EXEMPTION FROM SUBSECTION 801.01(2) AND PARAGRAPH 801.08(B) OF THE CANADIAN AVIATION REGULATIONS AND DEFINITIONS, SUBSECTION 4.1.2 OF CHAPTER 1, SUBSECTIONS 9.4.4, 10.5.2 AND 11.5.1 OF CHAPTER 2, SECTIONS 1.0, 1.1, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, ...

Pursuant to subsection 5.9(2) of the Aeronautics Act, and after having taken into account that the exemption is both in the public interest and is not likely to affect aviation safety, I hereby exempt NAV CANADA, 77 Metcalfe Street, Ottawa, Ontario K1P 5L6 and air traffic controllers working for hire or reward for NAV CANADA from the requirements of Definitions, subsection 4.1.2 of Chapter 1, subsections 9.4.4, 10.5.2 and 11.5.1 of Chapter 2, sections 1.0, 1.1, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 3.1, 5.1 and 6.0,  subsections 6.1.1, 6.2.1, 6.2.2, 6.3.1, 6.3.2, 6.3.3, 6.4.1, section 7.1, subsections 8.1.1, 8.2.1 and 8.3.1 of Chapter 3 of Standard 821 – Canadian Domestic Air Traffic Control Separation Standards made pursuant to paragraph 801.01(2)(a) and paragraph 801.08(b) of the Canadian Aviation Regulations, subject to the following conditions.

The requirements of 801.01(2)(a) and 801.08(b) of the Canadian Aviation Regulations and Definitions, subsection 4.1.2 of Chapter 1, subsections 9.4.4, 10.5.2 and 11.5.1 of Chapter 2, sections 1.0, 1.1, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 3.1, 5.1 and 6.0, subsections 6.1.1, 6.2.1, 6.2.2, 6.3.1, 6.3.2, 6.3.3, 6.4.1, section 7.1, subsections 8.1.1, 8.2.1 and 8.3.1 of Chapter 3 of Standard 821 – Canadian Domestic Air Traffic Control Separation Standards are detailed in Appendix A of this exemption.

PURPOSE

This exemption permits NAV CANADA and air traffic controllers working for hire or reward for NAV CANADA to apply the radar separation standards specified in Appendix A using surveillance systems employing Multilateration (MLAT) technology in lieu of radar.

APPLICATION

This exemption applies to NAV CANADA and air traffic controllers working for hire or reward for NAV CANADA when applying separation standards using an MLAT surveillance system.

CONDITIONS

This exemption is subject to the following conditions:

  1. NAV CANADA and its air traffic controllers shall apply the separation minima and procedures contained in Appendix B when providing air traffic control service to aircraft using MLAT as the surveillance system.
  2. NAV CANADA shall install, maintain and operate the MLAT system as part of the NAV CANADA Air Traffic Management System in accordance with NAV CANADA ANS Standards and Procedures documents and comply with the applicable requirements of ICAO Annex 10 Volume 4 and maintain documentation that shows how compliance is achieved.
  3. NAV CANADA shall, as a minimum, conduct preventative maintenance in accordance with the manufacturer’s recommendations.
  4. NAV CANADA shall meet the minimum performance specifications for MLAT as specified below:
    1. position accuracy: less than 304 metres for the application of 3 nautical miles separation and less than 911 metres for application of 5 nautical miles separation.
    2. probability of detection: all time gaps between two consecutive position reports in any track have to be less than 5 seconds with at least 97% probability in all applications.
    3. position update rate: 5 seconds for 3 nautical mile separation and 12 seconds for 5 nautical mile separation.
  5. NAV CANADA shall provide training to all persons who perform a function related to the installation, maintenance and operation of the MLAT system and, upon successful completion of training in the performance of that function, certify that such persons as being competent to perform such functions and maintain documentation of the personnel training and certification.
  6. NAV CANADA shall conduct an implementation safety assessment for the use of MLAT at each planned installation site and submit this safety assessment to Transport Canada, Chief, ANS Operations Oversight at least 1 month prior to implementation of the system.
  7. NAV CANADA shall publish, by appropriate means, information and guidance material for air traffic controllers and air crew concerning MLAT operations, ATC procedures, ATC phraseology, if applicable, and air crew requirements and procedures.
  8. NAV CANADA shall provide to Transport Canada, Chief, ANS Operations Oversight, the training plan including course lesson plans for operational controllers prior to the implementation of MLAT.
  9. NAV CANADA shall provide, upon request from Transport Canada, Chief, ANS Operations Oversight, a copy of documentation indicating how the above conditions are being achieved.

VALIDITY

This exemption is effective until the earliest of the following:

  1. June 30th, 2012 at 23:59 EDT; 
  2. the date on which any of the conditions set out in this exemption is breached; or
  3. the date, on which this exemption is cancelled, in writing, by the Minister of Transport where he is of the opinion that it is no longer in the public interest or that it is likely to affect aviation safety.

DATED at Ottawa, Ontario, Canada this 25th day of February 2011, on behalf of the Minister of Transport.

 

<< Original signed by>>

Jacqueline Booth
A/Director, Standards
Civil Aviation

 

Appendix A

 

801.01 (1) […]

(2) No air traffic controller shall issue an air traffic control clearance or an air traffic control instruction except
(amended 2002/09/24; previous version)

(a) in the case of domestic airspace, in accordance with the Canadian Domestic Air Traffic Control Separation Standards; and

(b) […]

801.08 No holder of an ATS operations certificate shall provide air traffic services at an operational location unless the services are provided in accordance with

(a) […]

(b) in the case of air traffic control services, the Canadian Domestic Air Traffic Control Separation Standards.

Definitions

"conflict resolution" - The resolution of potential conflicts between IFR/VFR and VFR/VFR aircraft that are radar identified and in communication with ATC.

"target/PPS resolution" - In the application of radar separation, an action to ensure that radar targets do not touch.

CHAPTER 1 - VISUAL SEPARATION

4.0 Radar Service

4.1 Separation Minima

4.1.1 In the provision of separation or conflict resolution, aircraft shall be separated vertically by a minimum of 500 feet unless additional separation is required for wake turbulence.

4.1.2 When providing separation or conflict resolution using tower radar, target resolution separation shall be applied provided that:

  1. at least one of the aircraft is VFR;
  2. altitude information is displayed for both aircraft; or
  3. if altitude information is not displayed on both aircraft, the aircraft are 3,000 feet Above Airport Elevation or below; and
  4. Present Position Symbols (PPSs) do not touch.

CHAPTER 2 - AREA AND TERMINAL SEPARATION

9.0 Canadian Minimum Navigation Performance Specifications (CMNPS) Minima

9.4 Longitudinal Separation - Mach-Number Technique

9.4.4 The 10-minute separation minimum referred to in Chapter 2, subsection 9.4.3 may be reduced using the table, provided that the following conditions are met: (N)

  1. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft; and
    1. the aircraft have reported over a common point, or
    2. radar, DME, or RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point.

10.0 Required Navigation Performance Capability (RNPC) Minima

10.5 Longitudinal Separation - Mach-Number Technique

10.5.2 The 10-minute separation minima referred to in Chapter 2, subsection 10.5.1 may be reduced in accordance with the table, provided that the following conditions are met: (N)

    1. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft, and
    2. the aircraft have reported over the same NAVAID, or fix derived from NAVAIDs; or
  1. radar, DME, or any RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point.

11.5 Military IFR Formation Flights

11.5.1 Military IFR formation flights shall be separated as follows:

  1. Non-radar
    1. for a standard formation flight - standard separation minimum shall be applied, and
    2. for a non-standard formation flight - increased separation minimum shall be applied when the lateral or longitudinal spacing of the aircraft is in excess of the criteria specified for a standard formation.
  2. Radar
    1. for a standard formation flight - add one mile to the appropriate radar separation minima,
    2. between two standard formation flights - add two miles to the appropriate radar separation minima, and
    3. for a non-standard formation flight - apply the appropriate radar separation minima to the perimeter of the airspace encompassing the non-standard formation, or from the outermost aircraft of the non-standard formation, whichever applies.

CHAPTER 3 - RADAR SEPARATION

1.0 Application of Radar Separation

1.1 The following conditions shall be met when radar separation is applied between an aircraft taking-off or executing a missed approach, and other radar controlled aircraft:

  1. the departing or missed approach aircraft will be radar identified within 1 mile of the end of the runway;
  2. radar separation will be established at that point; and
  3. continuing separation from all known IFR or CVFR aircraft will be assured.

2.0 Radar Separation Minima

2.1 Aircraft shall be separated using one of the following minima: (N)

  1. 5 miles; or
  2. 3 miles, where:
    1. terminal control service is being provided that,
    2. a maximum range of 60 miles is displayed on the radar display, and
      1. altitude readouts for both aircraft are displayed, or
      2. both aircraft are at or below 15,000 feet ASL;
  3. 2.5 miles between aircraft established on the same final approach course within 10 miles of the landing runway provided that:
    1. the leading aircraft is not a heavy,
    2. the following aircraft's weight category is the same or heavier than that of the leading aircraft, and
    3. the runway is bare;
  4. 1 mile provided that:
    1. the operation is in a mosaicked environment, and:
      1. at least one of the aircraft is VFR,
      2. a maximum range of 40 miles is displayed on the radar display,
      3. altitude readouts are displayed for both aircraft,
      4. the position of the centre of the radar display is such that the maximum range that this service can be provided does not exceed 120 miles from the preferred or supplementary radar;
    2. the operation is in a non-mosaicked environment, and:
      1. at least one of the aircraft is VFR,
      2. a maximum range of 40 miles is displayed on the radar display,
      3. altitude readouts are displayed for both aircraft,
      4. the position of the centre of the radar display is such that the maximum range that this service can be provided does not exceed 60 miles from the Radar Site Equipment(RSE);
  5. target resolution provided that:
    1. at least one of the aircraft is VFR,
    2. a maximum range of 40 miles is displayed on the radar display,
    3. altitude readouts are displayed for both aircraft,
    4. PPS size is selected at 2 or greater,
    5. the position of the centre of the radar display is such that the maximum range this service can be provided does not exceed 60 miles from the RSE.
  6. 10 miles if the source radar is not an RSE.

NOTE:

These minima do not apply when an arriving aircraft is separated from a departing aircraft in accordance with Chapter 3, subsection 6.2.1 - Departure Versus Arrival.

2.2 The following conditions shall be met when discontinuing vertical separation between aircraft on reciprocal tracks if observed on radar that they have passed each other and:

  1. are 3 miles apart; or
  2. the PPSs do not overlap, provided that:
    1. altitude readouts are displayed for both aircraft, or
    2. both aircraft are at or below 15,000 feet ASL;
  3. 5 miles if the source radar is not an RSE.

2.3 Aircraft shall be separated from the boundary of adjoining airspace in which radar separation is being used, in accordance with the following table:

If:

And If:

And If::

Separation Required

 

 

 

2.5 miles

 

Adjoining airspace is controlled with RSE/RDPS

  1. Terminal control service is being provided;
  2. A maximum of 60 miles is displayed on the radar display; and
    1. An altitude read-out is displayed for the aircraft; or
    2. The aircraft is at or below 15,000 feet ASL.

1.5 mile

 

 

5 miles

RSE/RDPS

Adjoining airspace is not controlled with RSE/RDPS

  1. Terminal control service is being provided;
  2. A maximum of 60 miles is displayed on the radar display; and
    1. An altitude read-out is displayed for the aircraft; or
    2. The aircraft is at or below 15,000 feet ASL.

3 miles

NON - RSE/RDPS

 

 

5 miles

2.4 A radar controlled aircraft shall be separated from the boundary of airspace in which non-radar separation is being used, or from the boundary of Class F restricted areas by:

  1. 5 miles; or
  2. 3 miles, provided that:
    1. a maximum range of 60 miles is displayed on the radar display, and
      1. an altitude readout is displayed for the aircraft, or
      2. the aircraft is at or below 15,000 feet ASL;
  3. 10 miles, if the source radar is not an RSE.

2.5 If vertical separation will not be applied, aircraft shall be vectored to ensure that the PPS will not penetrate a Class F advisory area displayed on the radar display.

2.6 Vertical separation shall be established for an aircraft that will overfly a Class F advisory area, prior to the PPS penetrating the area as displayed on the radar display, and maintained until the PPS is clear of the area.

2.7 If the source radar is a non-RSE radar, separation shall be provided that during any time that the target is less than 5 miles from the Class F advisory area displayed on the radar map.

3.0 Wake Turbulence Minima

3.1 Wake turbulence radar minima shall be applied between aircraft that are being provided that radar service if one aircraft:

  1. is operating directly behind and less than 1,000 feet below a preceding aircraft;
  2. will cross directly behind a climbing or descending aircraft; or
  3. will cross behind a climbing or descending aircraft. If the following aircraft is at the same altitude or less than 1,000 feet below the altitude vacated by the preceding aircraft at the crossing position, the following aircraft shall be separated by one of the following minima:
    1. heavy behind a heavy - 4 miles,
    2. medium behind a heavy - 5 miles,
    3. light behind a heavy - 6 miles,
    4. light behind a medium - 4 miles.

5.0 Obstruction Clearance

5.1 Adequate terrain clearance shall be provided that above a prominent obstruction by one of the following minima:

  1. 5 miles, where the position of the prominent obstruction is indicated on the radar display; or
  2. 3 miles, where:
    1. terminal control service is being provided that,
    2. a maximum range of 60 miles is displayed on the radar display, and
    3. the prominent obstruction is enclosed within a buffer on the radar display.

6.0 Radar Departures

6.1 General

6.1.1 An initial departure clearance shall be based on non-radar separation minima and non-radar routes, to provide for radar or communication failure. (N)

NOTE:

This provision does not apply if aircraft will be radar separated in accordance with Chapter 3, section 1.2 - Application of Radar Separation.

6.2 Departure Versus Arrival

6.2.1 The following conditions shall be met when permitting a departing aircraft to take-off in a direction which differs by 45 degrees or more from the reciprocal of the track of an arriving aircraft:

  1. the arriving aircraft is on final approach;
  2. the arriving aircraft is radar identified;
    1. the departing aircraft is airborne when the arriving aircraft is not less than 2 miles from the threshold of the landing runway;
    2. the departing aircraft has commenced its take-off roll when the arriving aircraft is not less than 2 miles from the threshold of the landing runway, provided that:
      1. separation will increase to a minimum of 3 miles (5 miles, if more than a 60-mile range is displayed on the radar display) within 1 minute after take-off;
    3. if crossing runways are used, the departing aircraft has crossed the centre line of the runway on which the landing will be made when the arriving aircraft is not less than:
      1. 2 miles from the threshold of the landing runway, or
      2. 2 miles from the intersection of the departure and arrival runways;
  3. lateral separation from the specified missed approach course is assured immediately after take-off if the possibility of a missed approach exists;
  4. the arriving aircraft will not carry out a circling procedure.

6.2.2 The following conditions shall be met when a departing aircraft is authorized to take-off from a runway that is parallel to a runway being used by an arriving aircraft:

  1. the runway thresholds are even, and the runway centre lines are 2,500 feet or more apart (centre line to centre line); or
  2. the runway thresholds are staggered and:
    1. if the arriving aircraft is approaching the nearer runway, the required distance between runway centre lines may be 100 feet less than 2,500 feet for each 500 feet that the thresholds are staggered.
    2. if the arriving aircraft is approaching the farther runway, the required distance between runway centre lines must be 100 feet more than 2,500 feet for each 500 feet that the thresholds are staggered.
  3. in addition to (a) and (b), the following conditions shall also be met:
    1. the aircraft are informed that simultaneous operations are in effect,
    2. the aircraft are landing in the same direction being used for take-off and are making either straight-in or visual approaches which are being monitored on radar,
    3. the departing aircraft are assigned headings that diverge immediately after take-off by 30 degrees or more from the missed approach of the arriving aircraft,
    4. radar identification of the departing aircraft will be established within one mile of the runway,
    5. a maximum of 60 miles is displayed on the radar display,
    6. neither a departing aircraft nor a missed approach aircraft is cleared nor permitted to turn toward the flight path of the other, unless another form of separation has been achieved.

6.3 Departure Versus Departure

6.3.1 The following conditions shall be met when a departing aircraft is authorized to take-off from a runway that is parallel to a runway being used by another departing aircraft:

  1. the runways are 2,500 feet or more apart (centre line to centre line);
  2. both aircraft will follow assigned tracks that diverge by 15 degrees or more immediately after take-off;
  3. radar identification of both aircraft will be established within 1 mile of the runway used for take-off;
  4. a maximum of 60 miles is displayed on the radar display; and
  5. neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been achieved.

6.3.2 The following conditions shall be met when simultaneous take-offs are authorized for aircraft departing from non-intersecting runways:

  1. the runway centre lines diverge by 15 degrees or more;
  2. radar identification of both aircraft will be established within 1 mile of the runway used for take-off;
  3. a maximum of 60 miles is displayed on the radar display;
  4. when required, a wake turbulence minimum is applied; and
  5. neither aircraft is cleared nor permitted to turn towards the other unless another form of separation has been achieved.

6.3.3 The following conditions shall be met when a succeeding aircraft is authorized to take-off from an intersecting runway:

  1. the runway centre lines diverge by 15 degrees or more;
  2. the previous aircraft has passed the point of the runway intersection;
  3. when required, a wake turbulence minimum is applied to the succeeding aircraft;
  4. radar identification of both aircraft will be established within 1 mile of the runway used for take-off;
  5. a maximum of 60 miles is displayed on the radar display; and
  6. neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been achieved.

6.4 Successive Departures

6.4.1 The following conditions shall be met when separating successive departing aircraft by 1 mile from the same, or parallel runways that are separated by less than 2,500 feet:

  1. radar identification of both aircraft will be established within 1 mile of the end of the runway used for take-off;
  2. a maximum of 60 miles is displayed on the radar display;
  3. both aircraft are assigned tracks that diverge immediately after take-off as follows:
    1. if the speed of the following aircraft will exceed that of the leading aircraft;
      1. turn the leading aircraft 30 degrees or more; and
      2. do not authorize the following aircraft to depart until the leading aircraft has commenced the turn; or
    2. if the speed of the following aircraft will not exceed that of the leading aircraft, turn either aircraft 15 degrees or more, or turn both aircraft immediately after take-off such that the sum of the turns equals 15 degrees or more;
  4. successive departing aircraft are not authorized to turn towards the same side of the runway centre line;
  5. neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been achieved; and
  6. wake turbulence minima are applied when required.

7.0 Visual Approaches

7.1 The following conditions shall be met when an aircraft is cleared for a visual approach: (N)

  1. the reported ceiling at the destination airport is 500 feet or more above the minimum IFR altitude and the ground visibility is 3 statute miles or more;
  2. separation, other than visual, is provided that from other IFR or CVFR aircraft except that the aircraft being vectored may be instructed to maintain visual separation from preceding arriving IFR or CVFR aircraft when cleared for a visual approach;
  3. the aircraft reports sighting:
    1. the airport if there is no preceding IFR or CVFR traffic, or
    2. the aircraft that it will be instructed to follow;
  4. the aircraft will complete its approach by following a flight path which will not compromise separation with other IFR or CVFR aircraft.

NOTE:

Visual approaches may be requested by pilots or initiated by controllers to gain an operational advantage for arrivals operating in good weather conditions. Pilots cleared for a visual approach are responsible for compliance with published noise abatement procedures, wake turbulence separation and avoidance of Class F airspace.

8.0 Simultaneous Operations

8.1 Simultaneous Independent Parallel ILS Approaches

8.1.1 The following conditions shall be met when aircraft are cleared for straight-in ILS approaches at locations where simultaneous independent parallel ILS approaches have been approved:

  1. the Arrival Controller:
    1. vectors each aircraft:
      1. to provide a minimum of 1 mile of straight and level flight prior to final approach course interception, and
      2. to intercept the final approach course, at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin;
    2. provides a minimum of 1,000 feet vertical or 3 miles radar separation until both aircraft are within their normal operating zones and established on their respective localizers;
    3. applies appropriate separation from other IFR or CVFR aircraft except for aircraft established on the parallel localizer and within the Normal Operating Zone (NOZ) for the parallel runway; (N)

NOTE:

Aircraft established on a final approach course are considered separated from aircraft established on an adjacent final approach course provided that it is apparent that neither aircraft is on a track that will cause it to enter the No Transgression Zone (NTZ).

  1. the Monitor Controller:
    1. monitors all simultaneous independent approaches;
    2. maintains a listening watch on the appropriate airport control frequencies;
    3. considers the aircraft to be the centre of the PPS;
    4. issues necessary instructions and information, on the appropriate airport control or dedicated frequency, so as to ensure that aircraft remain within the applicable NOZ as follows:
      1. immediately, when an aircraft is observed to overshoot a turn-on or approach the edge of the NOZ, vectors the aircraft back to the centre line and provides position information, or
      2. when an aircraft is observed to continue on a track which will penetrate the NTZ, immediately vectors the aircraft back to the centreline;
      3. when it is observed that an aircraft has penetrated or is about to penetrate the NTZ, IMMEDIATELY:
        1. issues instructions to the aircraft on the adjacent localizer to alter its heading so as to avoid the deviating aircraft, and
        2. co-ordinates, as appropriate, to accommodate any probable missed approach;
    5. terminates monitoring, if:
      1. visual separation is applied;
      2. the aircraft reports the runway insight; or
      3. the aircraft is observed to be 1 mile from the runway threshold.

8.2 Simultaneous Dependent Parallel ILS Approaches

8.2.1 The following conditions shall be met when aircraft are cleared for straight-in ILS approaches at locations where simultaneous dependent parallel ILS approaches have been approved:

  1. the Arrival Controller:
    1. vectors each aircraft to intercept the final approach course at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin for a straight-in landing;
    2. provides a minimum of 1,000 feet vertical or 3 miles radar separation until both aircraft are established inbound on their respective localizers;
    3. provides a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are at least 2,500 feet, but no more than 4,300 feet apart; and
    4. provides a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are more than 4,300 feet, but no more than 9,000 feet apart.

8.3 Simultaneous Arrivals Arrival/Departure

8.3.1 The following conditions shall be met when an aircraft is cleared to conduct a precision instrument approach while another aircraft is simultaneously conducting a precision instrument approach to a converging or intersecting runway:

  1. radar separation is maintained until:
    1. one aircraft has landed,
    2. the tower is able to apply visual separation, or
    3. another form of separation is established.

 

APPENDIX B

 

Definitions

"conflict resolution" - The resolution of potential conflicts between IFR/VFR and VFR/VFR aircraft that are  identified and in communication with ATC.

"target/PPS resolution" - In the application of radar/MLAT separation, an action to ensure that radar/MLAT targets do not touch.

“situation display” -  an electronic display depicting the position and movement of aircraft and other information as required.

CHAPTER 1 - VISUAL SEPARATION

4.0  Service Using Radar or MLAT

4.1 Separation Minima

4.1.1 In the provision of separation or conflict resolution, aircraft shall be separated vertically by a minimum of 500 feet unless additional separation is required for wake turbulence.

4.1.2 When providing separation or conflict resolution using a tower  situation display, target resolution separation shall be applied provided that:

  1. at least one of the aircraft is VFR;
  2. altitude information is displayed for both aircraft; or
  3. if altitude information is not displayed on both aircraft, the aircraft are 3,000 feet Above Airport Elevation or below; and
  4. Present Position Symbols (PPSs) do not touch.

CHAPTER 2 - AREA AND TERMINAL SEPARATION

9.0 Canadian Minimum Navigation Performance Specifications (CMNPS) Minima

9.4 Longitudinal Separation - Mach-Number Technique

9.4.4 The 10-minute separation minimum referred to in Chapter 2, subsection 9.4.3 may be reduced using the table, provided that the following conditions are met: (N)

  1. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft; and
    1. the aircraft have reported over a common point, or
    2. radar, MLAT, DME, or RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point.

10.0 Required Navigation Performance Capability (RNPC) Minima

10.5 Longitudinal Separation - Mach-Number Technique

10.5.2 The 10-minute separation minima referred to in Chapter 2, subsection 10.5.1 may be reduced in accordance with the table, provided that the following conditions are met: (N)

    1. the preceding aircraft is maintaining a greater Mach-number than the succeeding aircraft, and
    2. the aircraft have reported over the same NAVAID, or fix derived from NAVAIDs; or
  1. radar, MLAT, DME, or any RNAV distance is used to ensure that the appropriate time interval exists and will exist at the common point.

11.5 Military IFR Formation Flights

11.5.1 Military IFR formation flights shall be separated as follows:

  1. No radar or MLAT
    1. for a standard formation flight - standard separation minimum shall be applied, and
    2. for a non-standard formation flight - increased separation minimum shall be applied when the lateral or longitudinal spacing of the aircraft is in excess of the criteria specified for a standard formation.
  2. Radar or MLAT
    1. for a standard formation flight - add one mile to the appropriate radar/MLAT separation minima,
    2. between two standard formation flights - add two miles to the appropriate radar/MLAT separation minima, and
    3. for a non-standard formation flight - apply the appropriate radar/MLAT separation minima to the perimeter of the airspace encompassing the non-standard formation, or from the outermost aircraft of the non-standard formation, whichever applies.

CHAPTER 3 – RADAR/MLAT SEPARATION

1.0 Application of Radar/MLAT Separation

1.1 The following conditions shall be met when radar/MLAT separation is applied between an aircraft taking-off or executing a missed approach, and other radar/MLAT controlled aircraft:

  1. the departing or missed approach aircraft will be  identified within 1 mile of the end of the runway;
  2. radar/MLAT separation will be established at that point; and
  3. continuing separation from all known IFR or CVFR aircraft will be assured.

2.0 Radar/MLAT Separation Minima

2.1 Aircraft shall be separated using one of the following minima: (N)

  1. 5 miles; or
  2. 3 miles, where:
    1. terminal control service is being provided;
    2. a maximum  scale of 120 miles left to right is displayed on the  situation display, and
      1. altitude readouts for both aircraft are displayed, or
      2. both aircraft are at or below 15,000 feet ASL;
  3. 2.5 miles between aircraft established on the same final approach course within 10 miles of the landing runway provided that:
    1. the leading aircraft is not a heavy,
    2. the following aircraft's weight category is the same or heavier than that of the leading aircraft, and
    3. the runway is bare;
  4. 1 mile provided that:
    1. the operation is in a mosaicked environment, and:
      1. at least one of the aircraft is VFR,
      2. a maximum  scale of  80 miles left to right is displayed on the  situation display,
      3. altitude readouts are displayed for both aircraft,
      4. the position of the centre of the  situation display is such that the maximum range that this service can be provided does not exceed 120 miles from the preferred or supplementary  source of surveillance;
    2. the operation is in a non-mosaicked environment, and:
      1. at least one of the aircraft is VFR,
      2. a maximum  scale of  80 miles left to right is displayed on the  situation display,
      3. altitude readouts are displayed for both aircraft,
      4. the position of the centre of the  situation display is such that the maximum range that this service can be provided does not exceed 60 miles from the Radar Site Equipment(RSE) or MLAT site equipment;
  5. target resolution provided that:
    1. at least one of the aircraft is VFR,
    2. a maximum  scale of  80 miles left to right is displayed on the  situation display,
    3. altitude readouts are displayed for both aircraft,
    4. PPS size is selected at 2 or greater,
    5. the position of the centre of the  situation display is such that the maximum range this service can be provided does not exceed 60 miles from the RSE or MLAT site equipment.
  6. 10 miles if the source radar is not an RSE.

NOTE:

These minima do not apply when an arriving aircraft is separated from a departing aircraft in accordance with  subsection 6.2.1 - Departure Versus Arrival.

2.2 The following conditions shall be met when discontinuing vertical separation between aircraft on reciprocal tracks if observed on  a situation display that they have passed each other and:

  1. are 3 miles apart; or
  2. the PPSs do not overlap, provided that:
    1. altitude readouts are displayed for both aircraft, or
    2. both aircraft are at or below 15,000 feet ASL;
  3. 5 miles if the source radar is not an RSE.

2.3 Aircraft shall be separated from the boundary of adjoining airspace in which radar/MLAT separation is being used, in accordance with the following table:

If:

And If:

And If::

Separation Required

 

 

 

RSE/RDPS/MLAT

 

 

 

Adjoining airspace is controlled with RSE/RDPS/MLAT

 

2.5 miles

  1. Terminal control service is being provided;
  2. A maximum scale of  120 miles left to right is displayed on the  situation display; and
    1. An altitude read-out is displayed for the aircraft; or
    2. The aircraft is at or below 15,000 feet ASL.

1.5 mile

 

 

RSE/RDPS/MLAT

 

 

Adjoining airspace is not controlled with RSE/RDPS/MLAT

 

5 miles

  1. Terminal control service is being provided;
  2. A maximum scale of  120 miles left to right is displayed on the situation display; and
    1. An altitude read-out is displayed for the aircraft; or
    2. The aircraft is at or below 15,000 feet ASL.

3 miles

NON - RSE/RDPS

 

 

5 miles

2.4 A radar/MLAT controlled aircraft shall be separated from the boundary of airspace in which non-radar separation is being used, or from the boundary of Class F restricted areas by:

  1. 5 miles; or
  2. 3 miles, provided that:
    1. a maximum  scale of  120 miles left to right is displayed on the  situation display, and
      1. an altitude readout is displayed for the aircraft, or
      2. the aircraft is at or below 15,000 feet ASL;
  3. 10 miles, if the source radar is not an RSE.

2.5 If vertical separation will not be applied, aircraft shall be vectored to ensure that the PPS will not penetrate a Class F advisory area displayed on the  situation display.

2.6 Vertical separation shall be established for an aircraft that will overfly a Class F advisory area, prior to the PPS penetrating the area as displayed on the  situation display, and maintained until the PPS is clear of the area.

2.7 If the source radar is a non-RSE radar, separation shall be provided that during any time that the target is less than 5 miles from the Class F advisory area displayed on the  situation display map.

3.0 Wake Turbulence Minima

3.1 Wake turbulence  minima shall be applied between aircraft that are being provided  radar/MLAT service if one aircraft:

  1. is operating directly behind and less than 1,000 feet below a preceding aircraft;
  2. will cross directly behind a climbing or descending aircraft; or
  3. will cross behind a climbing or descending aircraft. If the following aircraft is at the same altitude or less than 1,000 feet below the altitude vacated by the preceding aircraft at the crossing position, the following aircraft shall be separated by one of the following minima:
    1. heavy behind a heavy - 4 miles,
    2. medium behind a heavy - 5 miles,
    3. light behind a heavy - 6 miles,
    4. light behind a medium - 4 miles.

5.0 Obstruction Clearance

5.1 Adequate terrain clearance shall be provided that above a prominent obstruction by one of the following minima:

  1. 5 miles, where the position of the prominent obstruction is indicated on the  situation display; or
  2. 3 miles, where:
    1. terminal control service is being provided that,
    2. a maximum  scale of  120 miles left to right is displayed on the  situation display, and
    3. the prominent obstruction is enclosed within a buffer on the  situation display.

6.0 Radar/MLAT Departures

6.1 General

6.1.1 An initial departure clearance shall be based on non-radar/MLAT separation minima and non-radar/MLAT routes, to provide for radar, MLAT or communication failure. (N)

NOTE:

This provision does not apply if aircraft will be radar separated in accordance with CARs Chapter 3, section 1.2 - Application of Radar Separation.

6.2 Departure Versus Arrival

6.2.1 The following conditions shall be met when permitting a departing aircraft to take-off in a direction which differs by 45 degrees or more from the reciprocal of the track of an arriving aircraft:

  1. the arriving aircraft is on final approach;
  2. the arriving aircraft is  identified;
    1. the departing aircraft is airborne when the arriving aircraft is not less than 2 miles from the threshold of the landing runway;
    2. the departing aircraft has commenced its take-off roll when the arriving aircraft is not less than 2 miles from the threshold of the landing runway, provided that:
      1. separation will increase to a minimum of 3 miles (5 miles, if more than a scale of  120miles left to write  is displayed on the  situation display) within 1 minute after take-off;
    3. if crossing runways are used, the departing aircraft has crossed the centre line of the runway on which the landing will be made when the arriving aircraft is not less than:
      1. 2 miles from the threshold of the landing runway, or
      2. 2 miles from the intersection of the departure and arrival runways;
  3. lateral separation from the specified missed approach course is assured immediately after take-off if the possibility of a missed approach exists;
  4. the arriving aircraft will not carry out a circling procedure.

6.2.2 The following conditions shall be met when a departing aircraft is authorized to take-off from a runway that is parallel to a runway being used by an arriving aircraft:

  1. the runway thresholds are even, and the runway centre lines are 2,500 feet or more apart (centre line to centre line); or
  2. the runway thresholds are staggered and:
    1. if the arriving aircraft is approaching the nearer runway, the required distance between runway centre lines may be 100 feet less than 2,500 feet for each 500 feet that the thresholds are staggered.
    2. if the arriving aircraft is approaching the farther runway, the required distance between runway centre lines must be 100 feet more than 2,500 feet for each 500 feet that the thresholds are staggered.
  3. in addition to (a) and (b), the following conditions shall also be met:
    1. the aircraft are informed that simultaneous operations are in effect,
    2. the aircraft are landing in the same direction being used for take-off and are making either straight-in or visual approaches which are being monitored on a situation display,
    3. the departing aircraft are assigned headings that diverge immediately after take-off by 30 degrees or more from the missed approach of the arriving aircraft,
    4. identification of the departing aircraft will be established within one mile of the runway,
    5. a maximum scale of  120 miles left to right is displayed on the  situation display,
    6. neither a departing aircraft nor a missed approach aircraft is cleared nor permitted to turn toward the flight path of the other, unless another form of separation has been achieved.

6.3 Departure Versus Departure

6.3.1 The following conditions shall be met when a departing aircraft is authorized to take-off from a runway that is parallel to a runway being used by another departing aircraft:

  1. the runways are 2,500 feet or more apart (centre line to centre line);
  2. both aircraft will follow assigned tracks that diverge by 15 degrees or more immediately after take-off;
  3. identification of both aircraft will be established within 1 mile of the runway used for take-off;
  4. a maximum scale of  120 miles left to right is displayed on the  situation display; and
  5. neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been achieved.

6.3.2 The following conditions shall be met when simultaneous take-offs are authorized for aircraft departing from non-intersecting runways:

  1. the runway centre lines diverge by 15 degrees or more;
  2.  identification of both aircraft will be established within 1 mile of the runway used for take-off;
  3. a maximum scale of  120 miles left to right is displayed on the  situation display;
  4. when required, a wake turbulence minimum is applied; and
  5. neither aircraft is cleared nor permitted to turn towards the other unless another form of separation has been achieved.

6.3.3 The following conditions shall be met when a succeeding aircraft is authorized to take-off from an intersecting runway:

  1. the runway centre lines diverge by 15 degrees or more;
  2. the previous aircraft has passed the point of the runway intersection;
  3. when required, a wake turbulence minimum is applied to the succeeding aircraft;
  4. identification of both aircraft will be established within 1 mile of the runway used for take-off;
  5. a maximum scale of  120 miles left to right is displayed on the  situation display; and
  6. neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been achieved.

6.4 Successive Departures

6.4.1 The following conditions shall be met when separating successive departing aircraft by 1 mile from the same, or parallel runways that are separated by less than 2,500 feet:

  1.  identification of both aircraft will be established within 1 mile of the end of the runway used for take-off;
  2. a maximum scale of  120 miles left to right is displayed on the  situation display;
  3. both aircraft are assigned tracks that diverge immediately after take-off as follows:
    1. if the speed of the following aircraft will exceed that of the leading aircraft;
      1. turn the leading aircraft 30 degrees or more; and
      2. do not authorize the following aircraft to depart until the leading aircraft has commenced the turn; or
    2. if the speed of the following aircraft will not exceed that of the leading aircraft, turn either aircraft 15 degrees or more, or turn both aircraft immediately after take-off such that the sum of the turns equals 15 degrees or more;
  4. successive departing aircraft are not authorized to turn towards the same side of the runway centre line;
  5. neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been achieved; and
  6. wake turbulence minima are applied when required.

7.0 Visual Approaches

7.1 The following conditions shall be met when an aircraft is cleared for a visual approach: (N)'

  1. the aircraft is identified and provided radar/MLAT service;
  2. the reported ceiling at the destination airport is 500 feet or more above the minimum IFR altitude and the ground visibility is 3 statute miles or more;
  3. separation, other than visual, is provided that from other IFR or CVFR aircraft except that the aircraft may be instructed to maintain visual separation from preceding arriving IFR or CVFR aircraft when cleared for a visual approach;
  4. the aircraft reports sighting:
    1. the airport if there is no preceding IFR or CVFR traffic,
    2.  the airport if separation from preceding IFR or CVFR aircraft will be maintained by ATC, or
    3. the aircraft that it will be instructed to follow;
  5. the aircraft will complete its approach by following a flight path which will not compromise separation with other IFR or CVFR aircraft.

NOTE:

Visual approaches may be requested by pilots or initiated by controllers to gain an operational advantage for arrivals operating in good weather conditions. Pilots cleared for a visual approach are responsible for compliance with published noise abatement procedures, wake turbulence separation and avoidance of Class F airspace.

8.0 Simultaneous Operations

8.1 Simultaneous Independent Parallel ILS Approaches

8.1.1 The following conditions shall be met when aircraft are cleared for straight-in ILS approaches at locations where simultaneous independent parallel ILS approaches have been approved:

  1. the Arrival Controller:
    1. vectors each aircraft:
      1. to provide a minimum of 1 mile of straight and level flight prior to final approach course interception, and
      2. to intercept the final approach course, at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin;
    2. provides a minimum of 1,000 feet vertical or 3 miles radar/MLAT separation until both aircraft are within their normal operating zones and established on their respective localizers;
    3. applies appropriate separation from other IFR or CVFR aircraft except for aircraft established on the parallel localizer and within the Normal Operating Zone (NOZ) for the parallel runway; (N)

NOTE:

Aircraft established on a final approach course are considered separated from aircraft established on an adjacent final approach course provided that it is apparent that neither aircraft is on a track that will cause it to enter the No Transgression Zone (NTZ).

  1. (b) the Monitor Controller:
    1. monitors all simultaneous independent approaches;
    2. maintains a listening watch on the appropriate airport control frequencies;
    3. considers the aircraft to be the centre of the PPS;
    4. issues necessary instructions and information, on the appropriate airport control or dedicated frequency, so as to ensure that aircraft remain within the applicable NOZ as follows:
      1. immediately, when an aircraft is observed to overshoot a turn-on or approach the edge of the NOZ, vectors the aircraft back to the centre line and provides position information, or
      2. when an aircraft is observed to continue on a track which will penetrate the NTZ, immediately vectors the aircraft back to the centreline;
      3. when it is observed that an aircraft has penetrated or is about to penetrate the NTZ, IMMEDIATELY:
        1. issues instructions to the aircraft on the adjacent localizer to alter its heading so as to avoid the deviating aircraft, and
        2. co-ordinates, as appropriate, to accommodate any probable missed approach;
    5. terminates monitoring, if:
      1. visual separation is applied;
      2. the aircraft reports the runway insight; or
      3. the aircraft is observed to be 1 mile from the runway threshold.

8.2 Simultaneous Dependent Parallel ILS Approaches

8.2.1 The following conditions shall be met when aircraft are cleared for straight-in ILS approaches at locations where simultaneous dependent parallel ILS approaches have been approved:

  1. the Arrival Controller:
    1. vectors each aircraft to intercept the final approach course at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin for a straight-in landing;
    2. provides a minimum of 1,000 feet vertical or 3 miles radar/MLAT separation until both aircraft are established inbound on their respective localizers;
    3. provides a minimum of 1.5 miles radar/MLAT separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are at least 2,500 feet, but no more than 4,300 feet apart; and
    4. provides a minimum of 2 miles radar/MLAT separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are more than 4,300 feet, but no more than 9,000 feet apart.

8.3 Simultaneous Arrivals Arrival/Departure

8.3.1 The following conditions shall be met when an aircraft is cleared to conduct a precision instrument approach while another aircraft is simultaneously conducting a precision instrument approach to a converging or intersecting runway:

  1. radar/MLAT separation is maintained until:
    1. one aircraft has landed,
    2. the tower is able to apply visual separation, or
    3. another form of separation is established.