JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

GENERAL OPERATING RULES

1.1  A remotely piloted aircraft system (RPAS) engaged in international air navigation shall not
be operated without appropriate authorization from the State from which the take-off of the
remotely piloted aircraft (RPA) is made.
1.2  An RPA shall not be operated across the territory of another State without special authoriza-
tion issued by each State in which the flight is to operate. This authorization may be in the form of
agreements between the States involved.
1.3  An RPA shall not be operated over the high seas without prior coordination with the appro-
priate ATS authority.
1.4  The authorization and coordination referred to in 1.2 and 1.3 shall be obtained prior to take-
off if there is reasonable expectation, when planning the operation, that the aircraft may enter the
airspace concerned.
1.5  An RPAS shall be operated in accordance with conditions specified by the State of Registry,
the State of the Operator, if different, and the State(s) in which the flight is to operate.
1.6  Flight plans shall be submitted in accordance with Chapter 3 of this Annex or as otherwise
mandated by the State(s) in which the flight is to operate.
1.7  RPAS shall meet the performance and equipment carriage requirements for the specific air-
space in which the flight is to operate.

APPENDIX 5 — UNMANNED FREE BALLOONS

NOTE: See Chapter 3, para 3.1.10 of the Annex (not published herein).

CLASSIFICATION OF UNMANNED FREE BALLOONS

Unmanned free balloons shall be classified as:

a. light: an unmanned free balloon which carries a payload of one or more packages with a

combined mass of less than 4kg, unless qualifying as a heavy balloon in accordance with c.
(2), (3) or (4) below; or

b. medium: an unmanned free balloon which carries a payload of two or more packages with a

combined mass of 4kg or more, but less than 6kg, unless qualifying as a heavy balloon in
accordance with c.(2), (3) or (4) below; or

c. heavy: an unmanned free balloon which carries a payload which:

1. has a combined mass of 6kg or more; or
2. includes a package of 3kg or more; or
3. includes a package of 2kg or more with an area density of more than 13g per square

centimeter; or

4. uses a rope or other device for suspension of the payload that requires an impact force

of 230 N or more to separate the suspended payload from the balloon.
NOTE:

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GENERAL

CLASSIFICATION OF AIRSPACES

2.6.1  ATS airspaces shall be classified and designated in accordance with the following:
Class “A” — IFR flights only are permitted, all flights are provided with air traffic control service
and are separated from each other.
Class “B” — IFR and VFR flights are permitted, all flights are provided with air traffic control
service and are separated from each other.
Class “C” — IFR and VFR flights are permitted, all flights are provided with air traffic control
service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are
separated from IFR flights and receive traffic information in respect of other VFR flights.
Class “D” — IFR and VFR flights are permitted and all flights are provided with air traffic control
service, IFR flights are separated from other IFR flights and receive traffic information in respect
of VFR flights, VFR flights receive traffic information in respect of all other flights.
Class “E” — IFR and VFR flights are permitted, IFR flights are provided with air traffic control
service and are separated from other IFR flights. All flights receive traffic information as far as is
practical. Class “E” shall not be used for control zones.
Class “F” — IFR and VFR flights are permitted, all participating IFR flights receive an air traffic
advisory service and all flights receive flight information service if requested.
NOTE: Where air traffic advisory service is implemented, this is considered normally as a tempo-
rary measure only until such time as it can be replaced by air traffic control.
Class “G” — IFR and VFR flights are permitted and receive flight information service if reques-
ted.
2.6.2  States shall select those airspace classes appropriate to their needs.
2.6.3  The requirements for flights within each class of airspace shall be as shown in the follow-
ing table.
NOTE: Where the ATS airspaces adjoin vertically, i.e., one above the other, flights at a common
level would comply with the requirements of, and be given services applicable to, the less restric-
tive class of airspace. In applying these criteria, Class “B” airspace is therefore considered less
restrictive than Class “A” airspace; Class “C” airspace less restrictive than Class “B” airspace, etc.

Class

Type

flight

Separation

provided

Service provided

Speed limita-

tion*

Radio com-

munication

requirement

Subject

to an ATC

clearance

“A”

IFR on-

All aircraft

Air traffic control
service

Not applicable

Continuous
two-way

Yes

“B”

IFR

All aircraft

Air traffic control
service

Not applicable

Continuous
two-way

Yes

2.6

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Class

Type

flight

Separation

provided

Service provided

Speed limita-

tion*

Radio com-

munication

requirement

Subject

to an ATC

clearance

VFR

All aircraft

Air traffic control
service

Not applicable

Continuous
two-way

Yes

“C”

IFR

IFR from
IFR
IFR from
VFR

Air traffic control
service

Not applicable

Continuous
two-way

Yes

VFR

VFR from
IFR

a. Air traffic con-

trol service for
separation
from IFR;

b. VFR/VFR traf-

fic information
(and traffic
avoidance ad-
vice on re-
quest);

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

Yes

“D”

IFR

IFR from
IFR

Air traffic control
service, traffic infor-
mation about VFR
flights (and traffic
avoidance advice
on request)

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

Yes

VFR

Nil

IFR/VFR and
VFR/VFR traffic in-
formation (and traf-
fic avoidance advice
on request)

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

Yes

“E”

IFR

IFR from
IFR

Air traffic control
service and, as far
as practical, traffic
information about
VFR flights

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

Yes

VFR

Nil

Traffic information
as far as practical

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

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Class

Type

flight

Separation

provided

Service provided

Speed limita-

tion*

Radio com-

munication

requirement

Subject

to an ATC

clearance

“F”

IFR

IFR from
IFR as far
as practical

Air traffic advisory
service; flight infor-
mation service

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

VFR

Nil

Flight information
service

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

“G”

IFR

Nil

Flight information
service

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

Continuous
two-way

VFR

Nil

Flight information
service

250 KT IAS be-
low 3,050m
(10,000 ft)
AMSL

* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should
be used in lieu of 10,000 ft.

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Extracted from ICAO Annex 11 — Air Traffic Services — Annexes to DOC 7300 (Attachment
B)

INTRODUCTION AND APPLICABILITY OF BROADCASTS

1.1  Traffic information broadcasts by aircraft are intended to permit reports and relevant supple-
mentary information of an advisory nature to be transmitted by pilots on a designated VHF radio-
telephone (RTF) frequency for the information of pilots of other aircraft in the vicinity.
1.2  TIBAs should be introduced only when necessary and as a temporary measure.
1.3  The broadcast procedures should be applied in designated airspace where:

a. there is a need to supplement collision hazard information provided by air traffic services out-

side controlled airspace; or

b. there is a temporary disruption of normal air traffic services.

1.4 Such airspaces should be identified by the States responsible for provision of air traffic serv-
ices within these airspaces, if necessary with the assistance of the appropriate ICAO Regional
Office(s), and duly promulgated in aeronautical information publications or NOTAM, together with
the VHF RTF frequency, the message formats and the procedures to be used. Where, in the case
of 1.3 a., more than one State is involved, the airspace should be designated on the basis of
regional air navigation agreements and promulgated in Doc 7030.
1.5 When establishing a designated airspace, dates for the review of its applicability at intervals
not exceeding 12 months should be agreed by the appropriate ATC authority(ies).

DETAILS OF BROADCASTS

VHF RTF FREQUENCY TO BE USED

2.1.1 The VHF RTF frequency to be used should be determined and promulgated on a regional
basis. However, in the case of temporary disruption occurring in controlled airspace, the States
responsible may promulgate, as the VHF RTF frequency to be used within the limits of that air-
space, a frequency used normally for the provision of air traffic control service within that air-
space.
2.1.2 Where VHF is used for air-ground communications with ATS and an aircraft has only two
serviceable VHF sets, one should be tuned to the appropriate ATS frequency and the other to the
TIBA frequency.

LISTENING WATCH

A listening watch should be maintained on the TIBA frequency 10 minutes before entering the
designated airspace until leaving this airspace. For an aircraft taking off from an aerodrome loca-
ted within the lateral limits of the designated airspace listening watch should start as soon as
appropriate after take-off and be maintained until leaving the airspace.

TIME OF BROADCASTS

A broadcast should be made:

2.1

2.2

2.3

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a. 10 minutes before entering the designated airspace or, for a pilot taking off from an aero-

drome located within the lateral limits of the designated airspace, as soon as appropriate
after take-off;

b. 10 minutes prior to crossing a reporting point;

c. 10 minutes prior to crossing or joining an ATS route;

d. at 20-minute intervals between distant reporting points;
e. 2 to 5 minutes, where possible, before a change in flight level;

f. at the time of a change in flight level; and

g. at any other time considered necessary by the pilot.

FORMS OF BROADCAST

2.4.1 The broadcasts other than those indicating changes in flight level, i.e. the broadcasts
referred to in 2.3 a., b., c., d. and g., should be in the following form:

ALL STATIONS (necessary to identify a traffic information broadcast)
(call sign)

FLIGHT LEVEL (number) (or CLIMBING

TO FLIGHT LEVEL (number))

(direction)
(ATS route) (or DIRECT FROM (position) TO (position))

POSITION (position

) AT (time)

ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route)
AT (time)
(call sign)
FLIGHT LEVEL (number)
(direction)
Fictitious example:
“ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND DIRECT FROM
PUNTA SAGA TO PAMPA POSITION 5040 SOUTH 2010 EAST AT 2358 ESTIMATING
CROSSING ROUTE LIMA THREE ONE AT 4930 SOUTH 1920 EAST AT 0012 WINDAR 671
FLIGHT LEVEL 350 NORTHWEST BOUND OUT”

For the broadcast referred to in 2.3 a. in the case of an aircraft taking off from an aerodrome
located within the lateral limits of the designated airspace.
For broadcasts made when the aircraft is not near an ATS significant point, the position should
be given as accurately as possible and in any case to the nearest 30 minutes of latitude and
longitude.

2.4

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2.4.2 Before a change in flight level, the broadcast (referred to in 2.3 e.) should be in the follow-
ing form:

ALL STATIONS
(call sign)
(direction)
(ATS route) (or DIRECT FROM (position) TO (position))
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time)

2.4.3 Except as provided in 2.4.4, the broadcast at the time of a change in flight level (referred
to in 2.3 f.) should be in the following form:

ALL STATIONS
(call sign)
(direction)
(ATS route) (or DIRECT FROM (position) TO (position))
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed by:

ALL STATIONS
(call sign)
MAINTAINING FLIGHT LEVEL (number)

2.4.4 Broadcasts reporting a temporary flight level change to avoid an imminent collision risk
should be in the following form:

ALL STATIONS
(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed as soon as practicable by:

ALL STATIONS
(call sign)
RETURNING TO FLIGHT LEVEL (number) NOW

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ACKNOWLEDGEMENT OF THE BROADCASTS

The broadcasts should not be acknowledged unless a potential collision risk is perceived.

RELATED OPERATING PROCEDURES

CHANGE OF CRUISING LEVEL

3.1.1 Cruising level changes should not be made within the designated airspace, unless consid-
ered necessary by pilots to avoid traffic conflicts, for weather avoidance of for other valid opera-
tional reasons.
3.1.2 When cruising level changes are unavoidable, all available aircraft lighting which would
improve the visual detection of the aircraft should be displayed while changing levels.

COLLISION AVOIDANCE

If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate
action is necessary to avoid an imminent collision risk, and this cannot be achieved in accordance
with the right-of-way provisions of Annex 2, the pilot should:

a. unless an alternative manoeuvre appears more appropriate, immediately descend 150 m

(500 ft), or 300 m (1000 ft) if above FL 290 in an area where a vertical separation minimum
of 600 m (2000 ft) is applied;

b. display all available aircraft lighting which would improve the visual detection of the aircraft;

c. as soon as possible, reply to the broadcast advising action being taken;

d. notify the action taken on the appropriate ATS frequency; and
e. as soon as practicable, resume normal flight level, notifying the action on the appropriate

ATS frequency.

NORMAL POSITION REPORTING PROCEDURES

Normal position reporting procedures should be continued at all times, regardless of any action
taken to initiate or acknowledge a traffic information broadcast.

2.5

3.1

3.2

3.3

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Extracted from ICAO Document 4444, Sixteenth Edition, PROCEDURES FOR AIR NAVIGA-
TION SERVICES — AIR TRAFFIC MANAGEMENT, herein known as PANS-ATM.

DEFINITIONS

Refer to ‘International Civil Aviation Organization Definitions’ chapter.

GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES

FLIGHT PLAN

Flight Plan Form

NOTE: Procedures for the use of repetitive flight plans are contained in Chapter 16, Section 16.4.
4.4.1.1  A flight plan form based on the model in Appendix 2 should be provided and should be
used by operators and air traffic services units for the purpose of completing flight plans.
NOTE: A different form may be provided for use in completing repetitive flight plan listings.
4.4.1.2  The flight plan form should be printed and should include an English text in addition to
the language(s) of the State concerned.
4.4.1.3  Operators and air traffic services units should comply with:

a. the instructions for completion of a flight plan form and the repetitive flight plan listing form

given in Appendix 2; and

b. any constraints identified in relevant Aeronautical Information Publications (AlPs).

NOTE 1: Failure to adhere to the provisions of Appendix 2 or any constraint identified in relevant
AIPs may result in data being rejected, processed incorrectly or lost.
NOTE 2: The instructions for completing the flight plan form given in Appendix 2 may be conven-
iently printed on the inside cover of flight plan form pads, or posted in briefing rooms.
4.4.1.4 An operator shall, prior to departure:

a. ensure that, where the flight is intended to operate on a route or in an area where a naviga-

tion specification is prescribed, it has an appropriate RNP approval, and that all conditions
applying to that approval will be satisfied;

b. ensure that, where the flight is intended to operate in reduced vertical separation minimum

(RVSM) airspace, it has the required RVSM approval;

c. ensure that, where the flight is intended to operate where an RCP specification is prescribed,

it has an appropriate approval, and that all conditions applying to that approval will be satis-
fied.

d. ensure that, where the flight is intended to operate where an RSP specification is prescribed,

it has an appropriate RSP approval, and that all conditions applying to that approval will be
satisfied.

4.4

4.4.1

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Submission of a Flight Plan

Prior to Departure

4.4.2.1.1  Flight plans shall not be submitted more than 120 hours before the estimated off-block
time of a flight.
4.4.2.1.2  Except when other arrangements have been made for submission of repetitive flight
plans, a flight plan submitted prior to departure should be submitted to the air traffic services
reporting office at the departure aerodrome. If no such unit exists at the departure aerodrome, the
flight plan should be submitted to the unit serving or designated to serve the departure aero-
drome.
4.4.2.1.3  In the event of a delay of 30 minutes in excess of the estimated off-block time for a
controlled flight or a delay of one hour for an uncontrolled flight for which a flight plan has been
submitted, the flight plan should be amended or a new flight plan submitted and the old flight plan
cancelled, whichever is applicable.

During Flight

4.4.2.2.1 A flight plan to be submitted during flight should normally be transmitted to the ATS
unit in charge of the FIR, control area, advisory area or advisory route in or on which the aircraft is
flying, or in or through which the aircraft wishes to fly or to the aeronautical telecommunication
station serving the air traffic services unit concerned. When this is not practicable, it should be
transmitted to another ATS unit or aeronautical telecommunication station for retransmission as
required to the appropriate air traffic services unit.
NOTE: If the flight plan is submitted for the purpose of obtaining air traffic control service, the air-
craft is required to wait for an air traffic control clearance prior to proceeding under the conditions
requiring compliance with air traffic control procedures. If the flight plan is submitted for the pur-
pose of obtaining air traffic advisory service, the aircraft is required to wait for acknowledgment of
receipt by the unit providing the service.

Acceptance of a Flight Plan

4.4.3.1 The first ATS unit receiving a flight plan, or change thereto, shall:

a. check it for compliance with the format and data conventions;
b. check it for completeness and, to the extent possible, for accuracy;

c. take action, if necessary, to make it acceptable to the air traffic services; and

d. indicate acceptance of the flight plan or change thereto, to the originator.

AIR TRAFFIC CONTROL CLEARANCES

Scope and Purpose

4.5.1.1 Clearances are issued solely for expediting and separating air traffic and are based on
known traffic conditions which affect safety in aircraft operations. Such traffic conditions include
not only aircraft in the air and on the manoeuvring area over which control is being exercised, but

4.4.2

4.4.2.1

4.4.2.2

4.4.3

4.5

4.5.1

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also any vehicular traffic or other obstructions not permanently installed on the manoeuvring area
in use.
4.5.1.2  If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the
flight crew may request and, if practicable, obtain an amended clearance.
4.5.1.3  The issuance of air traffic control clearances by air traffic control units constitutes author-
ity for an aircraft to proceed only in so far as known air traffic is concerned. ATC clearances do
not constitute authority to violate any applicable regulations for promoting the safety of flight oper-
ations or for any other purpose; neither do clearances relieve a pilot-in-command of any responsi-
bility whatsoever in connection with a possible violation of applicable rules and regulations.
4.5.1.4  ATC units shall issue such ATC clearances as are necessary to prevent collisions and to
expedite and maintain an orderly flow of air traffic.
4.5.1.5  ATC clearances must be issued early enough to ensure that they are transmitted to the
aircraft in sufficient time for it to comply with them.

Aircraft Subject to ATC for Part of Flight

4.5.2.1 When a flight plan specifies that the initial portion of a flight will be uncontrolled, and that
the subsequent portion of the flight will be subject to ATC, the aircraft shall be advised to obtain
its clearance from the ATC unit in whose area controlled flight will be commenced.
4.5.2.2 When a flight plan specifies that the first portion of a flight will be subject to ATC, and
that the subsequent portion will be uncontrolled, the aircraft shall normally be cleared to the point
at which the controlled flight terminates.

Flights Through Intermediate Stops

4.5.3.1  When an aircraft files, at the departure aerodrome, flight plans for the various stages of
flight through intermediate stops, the initial clearance limit will be the first destination aerodrome
and new clearances shall be issued for each subsequent portion of flight.
4.5.3.2  The flight plan for the second stage, and each subsequent stage, of a flight through
intermediate stops will become active for ATS and search and rescue (SAR) purposes only when
the appropriate ATS unit has received notification that the aircraft has departed from the relevant
departure aerodrome, except as provided for in 4.5.3.3.
4.5.3.3  By prior arrangement between ATC units and the operators, aircraft operating on an
established schedule may, if the proposed route of flight is through more than one control area,
be cleared through intermediate stops within other control areas but only after coordination
between the ACCs concerned.

En-route Aircraft

General

4.5.6.1.2 After the initial clearance has been issued to an aircraft at the point of departure, it will
be the responsibility of the appropriate ATC unit to issue an amended clearance whenever neces-
sary and to issue traffic information, if required.

4.5.2

4.5.3

4.5.6

4.5.6.1

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4.5.6.1.3 When so requested by the flight crew, an aircraft shall be cleared for cruise climb
whenever traffic conditions and coordination procedures permit. Such clearance shall be for
cruise climb either above a specified level or between specified levels.

Description of Air Traffic Control Clearances

Clearance Limit

4.5.7.1.1  A clearance limit shall be described by specifying the name of the appropriate signifi-
cant point, or aerodrome, or controlled airspace boundary.
4.5.7.1.3  If an aircraft has been cleared to an intermediate point in adjacent controlled airspace,
the appropriate ATC unit will then be responsible for issuing, as soon as practicable, an amended
clearance to the destination aerodrome.
4.5.7.1.4  When the destination aerodrome is outside controlled airspace, the ATC unit responsi-
ble for the last controlled airspace through which an aircraft will pass shall issue the appropriate
clearance for flight to the limit of that controlled airspace.

Route of Flight

4.5.7.2.1 The route of flight shall be detailed in each clearance when deemed necessary. The
phrase “cleared flight planned route” may be used to describe any route or portion thereof, provi-
ded the route or portion thereof is identical to that filed in the flight plan and sufficient routing
details are given to definitely establish the aircraft on its route. The phrases “cleared (designation)
departure” or “cleared (designation) arrival” may be used when standard departure or arrival
routes have been established by the appropriate ATS authority and published in Aeronautical
Information Publications (AIPs).
NOTE: See 6.3.2.3 pertaining to standard clearances for departing aircraft and 6.5.2.3 pertaining
to clearances for arriving aircraft.
4.5.7.2.2 The phrase “cleared flight planned route” shall not be used when granting a re-clear-
ance.

Readback of Clearances

4.5.7.5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC
clearances and instructions which are transmitted by voice. The following items shall always be
read back:

a. ATC route clearances;
b. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and

backtrack on any runway; and

c. runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instruc-

tions and, whether issued by the controller or contained in automatic terminal information
service (ATIS) broadcasts, transition levels.
NOTE: If the level of an aircraft is reported in relation to standard pressure 1 013.2 hPa, the
words “FLIGHT LEVEL” precede the level figures. If the level of the aircraft is reported in

4.5.7

4.5.7.1

4.5.7.2

4.5.7.5

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relation to QNH/QFE, the figures are followed by the word “METRES” or "FEET”, as appro-
priate.

4.5.7.5.1.1  Other clearances or instructions, including conditional clearances, shall be read back
or acknowledged in a manner to clearly indicate that they have been understood and will be com-
plied with.
4.5.7.5.2  The controller shall listen to the readback to ascertain that the clearance or instruction
has been correctly acknowledged by the flight crew and shall take immediate action to correct any
discrepancies revealed by the readback.
4.5.7.5.2.1  Unless specified by the appropriate ATS authority, voice readback of controller-pilot
data link communications (CPDLC) messages shall not be required.
NOTE: The procedures and provisions relating to the exchange and acknowledgement of CPDLC
messages are contained in Annex 10, Volume II and the PANS-ATM, Chapter 14.

HORIZONTAL SPEED CONTROL INSTRUCTIONS

General

4.6.1.1  In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions
specified by the appropriate authority, be instructed to adjust speed in a specified manner. Flight
crews should be given adequate notice of planned speed control.
NOTE 1: Application of speed control over a long period of time may affect aircraft fuel reserves.
NOTE 2: Provisions concerning longitudinal separation using the Mach number technique are
contained in Chapter 5, Separation Methods and Minima.
4.6.1.2  Speed control instructions shall remain in effect unless explicitly cancelled or amended
by the controller.
NOTE: Cancellation of any speed control instruction does not relieve the flight crew of compliance
with speed limitations associated with airspace classifications as specified in Annex 11 — Air
Traffic Services, Appendix 4.
4.6.1.3  Speed control shall not be applied to aircraft entering or established in a holding pattern.
4.6.1.4  Speed adjustments should be limited to those necessary to establish and/or maintain a
desired separation minimum or spacing. Instructions involving frequent changes of speed, includ-
ing alternate speed increases and decreases, should be avoided.
4.6.1.5  The flight crew shall inform the ATC unit concerned if at any time they are unable to
comply with a speed instruction. In such cases, the controller shall apply an alternative method to
achieve the desired spacing between the aircraft concerned.
4.6.1.6  At levels at or above 7600m (FL250), speed adjustments should be expressed in multi-
ples of 0.01 Mach; at levels below 7600m (FL250), speed adjustments should be expressed in
multiples of 20km/h (10 kt) based on indicated airspeed (lAS).
NOTE 1: Mach 0.01 equals approximately 11km/h (6 kt) lAS at higher flight levels.

4.6

4.6.1

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NOTE 2: When an aircraft is heavily loaded and at a high level, its ability to change speed may, in
cases, be very limited.
4.6.1.7 Aircraft shall be advised when a speed control restriction is no longer required.

Methods of Application

4.6.2.1 In order to establish a desired spacing between two or more successive aircraft, the con-
troller should first either reduce the speed of the last aircraft, or increase the speed of the lead
aircraft, then adjust the speed(s) of the other aircraft in order.
4.6.2.2 In order to maintain a desired spacing using speed control techniques, specific speeds
need to be assigned to all the aircraft concerned.
NOTE 1: The true airspeed (TAS) of an aircraft will decrease during descent when maintaining a
constant lAS. When two descending aircraft maintain the same lAS, and the leading aircraft is at
the lower level, the TAS of the leading aircraft will be lower than that of the following aircraft. The
distance between the two aircraft will thus be reduced, unless a sufficient speed differential is
applied. For the purpose of calculating a desired speed differential between two succeeding air-
craft, 11km/h (6 kt) lAS per 300m (1000 ft) height difference may be used as a general rule. At
levels below 2450m (FL80) the difference between lAS and TAS is negligible for speed control
purposes.
NOTE 2: Time and distance required to achieve a desired spacing will increase with higher levels,
higher speeds, and when the aircraft is in a clean configuration.

Descending and Arriving Aircraft

4.6.3.1  An aircraft should, when practicable, be authorized to absorb a period of notified terminal
delay by cruising at a reduced speed for the latter portion of its flight.
4.6.3.2  An arriving aircraft may be instructed to maintain its “maximum speed”, “minimum clean
speed”, “minimum speed”, or a specified speed.
NOTE: “Minimum clean speed” signifies the minimum speed at which an aircraft can be flown in a
clean configuration, i.e. without deployment of lift-augmentation devices, speed brakes or landing
gear.
4.6.3.3  Speed reductions to less than 460km/h (250 kt) lAS for turbojet aircraft during initial
descent from cruising level should be applied only with the concurrence of the flight crew.
4.6.3.4  Instructions for an aircraft to simultaneously maintain a high rate of descent and reduce
its speed should be avoided as such manoeuvres are normally not compatible. Any significant
speed reduction during descent may require the aircraft to temporarily level off to reduce speed
before continuing descent.
4.6.3.5  Arriving aircraft should be permitted to operate in a clean configuration for as long as
possible. Below 4550m (FL150), speed reductions for turbojet aircraft to not less than 410km/h
(220 kt) lAS, which will normally be very close to the minimum speed of turbojet aircraft in a clean
configuration, may be used.

4.6.2

4.6.3

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4.6.3.6 Only minor speed adjustments not exceeding plus/minus 40km/h (20 kt) lAS should be
used for aircraft on intermediate and final approach.
4.6.3.7 Speed control should not be applied to aircraft after passing a point 7km (4 NM) from the
threshold on final approach.
NOTE: The flight crew has a requirement to fly a stabilized approach (airspeed and configuration)
typically by 5km (3 NM) from the threshold (Doc 8168, PANS-OPS, Volume I Part III Section 4,
Chapter 3, 3.3 refers).

SID and STAR

The flight crew shall comply with published SID and STAR speed restrictions unless the restric-
tions are explicitly cancelled or amended by the controller.
NOTE 1: Some SID and STAR speed restrictions ensure containment within RNAV departure or
arrival procedure (e.g. maximum speed associated with a constant radius arc to a fix (RF) leg).
NOTE 2: See 6.3.2.4 pertaining to clearances on a SID and 6.5.2.4 pertaining to clearances on a
STAR.

VERTICAL SPEED CONTROL INSTRUCTIONS

General

4.7.1.1  In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust
rate of climb or rate of descent. Vertical speed control may be applied between two climbing air-
craft or two descending aircraft in order to establish or maintain-a specific vertical separation mini-
mum.
4.7.1.2  Vertical speed adjustments should be limited to those necessary to establish and/or
maintain a desired separation minimum. Instructions involving frequent changes of climb/descent
rates should be avoided.
4.7.1.3  The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with
a specified rate of climb or descent. In such cases, the controller shall apply an alternative
method to achieve an appropriate separation minimum between aircraft, without delay.
4.7.1.4  Aircraft shall be advised when a rate of climb/descent restriction is no longer required.

Methods of Application

4.7.2.1  An aircraft may be instructed to expedite climb or descent as appropriate to or through a
specified level, or may be instructed to reduce its rate of climb or rate of descent.
4.7.2.2  Climbing aircraft may be instructed to maintain a specified rate of climb, a rate of climb
equal to or greater than a specified value or a rate of climb equal to or less than a specified value.
4.7.2.3  Descending aircraft may be instructed to maintain a specified rate of descent, a rate of
descent equal to or greater than a specified value or a rate of descent equal to or less than a
specified value.
4.7.2.4  In applying vertical speed control, the controller should ascertain to which level(s) climb-
ing aircraft can sustain a specified rate of climb or, in the case of descending aircraft, the speci-

4.6.4

4.7

4.7.1

4.7.2

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fied rate of descent which can be sustained, and shall ensure that alternative methods of main-
taining separation can be applied in a timely manner, if required.
NOTE: Controllers need to be aware of aircraft performance characteristics and limitations in rela-
tion to a simultaneous application of horizontal and vertical speed limitations.

CHANGE FROM IFR TO VFR FLIGHT

4.8.1  Change from instrument flight rules (IFR) flight to visual flight rules (VFR) flight is only
acceptable when a message initiated by the pilot-in-command containing the specific expression
“CANCELLING MY IFR FLIGHT”, together with the changes, if any, to be made to the current
flight plan, is received by an air traffic services unit. No invitation to change from IFR flight to VFR
flight is to be made either directly or by inference.
4.8.2  No reply, other than the acknowledgment “IFR FLIGHT CANCELLED AT . . . (time)”,
should normally be made by an air traffic services unit.
4.8.3  When an ATS unit is in possession of information that instrument meteorological condi-
tions are likely to be encountered along the route of flight, a pilot changing from IFR flight to VFR
flight should, if practicable, be so advised.

WAKE TURBULENCE

Wake Turbulence Categories of Aircraft

4.9.1.1 Except as provided for in 4.9.1.2, wake turbulence separation minima shall be based on
a grouping of aircraft types into four categories according to the maximum certificated take-off
mass as follows:

a. SUPER (J) – aircraft types specified as such in Doc 8643, Aircraft Type Designators;
b. HEAVY (H) – aircraft types of 136,000kg or more, with the exception of aircraft types listed in

Doc 8643 in the SUPER (J) category;

c. MEDIUM (M) – aircraft types less than 136,000kg but more than 7000kg; and

d. LIGHT (L) – aircraft types of 7000kg or less.

NOTE: The wake turbulence category for each aircraft type is contained in Doc 8643, Aircraft
Type Designators (not published herein).
4.9.1.2 When approved by the appropriate ATS authority, wake turbulence separation minima
may be applied utilizing wake turbulence groups and shall be based on wake generation and
resistance characteristics of the aircraft. These depend primarily on maximum certificated take-off
mass, wing characteristics and speeds. The group designators are described as follows:

a. GROUP A – aircraft types of 136,000kg or more, and a wing span less than or equal to 80m

but greater than 74.68m;

b. GROUP B – aircraft types of 136,000kg or more, and a wing span less than or equal to

74.68m but greater than 53.34m;

c. GROUP C – aircraft types of 136,000kg or more, and a wing span less than or equal to

53.34m but greater than 38.1m;

4.8

4.9

4.9.1

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d. GROUP D – aircraft types less than 136,000kg but more than 18,600kg, and a wing span

greater than 32m;

e. GROUP E – aircraft types less than 136,000kg but more than 18,600kg, and a wing span

less than or equal to 32m but greater than 27.43m;

f. GROUP F – aircraft types less than 136,000kg but more than 18,600kg, and a wing span

less than or equal to 27.43m;

g. GROUP G – aircraft types of 18,600kg or less (without wing span criterion).

NOTE 1: Information on the wake turbulence group for each aircraft type is contained in
Doc 8643, Aircraft Type Designators (not published herein).
NOTE 2: Guidance on the implementation of wake turbulence separation between wake turbu-
lence groups can be found in the Manual on Implementation of Wake Turbulence Separation
Minima (Doc 10122) (not published herein).
4.9.1.2.1 Essential information, including the wake turbulence group designator as necessary,
shall be provided to the controller when separation based on wake turbulence groups is to be
applied.

Indication of Super or Heavy Wake Turbulence Category

For aircraft in the SUPER or HEAVY wake turbulence categories, the word “super” or “heavy”
shall be included, as appropriate, immediately after the aircraft call sign in the initial radioteleph-
ony contact between such aircraft and ATS units.
NOTE 1: Wake turbulence categories are specified in the instructions for completing Item 9 of the
flight plan in Appendix 2.
NOTE 2: Wake turbulence Group A is equivalent to the SUPER wake turbulence category, and
Groups B and C are equivalent to the HEAVY category.

ALTIMETER SETTING PROCEDURES

Expression of Vertical Position of Aircraft

4.10.1.1 For flights in the vicinity of aerodromes and within terminal control areas, the vertical
position of aircraft shall, except as provided for in 4.10.1.2, be expressed in terms of altitudes at
or below the transition altitude and in terms of flight levels at or above the transition level. While
passing through the transition layer, vertical position shall be expressed in terms of flight levels
when climbing and in terms of altitudes when descending.
4.10.1.2 When an aircraft which has been given clearance to land is completing its approach
using atmospheric pressure at aerodrome elevation (QFE), the vertical position of the aircraft
shall be expressed in terms of height above aerodrome elevation during that portion of its flight for
which QFE may be used, except that it shall be expressed in terms of height above runway
threshold elevation:

a. for instrument runways, if the threshold is 2 metres (7 feet) or more below the aerodrome

elevation; and

4.9.2

4.10

4.10.1

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b. for precision approach runways.

4.10.1.3 For flights en route, the vertical position of aircraft shall be expressed in terms of:

a. flight levels at or above the lowest usable flight level;
b. altitudes below the lowest usable flight level;

except where, on the basis of regional air navigation agreements, a transition altitude has been
established for a specified area, in which case the provisions of 4.10.1.1 shall apply.

POSITION REPORTING

Transmission of Position Reports

4.11.1.1  On routes defined by designated significant points, position reports shall be made when
over, or as soon as possible after passing, each designated compulsory reporting point, except as
provided in 4.11.1.3. Additional reports over other points may be requested by the appropriate
ATS unit.
4.11.1.2  On routes not defined by designated significant points, position reports shall be made
by the aircraft as soon as possible after the first half hour of flight and at hourly intervals there-
after, except as provided in 4.11.1.3. Additional reports at shorter intervals of time may be reques-
ted by the appropriate ATS unit.
4.11.1.3  Under conditions specified by the appropriate ATS authority, flights may be exempted
from the requirement to make position reports at each designated compulsory reporting point or
interval. In applying this, account should be taken of the meteorological requirement for the
making and reporting of routine aircraft observations.
NOTE: This is intended to apply in cases where adequate flight progress data are available from
other sources; e.g., radar, or ADS-B (see Chapter 8, 8.6.4.4), or ADS-C (see Chapter 13), and in
other circumstances where the omission of routine reports from selected flights is found to be
acceptable.
4.11.1.4  The position reports required by 4.11.1.1 and 4.11.1.2 shall be made to the ATS unit
serving the airspace in which the aircraft is operated. In addition, when so prescribed by the
appropriate ATS authority in aeronautical information publications or requested by the appropriate
ATS unit, the last position report before passing from one FIR or control area to an adjacent FIR
or control area shall be made to the ATS unit serving the airspace about to be entered.

Contents of Voice Position Reports

4.11.2.1 The position reports required by 4.11.1.1 and 4.11.1.2 shall contain the following ele-
ments of information, except that elements d., e. and f. may be omitted from position reports
transmitted by radiotelephony, when so prescribed on the basis of regional air navigation agree-
ments:

a. aircraft identification;
b. position;

c. time;

4.11

4.11.1

4.11.2

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d. flight level or altitude, including passing level and cleared level if not maintaining the cleared

level;

e. next position and time over; and

f. ensuing significant point.

4.11.2.1.1 Element d., flight level or altitude, shall, however, be included in the initial call after a
change of air-ground voice communication channel.
4.11.2.2 When assigned a speed to maintain, the flight crew shall include this speed in their
position reports. The assigned speed shall also be included in the initial call after a change of air-
ground voice communication channel, whether or not a full position report is required.
NOTE: Omission of element d. may be possible when flight level or altitude, as appropriate,
derived from pressure-altitude information can be made continuously available to controllers in
labels associated with the position indication of aircraft and when adequate procedures have
been developed to guarantee the safe and efficient use of this altitude information.

Radiotelephony Procedures for Air-Ground Voice Communication Channel
Changeover

When so prescribed by the appropriate ATS authority, the initial call to an ATC unit after a change
of air-ground voice communication channel shall contain the following elements:

a. designation of the station being called;
b. call sign and, for aircraft in the SUPER or HEAVY wake turbulence categories, the word

“super” or “heavy” respectively;

c. level, including passing and cleared levels if not maintaining the cleared level;

d. speed, if assigned by ATC; and
e. additional elements, as required by the appropriate ATS authority.

Transmission of ADS-C Reports

The position reports shall be made automatically to the ATS unit serving the airspace in which the
aircraft is operating. The requirements for the transmission and contents of automatic dependent
surveillance-contract (ADS-C) reports shall be established by the controlling ATC unit on the
basis of current operational conditions and communicated to the aircraft and acknowledged
through an ADS-C agreement.

Contents of ADS-C Reports

4.11.5.1 ADS-C reports shall be composed of data blocks selected from the following:

Aircraft Identification

Basic ADS-C:

latitude
longitude

4.11.3

4.11.4

4.11.5

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altitude
time
figure of merit

NOTE: The basic ADS-C block is mandatory and is included in all ADS-C reports.

Ground Vector:

track
ground speed
rate of climb or descent

Air Vector:

heading
Mach or IAS
rate of climb or descent

Projected Profile:

next way-point
estimated altitude at next way-point
estimated time at next way-point
(next + 1) way-point
estimated altitude at (next + 1) way-point
estimated time at (next + 1) way-point

Meteorological Information:

wind speed
wind direction
wind quality flag (if available)
temperature
turbulence (if available)
humidity (if available)

NOTE: The specifications for the elements in the meteorological information data block,
including their ranges and resolutions, are shown in Appendix 3 to Annex 3 (not published
herein).

Short-term Intent:

latitude at projected intent point
longitude at projected intent point

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altitude at projected intent point
time of projection

If an altitude, track or speed change is predicted to occur between the aircraft’s current posi-
tion and the projected intent point, additional information would be provided in an intermedi-
ate intent block as follows:

distance from current point to change point
track from current point to change point
altitude at change point
predicted time to change point

4.11.5.2 The basic ADS-C data block shall be required from all ADS-C-equipped aircraft.
Remaining ADS-C data blocks shall be included as necessary. In addition to any requirements
concerning its transmission for ATS purposes, data block f) (Meteorological information) shall be
transmitted in accordance with Annex 3, 5.3.1 (not published herein). ADS-C emergency and/or
urgency reports shall include the emergency and/or urgency status in addition to the relevant
ADS-C report information.

REPORTING OF OPERATIONAL AND METEOROLOGICAL

INFORMATION

General

4.12.1.1 When operational and/or routine meteorological information is to be reported, using
data link, by an aircraft en route at times where position reports are required in accordance with
4.11.1.1 and 4.11.1.2, the position report shall be given in accordance with 4.11.5.2 (requirements
concerning transmission of meteorological information from ADS-C equipped aircraft), in the form
of a routine air-report. Special aircraft observations shall be reported as special air-reports. All air-
reports shall be reported as soon as is practicable.

Contents of Routine Air-Reports

4.12.2.1 Routine air-reports transmitted by data link, when ADS-C is not being applied, shall
give information relating to such of the following elements as are necessary for compliance with
4.12.2.2:

– Section 1 — Position Information:

1. Aircraft identification
2. Position
3. Time
4. Flight level or altitude
5. Next position and time over
6. Ensuing significant point.

4.12

4.12.1

4.12.2

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– Section 2 — Operational Information:

7. Estimated time of arrival
8. Endurance.

– Section 3 — Meteorological Information:

9. Wind direction

10. Wind speed
11. Wind quality flag
12. Air temperature
13. Turbulence (if available)
14. Humidity (if available).

4.12.2.2 Section 1 of the air-report is obligatory, except that elements (5) and (6) thereof may be
omitted when so prescribed on the basis of regional air navigation agreements. Section 2 of the
air-report, or a portion thereof, shall only be transmitted when so requested by the operator or a
designated representative, or when deemed necessary by the pilot-in-command. Section 3 of the
air-report shall be transmitted in accordance with Annex 3, Chapter 5.
NOTE: While element 4., flight level or altitude, may, in accordance with 4.11.2.1, be omitted from
the contents of a position report transmitted by radiotelephony when so prescribed on the basis of
regional air navigation agreements, that element may not be omitted from Section 1 of an air-
report.

Contents of Special Air-Reports

4.12.3.1 Special air-reports shall be made by all aircraft whenever the following conditions are
encountered or observed:

a. moderate or severe turbulence; or
b. moderate or severe icing; or

c. severe mountain wave; or

d. thunderstorms, without hail that are obscured, embedded, widespread or in squall-lines; or
e. thunderstorms, with hail that are obscured, embedded, widespread or in squall-lines; or

f. heavy dust storm or heavy sandstorm; or

g. volcanic ash cloud; or
h. pre-eruption volcanic activity or a volcanic eruption; or

i. as of 5 November 2020 runway braking action encountered is not as good as reported.

NOTE: Pre-eruption volcanic activity in this context means unusual and/or increasing vol-
canic activity which could presage a volcanic eruption.
In addition, in the case of transonic and supersonic flight:

4.12.3

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j. moderate turbulence; or

k. hail; or

l. cumulonimbus clouds.

4.12.3.2 When air-ground data link is used, special air-reports shall contain the following ele-
ments:

– Message type designator
– Aircraft identification
– Data block 1:

• Latitude
• Longitude
• Pressure-altitude
• Time

– Data block 2:

• Wind direction
• Wind speed
• Wind quality flag
• Air temperature
• Turbulence (if available)
• Humidity (if available)

– Data block 3:

• Condition prompting the issuance of the special air-report; to be selected from the list a. to k.

presented under 4.12.3.1.

4.12.3.3 When voice communications are used, special air-reports shall contain the following
elements:

– Message type designator
– Section 1 — Position Information:

1. Aircraft identification
2. Position
3. Time
4. Flight level or altitude

– Section 3 — Meteorological Information:

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5. Condition prompting the issuance of the special air-report; to be selected from the list a. to

k. presented under 4.12.3.1.

Compilation and Transmission of Air-Reports by Voice Communications

4.12.4.1 Forms based on the model AIREP SPECIAL form at Appendix 1 shall be provided for
the use of flight crews in compiling the reports. The detailed instructions for reporting as given at
Appendix 1, shall be complied with.
4.12.4.2 The detailed instructions, including the formats of messages and the phraseologies
given at Appendix 1, shall be used by flight crews when transmitting air-reports and by air traffic
services units when retransmitting such reports.
NOTE: Increasing use of air-reports in automated systems makes it essential that the elements of
such reports be transmitted in the order and form prescribed.

Recording of Special Air-Reports of Volcanic Activity

Special air-reports containing observations of volcanic activity shall be recorded on the special
air- report of volcanic activity form. Forms based on the model form for special air-reports of vol-
canic activity at Appendix 1 shall be provided for flight crews operating on routes which could be
affected by volcanic ash clouds.
NOTE: The recording and reporting instructions may conveniently be printed on the back of the
special air-report of volcanic activity form.

DATA LINK COMMUNICATIONS INITIATION PROCEDURES

General

4.15.1.1 Before entering an airspace where data link applications are used by the ATS unit, data
link communications shall be initiated between the aircraft and the ATS unit in order to register the
aircraft and, when necessary, allow the start of a data link application. This shall be initiated by
the aircraft, either automatically or by the pilot, or by the ATS unit on address forwarding.

Aircraft Initiation

On receipt of a valid data link initiation request from an aircraft approaching or within a data link
service area, the ATS unit shall accept the request and, if able to correlate it with a flight plan,
shall establish a connection with the aircraft.

Failure

4.15.4.1 In the case of a data link initiation failure, the data link system shall provide an indica-
tion of the failure to the appropriate ATS unit(s). The data link system shall also provide an indica-
tion of the failure to the flight crew when a data link initiation failure results from a logon initiated
by the flight crew.
NOTE: When the aircraft's logon request results from responding to a contact request by a trans-
ferring ATS unit, then both ATS units will receive the indication.
4.15.4.3 The aircraft operator shall establish procedures to resolve, as soon as practicable, ini-
tiation failures. Procedures should include, as a minimum, that the pilot:

4.12.4

4.12.5

4.15

4.15.1

4.15.2

4.15.4

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a. verify the correctness and consistency of the flight plan information available in the FMS or

equipment from which the data link is initiated, and where differences are detected make the
necessary changes;

b. verify the correct address of the ATS unit; then

c. re-initiate data link.

SEPARATION METHODS AND MINIMA

TIME-BASED WAKE TURBULENCE LONGITUDINAL SEPARATION

MINIMA

Applicability

5.8.1.1 The ATC unit concerned shall not be required to apply wake turbulence separation:

a. for arriving VFR flights landing on the same runway as a preceding landing SUPER, HEAVY

or MEDIUM aircraft; and

b. between arriving IFR flights executing visual approach when the aircraft has reported the

preceding aircraft in sight and has been instructed to follow and maintain own separation
from that aircraft.

5.8.1.2 The ATC unit shall, in respect of the flights specified in 5.8.1.1 a. and b., as well as when
otherwise deemed necessary, issue a caution of possible wake turbulence. The pilot-in-command
of the aircraft concerned shall be responsible for ensuring that the spacing from a preceding air-
craft of a heavier wake turbulence category is acceptable. If it is determined that additional spac-
ing is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.

Arriving Aircraft

5.8.2.1 Except as provided for in 5.8.1.1 a. and b., the following minima shall be applied to air-
craft landing behind a SUPER, a HEAVY or a MEDIUM aircraft:

a. HEAVY aircraft landing behind SUPER aircraft — 2 minutes;
b. MEDIUM aircraft landing behind SUPER aircraft — 3 minutes;

c. MEDIUM aircraft landing behind HEAVY aircraft — 2 minutes;

d. LIGHT aircraft landing behind SUPER aircraft — 4 minutes;
e. LIGHT aircraft landing behind a HEAVY or MEDIUM aircraft — 3 minutes.

Departing Aircraft

5.8.3.1 When using wake turbulence categories contained in Chapter 4, 4.9.1.1 and when the
aircraft are using:

a. the same runway (see Figure 5-42);
b. parallel runways separated by less than 760m (2500 ft) (see Figure 5-42);

5.8

5.8.1

5.8.2

5.8.3

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c. crossing runways if the projected flight path of the second aircraft will cross the projected

flight path of the first aircraft at the same altitude or less than 300m (1000 ft) below (see
Figure 5-43);

d. parallel runways separated by 760m (2500 ft) or more, if the projected flight path of the

second aircraft will cross the projected flight path of the first aircraft at the same altitude or
less than 300m (1000 ft) below (see Figure 5-43).
the following minimum separations shall be applied:

1. HEAVY aircraft taking off behind a SUPER aircraft — 2 minutes;
2. LIGHT or MEDIUM aircraft taking off behind a SUPER aircraft — 3 minutes;
3. LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft — 2 minutes;
4. LIGHT aircraft taking off behind a MEDIUM aircraft — 2 minutes.

5.8.3.2 When using wake turbulence groups contained in Chapter 4,4.9.1.2 and when the air-
craft are using:

a. the same runway (see Figure 5-42);
b. parallel runways separated by less than 760m (2500 ft) (see Figure 5-42);

c. crossing runways if the projected flight path of the second aircraft will cross the projected

flight path of the first aircraft at the same altitude or less than 300m (1000 ft) below (see
Figure 5-43);

d. parallel runways separated by 760m (2500 ft) or more, if the projected flight path of the

second aircraft will cross the projected flight path of the first aircraft at the same altitude or
less than 300m (1000 ft) below (see Figure 5-43);
the following minimum separations shall be applied:

Preceding aircraft wake tur-

bulence group

Succeeding aircraft wake

turbulence group

Time-based wake turbulence

separation minima

100 seconds

120 seconds

140 seconds

160 seconds

180 seconds

100 seconds

120 seconds

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Preceding aircraft wake tur-

bulence group

Succeeding aircraft wake

turbulence group

Time-based wake turbulence

separation minima

140 seconds

80 seconds

100 seconds

120 seconds

100 seconds

Figure 5-42 — Wake Turbulence Separation for Following Aircraft (see 5.8.3.1 a. and b. and

5.8.3.2 a. and b.)

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JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 37