRNS approvals: (a) NAV/AUSEP; (b) NAV/GPSOCEANIC; (c) NAV/GPSRNAV (within Australian Domestic Airspace); (d) MNPS; (e) RNP10; (f) RNP4. 2. Relevant aircraft must have a groundspeed of at least 300 kt. 3. For T8b only: Vertical separation must exist from 15 min before the estimate for B at the intersection, until 15 min after A has passed the intersection. | |||||||
| T8b 15 min Crossing Tracks | 15 min does not exist at the crossing point | ||||||||
(ii) the visibility along the flight path is not less than 5,000 M (or by day, the aerodrome is in sight).
12.2.4.3 In addition to the requirements of paragraph 12.2.4.2, with the exception of Australian and New Zealand operators and aircraft conducting independent visual approaches at Sydney, HEAVY jet aircraft may only be assigned 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.
12.2.4.4 In the case of the straight-in approach aid being unserviceable, the aircraft must be:
(a) vectored to intercept final no closer than 8 NM from the runway threshold, at an altitude not less than 2,500 FT above aerodrome level (AAL); and
(b) assigned a straight-in visual approach when:
(i) established on final or on a heading to intercept final course at an angle of not more than 30 degrees;
(ii) visual glideslope guidance (VASIS/PAPI) is available; and
(iii) the pilot has reported the runway in sight.
12.2.4.5 When being vectored at night, an IFR aircraft, other than a HEAVY jet aircraft as described at paragraph 12.2.4.3, may be assigned a visual approach at any distance from an aerodrome, if:
(a) the aircraft has been assigned the minimum vector altitude; and
(b) the aircraft has been given heading instructions to intercept final or to position the aircraft within the circling area of the aerodrome; and
(c) the following phraseology is used to assign the visual approach:
(i) “WHEN ESTABLISHED ON THE VASIS/GLIDEPATH CLEARED VISUAL APPROACH”; or
(ii) “WHEN ESTABLISHED IN THE CIRCLING AREA CLEARED VISUAL APPROACH”.
Section 12.3: Aerodrome Clearances
12.3.1 General
12.3.1.1 In addition to the provisions of ICAO PANS-ATM, Chapter 7.1, aerodrome controllers must issue information and clearances with the object of preventing collisions between aircraft and vehicles operating on the helicopter movement area, but excluding helicopter landing sites situated on apron areas or beyond the sight of the tower controller.
12.3.1.2 Whenever more than one runway is in use, the runway number must be included in the line up, take-off or landing clearance.
12.3.1.3 When issuing clearances or instructions, controllers must take into account the hazards that may be caused by thrust stream turbulence. When such hazards may not be obvious to other aircraft, vehicles and personnel, an appropriate caution must be issued.
12.3.2 Taxi and Pre-Taxi Instructions
12.3.2.1 A taxi instruction which contains a taxi limit beyond a runway must include a “CROSS RUNWAY (number)” instruction.
12.3.2.2 Aircraft required to hold short of a runway intersecting the taxi route, must be issued a taxi instruction limit of the holding point associated with the intersecting runway. Taxi instructions must not include a position beyond that of a required intermediate holding point.
12.3.2.3 Departing and arriving aircraft must be issued with an instructions to “CROSS RUNWAY (number)” if previously issued with:
(a) a taxi instruction limit of the holding point of a runway intersecting the taxi route; or
(b) an instruction to “HOLD SHORT” of a runway.
12.3.3 Line Up and Take-off Clearances
12.3.3.1 When aircraft are authorised to line up on the same or intersecting runways simultaneously, traffic information must be provided as appropriate.
12.3.3.2 An aircraft delayed by the traffic situation must be issued traffic information if appropriate, and instructed to hold position off the runway, or must be issued a conditional line-up clearance.
12.3.3.3 When an instruction to line up does not include a take-off clearance and is issued with the departure instructions, the appropriate holding instruction must be given.
12.3.3.4 The words “TAKE-OFF” must be used only for clearing an aircraft for take-off.
12.3.3.5 The words “TAKE-OFF” must be used as the last words of a take-off clearance, except when the following information must be appended:
(a) an instruction specifying a turn or circuit direction; or
(b) at a military airfield the state of the arrestor system;
12.3.3.6 In all other cases, the words “TAKE-OFF” must be used as the last words of the take- off clearance.
12.3.3.7 Unless requested, a take-off clearance must not be issued to a helicopter when the tailwind component exceeds 5 KT.
12.3.3.8 Within controlled airspace and at a controlled aerodrome, helicopters may be granted an airways and/or take-off clearance from any area which is nominated by ATC or the pilot, and assessed by the pilot as being suitable as a HLS.
12.3.3.9 Within a Class D CTR, a clearance to take-off is a clearance to operate within the CTR.
12.3.4 Landing Clearances
12.3.4.1 Clearance to land must not be issued before:
(a) the aircraft has commenced final approach of a PAR or straight in instrument approach; or
(b) the aircraft has been sighted by the tower controller:
(i) on the late downwind leg of the circuit pattern;
(ii) on base leg; or
(iii) on final in the case of a straight in visual approach.
12.3.4.2 Observation by radar satisfies the sighting requirement.
12.3.4.3 Unless requested by the pilot, a landing clearance must not be issued to a helicopter when the tailwind exceeds 5 KT.
12.3.4.4 When a tower controller has been advised that a general aviation aircraft with retractable undercarriage has experienced abnormal operations, a check gear down call must be made with the landing clearance.
12.3.4.5 A military aircraft must be instructed to check gear down when being cleared for an overshoot, cleared to land or cleared for a touch-and-go landing. Controllers must issue the instruction as soon as possible after a pilot indicates that his undercarriage is down and locked. Where a pilot neglects to declare his undercarriage status, the controller must instruct the pilot to check gear down.
12.3.4.6 If an arriving aircraft reports at a position where it should normally have been seen but has not been sighted, the aircraft must be advised of not being in sight by the controller when cleared to land.
12.3.4.7 Landing clearances must apply to aircraft which are restricted to the same or crossing landing paths. However, when such aircraft are permitted to land in parallel paths, clearances may be given for simultaneous landings. In these circumstances, notwithstanding that the pilot of each aircraft must be responsible for the maintenance of separation, the tower controller must issue alternative instructions should the possibility of a confliction arise.
12.3.4.8 The tower controller must allocate one landing sequence number to a landing formation, thus treating the formation as one aircraft.
12.3.4.9 When the landing area is occupied by another aircraft or is obstructed, arriving aircraft may be issued with a clearance to:
(a) continue approach if there is no immediate assurance that the landing areas will become available. This must be followed by the appropriate clearance; or
(b) go around, or orbit if in a position to do so, should the landing area not be available. When required, a clearance to commence a second approach or hold must follow these instructions. The nature of the obstruction must be advised if not apparent to the approaching aircraft.
CHAPTER 13: ABNORMAL OPERATIONS
Section 13.1: Weather Deviation and RVSM Contingency Procedures
13.1.1 Weather Deviation in Oceanic Airspace
13.1.1.1 In order to indicate priority, the pilot may initiate communication by stating “WEATHER DEVIATION REQUIRED”. The pilot retains the option of initiating the communications using the urgency call “PAN PAN” three times to alert all listening parties of a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
13.1.1.2 When a pilot requests clearance to deviate from track, the controller must:
(a) issue a clearance to deviate from track, if there is no conflicting traffic in the lateral dimension; or
(b) establish vertical separation and issue a clearance to deviate from track, if there is conflicting traffic in the lateral dimension; or
(c) if unable to establish vertical separation, and there is conflicting traffic in the lateral dimension;
(i) advise the pilot that clearance for the requested deviation is not available;
(ii) provide traffic about, and to, all affected aircraft; and
(iii) request pilot intentions.
Note Position may be expressed as direction and distance, or actual or estimated location or ATS route/ track code.
13.1.2 Aircraft Equipment Failures in RVSM Airspace
13.1.2.1 If a pilot of an RVSM approved aircraft operating in the RVSM flight level band advises “NEGATIVE RVSM”, the controller must, as required:
(a) pass traffic information;
(b) obtain the pilot’s intentions;
(c) provide alternative separation;
(d) update the FDR; and
(e) advise adjacent ATC facilities/sectors of the situation.
13.1.2.2 If a pilot advises that redundancy in primary altimetry systems is lost, but the remaining altimetry system is functioning normally, the controller should acknowledge the situation and continue to monitor the flight’s progress.
Note: RVSM separation may still be applied in this instance.
Section 13.2: In Flight Emergency Response
13.2.1 Emergency Changes of Level
13.2.1.1 As an emergency measure, the use of flight levels separated by 500 FT (below FL290 or in RVSM airspace) or 1,000 FT (at or above FL290 in non-RVSM airspace) may be used temporarily when standard procedural separation cannot be applied provided that traffic information is issued.
13.2.1.2 If an emergency makes it necessary to clear all traffic from a particular area, ATC must broadcast the following message:
(a) “EMERGENCY TO ALL CONCERNED. EMERGENCY CLIMB/DESCENT AT… (location).” Then as required by circumstances;
(b) (for aircraft in holding pattern) “ALL AIRCRAFT ABOVE/BELOW ... (level) TURN RIGHT 90 DEGREES (for left hand holding pattern or left 90 degrees for right hand pattern)”.
13.2.2 Fuel Dumping
13.2.2.1 Airspace affected by the fuel dumped from an aircraft in flight is known as the ‘vapour zone’ and is defined as that airspace at least 1,000 FT above, 2,000 FT below, 5 NM horizontally behind and ½ NM on each side of the aircraft.
13.2.2.2 In an emergency, or when fuel must be dumped without adequate warning or delay, controllers must make every effort to keep other aircraft clear of the ‘vapour zone’. Additionally, ATS is responsible for:
(a) noting the area where jettison was affected;
(b) recording weather conditions and reporting the incident to the appropriate authority without delay.
13.2.2.3 In other than emergency circumstances ATS must specify which section of a nominated track may be used for the dumping of fuel and recommend that aircraft maintain a minimum height of 6,000 FT AGL. For safety reasons fuel is not to be dumped in a circular or race-track pattern.
13.2.2.4 For the purpose of providing separation, all the airspace containing the track specified, the selected altitude and a full allowance for the ‘vapour zone’ must be treated as reserved airspace from the time dumping is expected to commence until 5 MIN after it has been completed.
13.2.2.5 Known aircraft in Class G airspace likely to be affected are to be warned of the fuel dumping and the approximate location of the ‘vapour zone’.
13.2.2.6 The warning must also be broadcast on the appropriate frequencies. Warnings are to continue during the period of fuel dumping and for 5 MIN after it has been completed.
CHAPTER 14: AERONAUTICAL COMMUNICATIONS
Section 14.1: General
14.1.1 Acknowledging Receipt of Verbal Coordination
14.1.1.1 When an ATS unit receives a verbal clearance or instruction from another ATS unit that includes any of the following, it must read back:
(a) any ATS route number or name;
(b) any tracking point;
(c) assigned level;
(d) any SID;
(e) any STAR identifier, including any runway specified;
(f) assigned SSR code;
(g) an assigned Mach No.;
(h) any heading, including direction of turn;
(i) any item notified in the clearance as “AMENDED” or “RECLEARED”;
(j) cancellation of a clearance;
(k) a level requirement/restriction;
(l) any clearance limit imposed;
(m) the word “VISUAL” when appended to level, heading, or turn instructions.
14.1.1.2 When an ATS unit receives a position report, a level check or a change of level from another ATS unit, the acknowledgment must include:
(a) the aircraft callsign;
(b) the advised level.
14.1.1.3 The originating unit must obtain a correct readback. Under no circumstances must receipt of a message be acknowledged by the callsign only of the acknowledging unit.
14.1.1.4 An acknowledgment must not be given until the receiving operator is satisfied that the transmitted information has been received correctly.
14.1.2 Telephony Protocols
14.1.2.1 The use of radiotelephony on aeronautical channels is to be in accordance with ICAO Annex 10, Vol. II, ICAO PANS-ATM and the Australian Aeronautical Information Publication (AIP). However, the AIP takes precedence in the event of any inconsistency.
14.1.3 Aeronautical Fixed Telecommunications Network
14.1.3.1 The use of the Aeronautical Fixed Telecommunication Network (AFTN) must be in accordance with the provisions of ICAO.
NOTES TO MANUAL OF STANDARDS PART 172
Note 1
The Manual of Standards Part 172 (in force under the Civil Aviation Safety Regulations 1998) as shown in this compilation comprises Manual of Standards Part 172 amended as indicated in the Tables below.
Table of Manual of Standards and Amendments
| Year and | Date of notification | Date of | Application, saving or |
| MOS 172 | 1 May 2003 | 1 May 2003 | — |
| MOS 172 2005 Amendment No. 1 | FRLI 15 September 2005 (see F2005L02651) | 16 September 2005 (see s. 2) | — |
| MOS 172 2006 Amendment No. 1 | FRLI 28 March 2006 (see F2006L00929) | 29 March 2006 (see s. 2) | — |
| MOS 172 2008 Amendment No. 1 | FRLI 19 November 2008 (see F2008L04329) | 20 November 2008 (see s. 2) | — |
| Manual of Standards Part 172 Amendment (No. 1) 2010 | FRLI 31 May 2010 (see F2010L01259) | 03 June 2010 (see s. 2) | — |
| Manual of Standards Part 172 Amendment (No. 1) 2011 | FRLI 29 April 2011 (see F2011L00659) | s. 1, 2, 3 and 4, Schedule 1 (items 1-6, 8, 9) and Schedule 2: 30 April 2011 Schedule 1 (item 7): 02 June 2011 | — |
| Manual of Standards Part 172 Amendment Instrument 2013 (No. 1) | FRLI 23 December 2013 (see F2013L02178) | 01 January 2014 (see s. 2) | — |
| Manual of Standards Parts 139, 171, 172 and 173 Amendment Instrument 2016 (No. 1) | FRLI 13 January 2016 (see F2016L00042) | 3 March 2016 (see s. 2) | — |
| Manual of Standards Part 172 Amendment Instrument 2019 (No. 1) | FRLI 14 August 2019 (see F2019L01064) | 15 August 2019 (see s. 2) | — |
Revision History
Note: The Revision History shows the most recent amendment first. Scroll down the table to view details of previous amendment information.
| Version | Date | Chapter Section Paragraph | Details |
| 2.0 | 27 February 2020 Refer subsections 10.4.9.2 and 10.5.5.3B of Manual of Standards Part 172 Amendment Instrument 2019 (No. 1) | Subsections 10.4.9, 10.5.5.3A and 10.5.5.3B | Omitted |
| 1.9 | 15 August 2019 Refer Manual of Standards Part 172 Amendment Instrument 2019 (No. 1) | Subsection 10.4.9 | Inserted after subsection 10.4.8 |
| Subsection 10.5.5.3 | Substituted with new subsections 10.5.5.3, 10.5.5.3A, 10.5.5.3B and a Note | ||
| 1.8 | March 2016 | Subsection 10.3.1.1 | Substituted |
| Subsection 10.3.2.5 | Amended | ||
| Refer Manual of Standards Parts 139, 171, 172 and 173 Amendment Instrument 2016 (No. 1) | Subsection 10.3.3, heading | Substituted | |
| Subsections 10.3.3.1 and 10.3.3.3 | Substituted with new subsections 10.3.3.1, 10.3.3.2 and 10.3.3.3 | ||
| Subparagraph 10.3.4.3 (b) (ii) | Amended | ||
| Paragraph 10.3.4.4 (b) | Amended | ||
| Subsection 10.3.4.6 | Substituted | ||
| Subsection 10.3.5.2 | Substituted | ||
| 1.7 | 1 January 2014 | 1.1.2.4 | Substituted |
| 3.1.4.2 | Substituted “that;” with “that:” | ||
| Refer Amendment (No. 1) 2013 | 9.1.6.1 | Substituted | |
| 9.1.6.1A | Inserted after 9.1.6.1 | ||
| 10.2.1.1 | Substituted | ||
| 10.2.5.1 | Substituted | ||
| 10.2.5.2 | Omitted | ||
| 10.2.9.2 (c) | Substituted | ||
| 1.7 contd | 10.2.9.2 (d) | Omitted | |
| 10.2.12 and 10.2.13 | Omitted | ||
| 10.4.2.1 | Substituted | ||
| 10.5.5.1 and 10.5.5.2 | Substituted | ||
| 10.5.5.2A | Inserted after 10.5.5.2 | ||
| 10.6.4 | Substituted “EGAVI” with “UPNOT” | ||
| 10.7.11 | Substituted “Aircraft with RVSM approval, except military formation flights operating in airspace in which a Class A service is being provided” with “Aircraft with RVSM approval, excluding military formation flights” | ||
| 10.8.3.8, Table 10.8-3 | Inserted a new row pertaining to “Localiser Equivalence” at the end of the table | ||
| 10.11.1.3 | Omitted | ||
| 10.2.1 | Substituted the text under the subsection title | ||
| 10.12,2,1 | Substituted “Full Length operations” with “Full length or crossing runway operations, or crossing flight paths” | ||
| 10.12.2.1 | Substituted original diagram with two diagrams | ||
| 10.12.3.1 (b) | Substituted “not more” with “less” | ||
| 10.12.3.4 | Substituted | ||
| 10.13.2.3 | Substituted | ||
| 10.13.2.4 | Substituted | ||
| 10.13.2.6 | Substituted “When TAR” with “For subsections 10.13.2.3 and 10.13.2.4, when an ATS surveillance system suitable for 3 NM separation” | ||
| 10.13.8 | Substituted table row “Take-off Helicopter” with two table rows “Take-off behind a previous departing helicopter” and “Helicopter taking-off behind a preceding departing aircraft” | ||
| 1.6 | June 2011 Refer Amendment (No. 1) 2011 Schedule 1 and Schedule 2 | Chapter 1 | After subsection 1.1.6. insert heading “Section 1.2: Abbreviations and Definitions” |
| 1.1.1.7 (table) | Inserted abbreviation for “positive radio fix” | ||
| 1.1 | Renumbered 1.1.7 as 1.2.1, and 1.1.7.1 as 1.2.1.1. | ||
| Chapter 1 | Substituted heading “1.2.1: Introduction” with “1.2.2: Definitions” | ||
| 1.2.2 | Renumbered 1.2.1.1 as 1.2.2.1. | ||
| 1.6 contd | 10.3 | After subsection 10.3.2, inserted new subsections 10.3.3 (Implementation of low visibility operations; 10.3.4 (Protecting ILS critical and sensitive areas); and 10.3.5 (Informing pilots when critical and sensitive areas are not protected) | |
| 10.8.2.2 (e) (i) | Omitted “PRF” and inserted “positive radio fix” | ||
| 10.3.2 | Confirmed the following provision numbers: 10.3.2.1, 10.3.2.2, 10.3.2.3, 10.3.2.4, and 10.3.2.5 | ||
| 10.6.9 | Confirmed provision number 10.6.9.4 | ||
| 10.13 | Confirmed provision number 10.13.8 | ||
| 11.1 | Confirmed the following provision numbers: 11.1.1, 11.1.1.1, 11.1.1.2, 11.1.1.3, 11.1.4.3, 11.1.4.4, 11.1.4.5, 11.1.4.6, 11.1.2, 11.1.2.1, 11.1.2.2, 11.1.3, 11.1.3.1, 11.1.3.2, 11.1.4, 11.1.4.1, and 11.1.4.2. | ||
| 1.5 | May 2010 Refer Amend-ment (No. 1) 2010 | 1.1.7 | New abbreviations added |
| 1.2.1.1 | New definition added | ||
| 10.1 | New subsections 10.1.4 and 10.1.5 added | ||
| 10.3.2.1 | Omitted | ||
| 10.3.2.2 | Substituted | ||
| 10.3 | New paragraphs 10.3.2.5 and 10.3.2.6 added | ||
| 10.4 | New paragraph 10.5.4.7 added | ||
| 10.4.6 | The table, Minima for T7c, Second condition: text substituted | ||
| 10.6.10.2 | Substituted | ||
| 10.10.1.3 | Substituted | ||
| 10.12.1 | Substituted | ||
| 10.12.2 | Substituted | ||
| 10.12.3.1 | Substituted | ||
| 10.12.3.2 | All words before paragraph (a) substituted | ||
| 10.12.3.3 | Substituted | ||
| 10.12.3.4 | Substituted | ||
| 10.12.3.5 | Substituted | ||
| 10.12.3.7 | Substituted | ||
| 10.13.8 | Omitted | ||
| 10.13.9 | Last table row substituted | ||
| 11.1.1 | Omitted | ||
| 11.1.2.3 | Substituted | ||
| 1.5 contd | 11.1.5.5 | Substituted | |
| 11.1.5.6 | Substituted | ||
| 12.1.2 | New paragraph 12.1.2.3 added | ||
| 12.1 | New subsection 12.1.8 added | ||
| 12.3.3 | New paragraph 12.3.3.9 added | ||
| 12.4 | Omitted | ||
| 12.5 | Omitted | ||
| 12.6 | Omitted | ||
| 1.4 | November 2008 | 10.6.9.2 (c) | Paragraph (c) substituted and paragraphs (d) and (e) added |
| 10.6.9.4 | Omitted | ||
| 10.6.9.6 | Omitted | ||
| 10.8.3.9 | Substituted | ||
| 10.9.2.1 | Omitted | ||
| 1.3 | April 2006 | 1.1.7.1 | New abbreviations added |
| Refer Amendment No. 1 – 2006, 21 Mar 2006 Schedule 1 and Schedule 2 | 1.2.1.1 | New definitions added | |
| 10.2 | Heading changed | ||
| 10.2.1 and 10.2.1.1 | New section substituted | ||
| 10.2.2 and subsection | Moved to 10.2.7 and new Section 10.2.2 inserted | ||
| 10.2.3 and subsection | Heading changed and moved to 10.2.8 and new Section 10.2.3 inserted | ||
| 10.2.4 and subsections | New text substituted, moved to 10.2.9 and new Section 10.2.4 inserted | ||
| 10.2.5 and subsection | New text substituted, moved to 10.2.10 and new Section 10.2.5 inserted | ||
| 10.2.6 and subsections | New text substituted, moved to 10.2.11 and new Section 10.2.6 inserted | ||
| 10.2.7 and subsection | Moved to 10.2.12 and new Section 10.2.7 inserted | ||
| 10.2.8 and subsections | Moved to 10.2.13 and new Section 10.2.8 inserted | ||
| 10.4.1.2 | New text substituted | ||
| 10.5.4.3 | “radar” omitted | ||
| 10.5.4.4 | New text substituted | ||
| 10.5.4.5 | New text substituted | ||
| 10.5.4.6 | “radar standard” substituted with “ATS surveillance system separation minimum” | ||
| 10.5.5 | Heading changed | ||
| 10.5.5.1(b)(ii) | “displays” replaced with “displays, and” | ||
| 10.5.5.1(b) | New paragraph inserted and rest renumbered | ||
| 10.5.5.4 | New text substituted | ||
| 1.3 contd. | 10.5.5.5 | New text substituted | |
| 10.5.5.6 | New text substituted | ||
| In table 10.6.4 text | Following replaced as shown: “radar” “ATS surveillance system” “Radar observation: replaced with “ATS surveillance system observation” ”5-minute” replaced with “5 min” ”One aircraft” replaced with “1 aircraft” | ||
| In table 10.6.4 diagrams | “PRF/ATC Radar Posn” replaced with ”PRF/Posn (see text)” | ||
| 10.6.7.9 | New text substituted | ||
| 10.6.7.10 | New text substituted | ||
| 10.6.10.2 | New text substituted | ||
| 10.6.10.4 | New text substituted | ||
| Table 10.6.11 | New sections substituted | ||
| 10.8.2.1 | New text substituted | ||
| 10.8.2.2 | New text substituted | ||
| 10.8.3.11 | New text substituted | ||
| Table 10.8.6 | New table substituted | ||
| 10.12.3.6(c) | New text substituted | ||
| 10.12.3.7 | “radar” replaced with “ATS surveillance system” | ||
| 10.13.2.4 | “radar” replaced with “ATS surveillance system” | ||
| 10.13.2.5 | “radar” replaced with “ATS surveillance system” | ||
| 11.1.5.1 | “radar” replaced with “ATS surveillance” | ||
| 11.1.5.2 | “Mode C” replaced with “pressure altitude derived” | ||
| 12.1.7 | New section inserted | ||
| 12.2.2.2(c)(i) | “radar” deleted | ||
| 12.2.2.3 | “radar” replaced with “ATS surveillance system” | ||
| 12.2.3.3 | “radar” deleted | ||
| 12.2.4.1(d) | “radar” replaced with “ATS surveillance system” | ||
| 12.2.4.4 | “radar” deleted | ||
| 12.2.4.5 | New text substituted | ||
| 14.1.1.1(d) | “or SID radar” deleted | ||
| 1.2 | September 2005 Refer Amendment No. 1 – 2005, 12 Sept 2005 Schedule 1 and Schedule 2 | 1.1.1.1 | New text substituted |
| 1.1.2.1 and 1.1.2.2 | New text substituted | ||
| 1.1.2.4 | Second para changed | ||
| 1.1.5 | Entire section replaced | ||
| 1.2.1 | New section added | ||
| 6.1.1 and 6.1.2 | New text substituted | ||
| 10.5 | Title changed | ||
| 10.5.5.1 to 10.5.5.2 | New text substituted | ||
| 10.5.6 | New section added | ||
| 1.2 contd | 10.6.4 | Table replaced | |
| 10.6.7.4 | New text substituted | ||
| 10.6.7.6 | New section inserted and subsequent sections renumbered | ||
| 10.6.9.2 and 10.6.9.3 | New text substituted | ||
| 10.6.10 | New text substituted | ||
| 10.6.11, 10.6.12 | Tables replaced | ||
| 10.6.13 | Table replaced | ||
| 10.7.1.2 | New text substituted | ||
| 10.7.7 | New section inserted and subsequent sections renumbered | ||
| 10.7.11 | Table replaced | ||
| 10.8.2.3 | New text substituted | ||
| 10.9.4.2 | References 10.6.11 and 10.6.13 removed | ||
| 10.10.2.3 | New text substituted | ||
| 10.12.2 | New text and tables substituted | ||
| 10.12.3.1 to 10.12.3.3 | New text substituted | ||
| 10.13.4.1 | New text substituted | ||
| 10.13.5.3 and 10.13.5.4 | New text substituted | ||
| 10.13.8.3 | New text substituted | ||
| 10.13.9 | Table replaced | ||
| 11.1.5.3 to 11.1.5.6 | New text added | ||
| 12.2.4.5 | New text substituted | ||
| 12.6.1.1 | New text substituted | ||
| 12.6.1.6 | Removed | ||
| 13.1 and 13.1.1 | Titles changed | ||
| 13.1.1.3 | Para 13.1.1.3 replaced by Note | ||
| 1.1 | March 2003 | 1.1.1.1 | ‘CASR’ inserted |
| 2.1.2.1 (I) (iii) | Minor text change | ||
| 3.1.2.1 (a) | Minor text changes. | ||
| 5.1.2.1 | Minor change | ||
| 9.1.3.1 (a), (b), (c) | Reference to ICAO deleted. | ||
| 1.1 contd | 10.1.1.1 | Changes to text | |
| 11.1.2.1 | Changed. | ||
| 12.2.3.4 | Paragraphs deleted (subsequent paragraphs renumbered) | ||
| 14.1.1.1 | Changed | ||
| 1.0 | June 2002 | All | First issue of MOS Part 172 |
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