KURDISTAN REGIONAL GOVERNMENT
SULAYMANIYAH
INTERNATIONAL AIRPORT
MATS
CHAPTER 11
SEPARATION STANDARDS
&
APPLICATIONS
International and Local Procedures
( First Edition )
April 2012
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Prepared By
Fakhir .F. Mohammed
Civil Aviation Consultant
MATS
Sulaymaniyah International Airport
April
2012
TABLE OF CONTENTS
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Subjects
Page
----------------
--------11.1 General ……………………………………………………………………………………….. 11 - 1
11.2 Separation standards …………………………………………………………. 11 - 4
11.2.1
Vertical separation …………………………………………. 11 - 4
11.2.1.1 Vertical separation application …………………….. 11 - 4
11.2.1.2 Vertical separation minimum ……………………….. 11 - 4
11.2.1.3 Assignment of cruising levels for ………………… 11 - 4
controlled flights
11.3 Horizontal separation …………………………………………………………… 11 - 7
11.3.1
General ……………………………………….......................................... 11 - 8
11.3.2
Lateral separation …………………………………………….. 11 - 8
11.3.2.1 Lateral separation application …………………….. 11 - 8
11.3.2.2 Lateral separation criteria and minima ………11 - 8
11.3.3
Longitudinal separation …………………………………. 11-16
11.3.3.1 Longitudinal separation application ………….. 11-16
11.3.3.2 Longitudinal separation minima ………………… 11-20
11.3.3.2.1 Longitudinal separation based on time …….. 11-20
11.3.3.2.2 Longitudinal separation based …………………… 11-28
on distance using DME and/or GNSS
11.4 Separation of aircraft holding in flight …………………….……. 11-34
11.5 Minimum separation between ………………………. ……………………. 11-35
departing aircraft
11.5.1 ICAO Standards …………………………………………………….. 11-35
11.5.2 Sulaymaniyah Local procedures ……………………… 11-37
11.6 Separation of departing aircraft ……………………………………… 11-38
from arriving aircraft
11.6.1 ICAO Standard .................................................................................. 11-38
11.6.2 Sulaymaniyah Local Procedures ………………..…… 11-40
11.7 Separation between arriving aircraft ……………..…………… 11-41
11.8 Time-Based wake turbulence longitudinal …………….... 11-42
separation minima
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11.9 Clearance to fly maintaining own separation …………. 11-47
while in visual meteorological conditions (VMC)
11.10 Essential traffic information ……………..…………………………… 11-48
11.11 Reduction in separation minima ………………..………..………… 11-50
11.11.1 ICAO Standards …………………………………………..………………. 11-50
11.11.2 Sulaymaniyah Local Procedures ……………..……………… 11-51
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CHAPTER 11
SEPARATION STANDARDS AND APPLICATIONS
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Note. See appendix “ G ”.
11.1 GENERAL
11.1.1 Vertical or horizontal separation shall be provided between :
a. all flights in Class A and B airspaces ;
b. IFR flights in Class C , D and E airspaces;
c. IFR flights and VFR flights in Class C airspace ;
d. IFR flights and Special VFR flights ;
e. special VFR flights
except, for the cases under (b) above in airspaces Classes (D) and (E), during the
hours of daylight when flights have been cleared to climb or descend subject to
maintaining own separation and remaining in Visual Meteorological Conditions
(VMC). Conditions applicable to the use of this procedure are contained in
Chapter 11, 11.9 of this manual.
Note:-Special VFR ( SVFR) separation in use at Sulaymaniyah
International Airport are specified in Chapter 14 ( Aerodrome
control service) of this Manual.
11.1.2
No clearance shall be given to execute any manoeuvre that would reduce
the spacing between two aircraft to less than the separation minima
applicable in the circumstances.
11.1.3
Larger separation than the specified minima should be applied
whenever exceptional circumstances such as unlawful interference
or navigation difficulties call for extra precautions. This should be
done with due regard to all relevant factors so as to avoid impeding
the flow of air traffic by the application of excessive separations.
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Note. Unlawful interference with an aircraft constitutes a case of exceptional
circumstances which might require the application of separation larger
than the specified minima between the aircraft being subject to
unlawful interference and other aircraft.
11.1.4
Where the type of separation or minimum used to separate two aircraft
can not be maintained, another type of separation or another minimum
shall be established prior to the time when the current separation
minimum would be infringed.
11.1.5 DEGRADED AIRCRAFT PERFORMANCE
Whenever, as a result of failure or degradation of navigation,
communications, altimetry, flight control or systems, aircraft
performance is degraded below the level required for the airspace in
which it is operating, the flight crew shall advise the ATC Unit
concerned without delay. Where the failure or degradation affects the
separation minimum currently being employed, the controller shall take
action to establish another appropriate type of separation or separation
minimum.
11.1.6
The provisions contained in this section are intended to form the basis
for traffic separation. Nothing in them precludes a controller from using
discretion and initiative in any particular circumstance where these
procedures appear to be in conflict with the requirement to promote the
safe conduct of flight.
11.1.7
It is paramount that air traffic controllers are in no doubt that
expedition is secondary to the absolute requirement for safety.
11.1.8
ATC shall issue instructions to aircraft flying within controlled airspace
so as to achieve the required separation. These instructions may
include:a. alterations to the aircraft's level and/or track, or
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b. requiring aircraft to lose time in order to arrive
point at, or after a certain time, or
April
2012
at a nominated
c. requiring aircraft to hold at a particular point which may be a
visual point in VMC or a navigation aid in IMC, or
d. requiring aircraft to enter controlled airspace at a certain time,
position or altitude, or
e. requiring aircraft to depart after a particular time, or
f. any other instruction considered necessary by ATC to ensure the
safety of aircraft.
11.1.9
Air traffic controllers shall give first priority to the provision of
separation, traffic information and safety alerts as required in this
manual. The action which is most critical from a safety standpoint
shall be performed first.
11.1.10
Consideration should be given to all relevant factors to avoid applying
excessive separations.
11.1.11
If a situation arises, wherein two or more controlled flights are
separated by less than the prescribed minimum, controllers shall use
every available means to establish the required separation without
delay and issue essential traffic information.
Note . Details of Essential traffic information are contained in Section
11.10 of this Chapter.
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11.2
April
2012
SEPARATION STANDARDS
11.2.1 VERTICAL SEPARATION
11.2.1.1 VERTICAL SEPARATION APPLICATION
Vertical separation is obtained by requiring aircraft using prescribed
altimeter setting procedures to operate at different levels expressed in
terms of flight levels or altitudes as detailed in this chapter and the
relevant AIP - ENR Section.
11.2.1.2 VERTICAL SEPARATION MINIMUM
The vertical separation minimum ( VSM) shall be :
a. a nominal 1 000 feet below FL 290 and a nominal 2 000 feet at or
above FL 290, except as provided in ( b ) below; and
b. within designated airspace, subject to a regional air navigation
agreement : a nominal 1 000 feet below FL 410 and a nominal
2 000 feet at or above FL 410.
Note 1 : The minimum specified in ( b ) above is applied within Iraq
FIR.
Note 2 : Guidance material relating to vertical separation is
contained in the Manual on Implementation of 1 000 feet
Vertical Separation Minimum Between FL 290 and FL 410
Inclusive ( Doc 9574).
11.2.1.3 ASSIGNMENT
FLIGHTS :
OF
CRUISING
LEVELS
FOR
CONTROLLED
Except when traffic conditions and co-ordination procedures permit
authorization of cruise climb, an ATC unit shall normally authorize only
one level for an aircraft beyond its control area, i.e., that level at which
the aircraft will enter the next control area whether contiguous or not. It
is the responsibility of the accepting ATC unit to issue clearance for
further climb as appropriate. When relevant, aircraft will be advised to
request en - route any cruising level changes desired.
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11.2.1.4 Aircraft authorized to employ Cruise Climb techniques shall be cleared to
operate between two levels or above a level.
11.2.1.5 If it is necessary to change the cruising level of an aircraft operating along
an established ATS route extending partly within and partly outside
controlled airspace and where the respective series of cruising levels are
not identical, the change shall, whenever possible, be effected within
controlled airspace.
11.2.1.6 When an aircraft has been cleared into a control area at a cruising level
which is below the established minimum cruising level for a subsequent
portion of the route, the ATC unit responsible for the area should issue a
revised clearance to the aircraft even though the pilot has not requested
the necessary cruising level change.
11.2.1.7 An aircraft may be cleared to change cruising level at a specified time,
place or rate.
11.2.1.8 In so far as practicable, cruising levels of aircraft flying to the same
destination shall be assigned in a manner that will be correct for an
approach sequence.
11.2.1.9 An aircraft at a cruising level shall normally have priority over other
aircraft requesting that cruising level. When two or more aircraft are at
the same cruising level, the preceding aircraft shall normally have
priority.
11.2.1.10 The cruising levels, or, in the case of cruise climb, the range of levels, to
be assigned to controlled flights shall be selected from those allocated to
IFR flights as detailed in the following Table of Cruising Levels (TABLE
11 - 1).
Except that the correlation of levels to track as prescribed therein shall not apply
whenever otherwise indicated in air traffic control clearances or specified by the
appropriate ATS authority in AIP.
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TABLE 11 – 1
MAGNETIC TRACK
FROM 000o TO 179o
FROM 180o TO 359o
IFR FLIGHTS
Altitude/FL
VFR FLIGHTS
Altitude/FL
IFR FLIGHTS
Altitude/FL
VFR FLIGHT
Altitudes/FL
3000 ft
5000 ft
7000 ft
9000 ft
11000 ft
13000 ft
3500 ft
5500 ft
7500 ft
9500 ft
11500 ft
13500 ft
4000FT
6000FT
8000FT
10000FT
12000FT
14000FT
4500FT
6500FT
8500FT
10500FT
12500FT
********
Transition Layer for Sulaymaniyah Airport is Between 14000 ft and FL 160
FL170
FL190
FL210
FL230
FL250
FL270
FL290
FL310
FL330
FL350
FL370
FL390
FL410
FL160
FL180
FL200
FL220
FL240
FL260
FL280
FL300
FL320
FL340
FL360
FL380
FL400
2000 ft vertical separation is required for cruising levels above FL410.
FL450
FL490
ETC
FL430
FL470
ETC
Note 1. The appropriate pressure settings for use with the data contained in this table are
International Standard Atmosphere ”ISA” (1013.25 hPa / 29.92 Inch) for Flight level and
QNH for Altitudes.
Note 2. The correlation of levels to track as prescribed above shall not apply whenever otherwise
indicated in air traffic control clearances.
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11.2.1.11 Vertical separation during climb or descend
11.2.1.11.1 An aircraft may be cleared to a level previously occupied by another
aircraft after the latter has reported vacating it, except :
a. sever turbulence is known to exist;
b. the higher aircraft is effecting a cruise climb; or
c. the difference in aircraft performance is such that less than the
applicable separation standard may result;
in which case such clearance shall be withheld until the aircraft vacating the level
has reported at another level separated by the required minimum.
11.2.1.11.2 When the aircraft concerned are entering or established in the same
holding pattern, consideration shall be given to aircraft descending at
markedly different rates and, if necessary, additional measures
such as specifying a maximum descent rate for the higher aircraft and
a minimum descent rate for the lower aircraft should be applied to
ensure that the required separation is maintained. ( i.e. lower aircraft
to maintain rate of descend 2 000 feet per minute or more and the
higher aircraft to maintain rate of descent 2 000 feet per minute or
less ).
Pilots in direct communication with each other, may with their
concurrence, be cleared to maintain a specified vertical separation
between their aircraft during ascent or descent.
11.3
HORIZONTAL SEPARATION
11.3.1 GENERAL
Note 1. Attention is drawn to the following guidance material :
a. Air Traffic Services Planning Manual ( Doc 9426).
b. Manual On Airspace Planning Methodology for the Determination
Of Separation Minima ( Doc 9689), and
c. Manual On Required Navigation Performance ( RNP) ( Doc 9613).
Note 2 : Provisions concerning reductions in separation minima are
contained in Section 11.11 of this Manual.
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11.3.1.1
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Horizontal separation is divided into Lateral Separation, Longitudinal
Separation.
11.3.2 LATERAL SEPARATION
11.3.2.1 LATERAL SEPARATION APPLICATION
11.3.2.1.1 Lateral separation shall be applied so that the distance between those
portions of the intended routes for which the aircraft are to be laterally
separated is never less than an established distance to account for
navigational inaccuracies plus a specified buffer. This buffer shall be
determined by the appropriate authority and included in the lateral
separation minima as an integral part thereof.
Note. In the minima specified in 11.3.2.2 an appropriate buffer has
already been included.
11.3.2.1.2 Lateral separation of aircraft is obtained by requiring operation on
different routes or in deferent geographical locations as determined by
visual observation, by the use of navigation aids or by the use of Area
Navigation (RNAV) equipment.
11.3.2.1.3 When information is received indicating navigation equipment failure
or deterioration below the navigation performance requirements.
ATC shall then, as required apply alternative separation methods or
minima.
11.3.2.2 LATERAL SEPARATION CRITERIA AND MINIMA
11.3.2.2.1 Means by which lateral separation may be applied include the following :
11.3.2.2.1.1
By reference to the same or different Geographic
Locations ( ICAO & Local Procedures ) :
By position reports which positively indicate the aircraft are over
different Geographic Locations as determined visually or by reference
to a navigation aid ( See Fig. 11 - 1 ).
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Navigational
Aid
Geographical
Location
Fig. 11 - 1
Geographical Separation
11.3.2.2.1.2
By use of the same navigation aid or method :
By requiring aircraft to fly on specified tracks which are separated by
a minimum amount appropriate to the navigation aid or method
employed. Lateral separation between two aircraft exists when :
a. VOR :
1. ICAO STANDARDS : both aircraft are established on
radials diverging by at least 15 degrees and at least one
aircraft is at a distance of 15 NM or more from the facility
( See Fig. 11 - 2).
Fig. 11 – 2
ICAO VOR Separation
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2. LOCAL PROCEDURES : Both aircraft are established on
radials diverging by at least 20 degrees and at least one
aircraft is at a distance of 20 NM or more from the VOR
station ( See Fig. 11 - 3).
Fig. 11 – 3
Local VOR Separation
b. NDB :
1. ICAO STANDARDS : Both aircraft are established on
tracks to or from the NDB which are diverging by at
least 30 degrees and at least one aircraft is at a distance
of 15 NM or more from the NDB station ( See Fig. 11 - 4 ).
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Fig. 11 – 4
ICAO NDB Separation
2. LOCAL PROCEDURES :Both aircraft are established on
tracks to or from the NDB which are diverging by at
least 30 degrees and at least one aircraft is at a distance
of 20 NM or more from the NDB station ( See Fig. 11 - 5).
Fig. 11 – 5
Local NDB Separation
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c. DEAD RECKONING ( DR )
1. ICAO STANDARDS : Both aircraft are established on
tracks diverging by at least 45 degrees and at least one
aircraft is at a distance of 15 NM or more from the point
of intersection of the tracks, this point being determined
either visually or by reference to a navigation aid and
both aircraft are established outbound from
the
intersection ( See Fig. 11 - 6 ).
Fig. 11 – 6
ICAO DR Separation
2. LOCAL PROCEDURES: Both aircraft are established
on tracks diverging by at least 45 degrees and at least one
aircraft is at a distance of 20 NM or more from the point
of intersection of the tracks, this point being determined
either visually or by reference to a navigation aid and
both aircraft are established outbound from the
intersection ( See Fig. 11 - 7 ).
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Fig. 11 – 7
Local DR Separation
d. RNAV OPERATIONS ( ICAO & Local procedures) : Both
aircraft are established on tracks which diverge by at least 15
degrees and the protected airspace associated with the track of
one aircraft does not overlap with the protected airspace
associated with the track of the other aircraft. This is
determined by applying the angular difference between two
tracks and the appropriate protected airspace value. The
derived value is expressed as a distance from the intersection of
the two tracks at which lateral separation exists.
11.3.2.2.1.3
By use of different navigation aids or methods ( ICAO
& Local procedures): Lateral separation between aircraft using
different navigation aids, or when one aircraft is using RNAV
equipment, shall be established by ensuring that the derived protected
airspaces for the navigation aid(s) or RNP do not overlap.
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11.3.2.2.1.4
April
2012
RNAV operations where RNP is specified on parallel
tracks or ATS routes ( ICAO and Local procedures): Within
designated airspace or on designated routes, where RNP is specified,
lateral separation between RNAV-equipped aircraft may be obtained
by requiring aircraft to be established on the centre lines of parallel
tracks or ATS routes spaced at a distance which ensures that the
protected airspace of the tracks or ATS routes does not overlap.
Note. The spacing between parallel tracks or between parallel ATS route centre
lines for which an RNP type is required will be dependent upon the relevant
RNP type specified. Guidance material related to the spacing between tracks
or ATS routes based on RNP type is contained in Annex 11, Attachment B.
11.3.2.2.1.5
RNAV operations (where RNP is specified) on
intersecting tracks or ATS routes ( ICAO and Local
procedures). The use of this separation is limited to intersecting
tracks that converge to or diverge from a common point at angles
between 15 and 135 degrees.
11.3.2.2.1.5.1 For intersecting tracks, the entry points to and the exit points from
the area in which lateral distance between the tracks is less than the
required minimum are termed lateral separation points. The area
bound by the lateral separation points is termed the area of conflict
(see Fig. 11 – 8 ).
11.3.2.2.1.5.2 The distance of the lateral separation points from the track
intersection shall be determined by collision risk analysis and will
depend on complex factors such as the navigation accuracy of the
aircraft, traffic density, and occupancy.
Note. Information on the establishment of lateral separation points and
collision risk analyses are contained in the Manual on Airspace
Planning Methodology for the Determination of Separation Minima
(Doc 9689).
11.3.2.2.1.5.3 Lateral separation exists between two aircraft when at least one of
the aircraft is outside the area of conflict.
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11.3.2.2.1.6
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2012
Transitioning into airspace where a greater lateral
separation minimum applies: Lateral separation will exist
when aircraft are established on specified tracks which:
a. are separated by an appropriate minimum; and
b. diverge by at least 15 degrees until the applicable lateral
separation minimum is established;
providing that it is possible to ensure, by means approved by the
appropriate ATS authority, that aircraft have the navigation
capability necessary to ensure accurate track guidance
11.3.3
LONGITUDINAL SEPARATION
11.3.3.1 LONGITUDINAL SEPARATION APPLICATION
( ICAO & Local procedures)
Longitudinal separation shall be applied so that the spacing between the estimated
positions of the aircraft being separated is never less than a prescribed
minimum. Longitudinal separation between aircraft following the
same or diverging tracks may be maintained by application of speed
control, including the Mach number technique. When applicable, use
of the Mach number technique shall be prescribed on the basis of a
regional air navigation agreement.
Note 1. Attention is drawn to the guidance material contained in the Air
Traffic Services Planning Manual ( Doc 9426 ) regarding the
application of the Mach number technique to separation of subsonic
aircraft.
Note 2. The Mach number technique is applied using true Mach number.
11.3.3.1.2 In applying a time - or distance – based longitudinal separation
minimum between aircraft following the same track, care shall be
exercised to ensure that the separation minimum will not be infringed
whenever the following aircraft is maintaining a higher air speed than
the preceding aircraft. When aircraft are expected to reach minimum
separation, speed control or other type of separation shall be applied to
ensure that the required separation minimum is maintained.
11.3.3.1.3 Longitudinal separation may be established by requiring aircraft to
depart at a specified time, to arrive over a geographical location at
a specified time, or to hold over a geographical location until a specified
time.
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11.3.3.1.4 For the purposes of application of longitudinal separation, the terms
"same track", "reciprocal track" and "crossing tracks" shall have the
following meanings:Note. See appendix “ H ”.
a. SAME TRACK ( See Fig 11 - 9)
Same direction tracks and intersecting tracks or positions
thereof, the angular difference of which is less than 45 degrees or
more than 315 degrees, and whose protected airspace overlap.
Fig. 11 – 9
Aircraft on Same track
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b. RECIPROCAL TRACKS ( See Fig 11 - 10)
Opposite tracks and intersecting tracks or portions thereof, the
angular difference of which is more than 135 degrees but less
than 225 degrees, and whose protected airspaces overlap.
Fig. 11 - 10 Aircraft on Reciprocal tracks
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c. CROSSING TRACKS ( See Fig 11 - 11)
Intersecting tracks or portion thereof other than those specified
in (a) and (b) above.
Fig. 11 - 11
Aircraft on
Crossing tracks
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11.3.3.2 LONGITUDINAL SEPARATION MINIMA
LONGITUDINAL SEPARATION BASED ON TIME
( ICAO & Local procedures)
11.3.3.2.1.1 AIRCRAFT MAINTAINING SAME LEVEL
Aircraft flying on the same track
11.3.3.2.1.1.1
a.
b.
Fifteen minutes ( See Fig. 11 - 12); or
Ten minutes, if navigation aids permit frequent determination of
Five
c.
position and speed ( See Fig. 11 – 13); or
minutes in the following cases, provided that in each case
the preceding aircraft is maintaining a true air speed of
20 kt or more faster than the succeeding aircraft ( See Fig.
11 – 14) :
1. between aircraft
aerodrome;
that have departed from the
same
2. between en-route aircraft that have reported over the same
exact significant point;
3. between departing and en - route aircraft after the en - route
aircraft has reported over a fix that is so located in relation
to the departure point as to ensure that five - minutes
separation can be established at the point the departing
aircraft will join the air route, or
d.
Three minutes in the cases listed under (c) above provided
that
in each case the preceding aircraft is maintaining a true
airspeed of 40kt or more faster than the succeeding
aircraft. ( See Fig. 11 – 15).
Aircraft flying on crossing track
11.3.3.2.1.1.2
a.
Fifteen minutes
at the point of intersection of the tracks.
(See Fig. 11 – 16)
b. Ten minutes if navigation aids permit frequent determination
of position and speed. ( See Fig. 11 – 17).
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Fig. 11 – 12 Fifteen-minute separation between
aircraft on same track and same level
Fig. 11 – 14 Five-minute separation between
2012
Fig. 11 – 13 Ten-minute separation
aircraft on same track and same level
Fig. 11 – 15 Three-minute separation
aircraft on same track and same level
aircraft on same track and same level
Fig. 11 – 16 Fifteen-minute separation between
aircraft on crossing tracks and same level
Fig. 11 – 17 Ten-minute separation
aircraft on crossing tracks and same level
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11.3.3.2.1.2 AIRCRAFT CLIMBING OR DESCENDING
11.3.3.2.1.2.1
Aircraft flying on the same track
When an aircraft will pass through the level of another aircraft
on the same track, the following minimum longitudinal
separation shall be provided:
a.
Fifteen minutes
b.
Ten minutes
c.
Five minutes
while vertical separation does not exist
(See Figs. 11 – 18 A and 11 – 18 B)
while vertical separation does not exist,
Provided that such separation is authorized only
where navigation aids permit frequent determination
of position and speed ( See Figs. 11 – 19 A and
11 – 19 B).
while vertical separation does not exist,
provided that the level change is commenced within
TEN minutes of the time the second aircraft has
reported over an exact reporting point (See Figs. 11 –
20 A and 11 – 20 B).
Note. To facilitate application of the procedure where a
considerable change of level is involved, a descending
aircraft may be cleared to some convenient level above the
lower aircraft, or a climbing aircraft to some convenient
level below the higher aircraft, to permit a further check
on the separation that will obtain while vertical separation
does not exist.
11.3.3.2.1.2.2 Aircraft flying on crossing tracks
a.
Fifteen minutes
b.
Ten
while vertical separation does not exist
( See Fig. 11 – 21 A and Fig. 11 – 21 B ).
minutes while vertical separation does not exist if
navigation aids permit frequent determination for
position
and speed ( See Fig. 11 – 22 A and
Fig. 11 – 22 B).
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11.3.3.2.1.2.3 Aircraft flying on reciprocal tracks
Where lateral separation is not provided, vertical separation
shall be provided for at least TEN minutes prior to and after the
time the aircraft are estimated to pass, or estimated to have
passed ( See Fig. 11 – 23). Provided it has been determined that
the aircraft have passed each other, this minimum need not
applied.
Fig. 11 – 18 A Fifteen-minute separation between aircraft climbing and on same
Track
Fig. 11 – 18 B Fifteen-minute separation between aircraft descending and on
same track
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Fig 11 – 19 A Ten-minute separation between aircraft climbing and on same
track
Fig 11 – 19 B Ten-minute separation between aircraft descending and on same
track
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Fig. 11 – 20 A Five-minute separation between aircraft climbing and on same
track
Fig. 11 – 20 B Five-minute separation between aircraft descending and on same
track
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Fig. 11 – 21 A Fifteen-minute separation between aircraft climbing and on
crossing tracks
Fig. 11 – 21 B Fifteen-minute separation between aircraft descending and on
crossing tracks
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Fig. 11 - 22 A Ten-minute separation between aircraft climbing and on crossing
tracks
Fig. 11 - 22 B Ten-minute separation between aircraft descending and on
crossing tracks
Fig. 11 - 23 Ten-minute separation between aircraft on reciprocal tracks
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11.3.3.2.2
Sulaymaniyah International Airport
April
2012
LONGITUDINAL SEPARATION BASED ON DISTANCE USING
DISTANCE MEASURING EQUIPMENT ( DME ) AND/OR GNSS
( ICAO & Local procedures)
Note. When the term “ on track “ is used in provisions relating to the
application of longitudinal separation minima using DME
and/or GNSS, it means that the aircraft is flying either directly
inbound to or directly outbound from the station.
11.3.3.2.2.1 Separation shall be established by maintaining not less than specified
distance(s) between aircraft positions as reported by reference to
DME in conjunction with other appropriate navigation aids and/or
GNSS. This type of separation shall be applied between two aircraft
using DME, or two aircraft using GNSS, or one aircraft using DME
and one aircraft using GNSS. Direct controller - pilot VHF voice
communication shall be maintained while such separation is used.
Note. For the purpose of applyin g GNSS - based separation minimum,
a distance derived from an integrated navigation system
incorporating GNSS input is regarded as equivalent to GNSS
distance.
11.3.3.2.2.2 When applying these separation minima between any aircraft with
area navigation capability, controllers shall specifically request
GNSS-derived distance.
Note. Reasons making a pilot unable to provide GNSS distance
information may include inadequate on-board equipment, no GNSS
input into an integrated navigation system, or a loss of GNSS
integrity.
11.3.3.2.2.3 AIRCRAFT AT THE SAME CRUISING LEVEL
11.3.3.2.2.3.1 Aircraft on the same track
a.
37 Km ( 20 NM ), provided :
1. each aircraft utilizes :
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i. the same “ on track” DME station when both aircraft
are utilizing DME; or
ii. an “on-track” DME station and a collocated waypoint
when one aircraft is utilizing DME and the other is
utilizing GNSS; or
iii. the same waypoint when both aircraft are utilizing
GNSS, and
2. separation is checked by obtaining simultaneous DME
and/or GNSS readings from the aircraft at frequent
intervals to ensure that the minimum will not be infringed
( See Fig. 11 – 24 ).
b.
19 Km ( 10 NM ), provided :
1. the leading aircraft maintains a true airspeed of (20 Kt) or
more faster than the succeeding aircraft;
2. each aircraft utilizes:
the same “on-track” DME station when both aircraft are
utilizing DME; or
an “on-track” DME station and a collocated waypoint
when one aircraft is utilizing DME and the other is
utilizing GNSS; or
the same waypoint when both aircraft are utilizing
GNSS; and
3. separation is checked by obtaining simultaneous DME
and/or GNSS readings from the aircraft at such intervals
as are necessary to ensure that the minimum is
established and will not be infringed (see Fig. 11 - 25 ).
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11.3.3.2.2.2.2 Aircraft on crossing tracks
The longitudinal separation prescribed in 11.3.3.2.2.2.1 shall also
apply provided each aircraft reports distance from the DME station
and/or collocated waypoint or same waypoint located at the
crossing point of the tracks and that the relative angle between the
tracks is less than 90 degrees ( See Fig. 11 – 26 A and 11 – 26 B ).
Fig 11 – 24
37 km (20 NM) DME and/or GNSS-based separation between
aircraft on same track and same level
Fig 11 – 25
19 km (10 NM) DME and/or GNSS-based separation between
aircraft on same track and same level
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Fig 11 – 26 A
37 km (20 NM) DME and/or GNSS-based separation between
aircraft on crossing tracks and same level
Fig 11 – 26 B
19 km (10 NM) DME and/or GNSS-based separation between
aircraft on crossing tracks and same level
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11.3.3.2.2.3
April
2012
AIRCRAFT CLIMBING OR DESCENDING
11.3.3.2.2.3.1
Aircraft on the same track
19 Km(10 NM) while vertical separation does not exist, provided :
a. each aircraft utilizes :
the same “on-track” DME station when both aircraft utilizing
DME; or
an “on-track” DME station and a collocated waypoint when
one aircraft is utilizing DME and the other is utilizing
GNSS; or
the same waypoint when both aircraft are utilizing GNSS; and
b. one aircraft maintains a level while vertical separation does not
exist; and
c. separation is established by obtaining simultaneous DME
and/or GNSS readings from the aircraft (See Fig. 11 – 27 A &
11 – 27 B ).
Note. To facilitate application of the procedure where a considerable
change of level is involved, a descending aircraft may be cleared
to some convenient level above the lower aircraft or a climbing
aircraft to some convenient level below the higher aircraft, to
permit a further check on the separation that will obtain while
vertical separation does not exist.
11.3.3.2.2.3.2 Aircraft on reciprocal tracks
Aircraft utilizing on – track DME and/or collocated waypoint or
same waypoint may be cleared to climb or descend through the
levels occupied by other aircraft utilizing on – track DME and/or
collocated waypoint or same waypoint, provided that it has been
positively established that the aircraft have passed each other and
are at least 10 NM apart.
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Fig. 11 – 27 A
Fig. 11 – 27 B
April
2012
19 km (10 NM) DME and/or GNSS-based separation
between aircraft climbing and on same track.
19 km (10 NM) DME and/or GNSS-based separation
between aircraft descending and on same track.
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11.4 SEPARATION OF AIRCRAFT HOLDING IN FLIGHT
( ICAO & Local procedures )
11.4.1 Aircraft established in adjacent holding patterns shall, except when lateral
separation between holding areas exists as determined by the appropriate
ATS authority, be separated by applicable vertical separation minimum.
11.4.2 Except when lateral separation exists, vertical separation shall be applied
between aircraft holding in flight and other aircraft, whether arriving,
departing or en-route, whenever the other aircraft concerned are within
FIVE minutes flying time of the holding area (See Fig. 11 - 28).
Fig. 11 – 28
Separation between holding aircraft and en-route aircraft
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11.5 MINIMUM SEPARATION BETWEEN
DEPARTING AIRCRAFT
Note 1. The following provisions are complementary to the longitudinal
separation minima specified in Section 11.3.3 of this Manual.
Note 2. When applying the following provisions, controllers shall take
into consideration the required Non – Radar Wake Turbulence
Longitudinal Separation Minima specified in Section 11.8 of
this Manual.
Note 3. Wake turbulence categories of aircraft are contained in
Chapter 5, 5.10 of this Manual.
Note 4. Detailed characteristics of wake vortices and their effect on
aircraft are contained in the Air Traffic Services Planning
Manual ( Doc 9426 ), Part II, Section 5.
11.5.1 ICAO standards
11.5.1.1 ONE – minute separation is required if aircraft are to fly on tracks
diverging by at least 45 degrees immediately after take – off so that lateral
separation is provided ( See Fig. 11 – 29 ).
11.5.1.2 TWO minutes separation are required between take – offs when the
preceding aircraft is 40 Kt or more faster than the following aircraft
and both aircraft will follow the same track ( See Fig. 11 – 30 ).
11.5.1.3 FIVE - minutes separation are required while vertical separation does not
exist if a succeeding departing aircraft will be flown through the level of a
preceding departing aircraft and both aircraft propose to follow the same
track ( See Fig. 11 – 31). Action shall be taken to ensure that the five –
minutes separation will be maintained or increased while vertical
separation does not exist.
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Fig. 11 – 29
One –minute separation
between departing aircraft
following tracks diverging
by at least 45 degrees
Fig. 11 – 30
2012
Two-minute separation between
departing aircraft following
same track
Fig. 11 – 31 Five-minute separation between departing aircraft
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11.5.2 Local procedures for Sulaymaniyah International
Airport Class “ D ” airspace:
Note 1. No need to apply longitudinal separation between departing aircraft, if
they are cleared to different levels and the vertical separation will be
maintained during the climbing phase.
Note 2. Before issuing start up clearance to succeeding departing aircraft it shall
be informed about its expected time of departure.
11.5.2.1 Both departing aircraft IFR flights or one of them IFR flight
and the other S/VFR flight: 10 minutes separation between take-offs
shall be provided.
11.5.2.2 One departing aircraft is an IFR Flight and the other
departing aircraft is a VFR Flight:
a. 10 Minutes separation between take-offs shall be
provided, if the VFR Flight is the preceding
departing aircraft and the IFR Flight is the
succeeding departing aircraft.
b.
5 Minutes separation between take-offs shall be
provided, if the IFR Flight is the preceding
departing aircraft and the VFR Flight is the
succeeding departing aircraft.
11.5.2.3 Both departing aircraft S/VFR Flights : 5 minutes separation
between take-offs shall
be provided.
11.5.2.4 One departing aircraft is a Special VFR Flight and the other
departing aircraft is a VFR Flight: 5 minutes separation between
take-offs shall be provided.
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11.5.2.5 Both departing aircraft VFR Flights : 3 minutes separation
between take-offs shall
be provided.
Note. When applying Three Minutes or Five Minutes separation between take-offs , the
succeeding departing aircraft shall be provided with full traffic information
regarding the preceding departing aircraft.
11.6 SEPARATION OF DEPARTING AIRCRAFT
FROM ARRIVING AIRCRAFT
11.6.1 ICAO Standard
11.6.1.1 Except as otherwise prescribed by the appropriate ATS authority, the
following separation shall be applied when take-off clearance is based on
the position of an arriving aircraft.
11.6.1.1.1 If an arriving aircraft is making a complete instrument approach, a
departing aircraft may take off:
a. in any direction until an arriving aircraft has
started its procedure turn or base turn leading to
final approach;
b. in a direction which is different by at least 45
degrees from the reciprocal of the direction of
approach after the arriving aircraft has started
procedure turn or base turn leading to final
approach, provided that the take-off will be made
at least 3 minutes before the arriving aircraft is
estimated to be over the beginning of the
instrument runway (See Fig. 11 – 32 ).
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Fig. 11 – 32 Separation of departing aircraft from arriving aircraft
11.6.1.1.2 If an arriving aircraft is making a straight-in approach, a departing
aircraft may take off:
a. in any direction until 5 minutes before the arriving aircraft is
estimated to be over the instrument runway;
b. in a direction which is different by at least 45 degrees from the
reciprocal of the direction of approach of the arriving aircraft:
1. until 3 minutes before the arriving aircraft is
estimated to be over the beginning of the instrument
runway (See Fig. 11 - 32); or
2. before the arriving aircraft crosses a designated fix on
the approach track; the location of such fix to be
determined by the appropriate ATS authority after
consultation with the operators.
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11.6.2 Sulaymaniyah Local Procedures
11.6.2.1 If an arriving aircraft is making a complete instrument approach,
a. departing aircraft may take – off in any direction provided
that the arriving aircraft ( See Fig. 11 – 33 )
1. reported leaving SUL VOR outbound establishing Radial
310 or 130 according to runway in-use; and
2. still not reported procedure turn started.
b. Both arriving and departing aircraft are cleared to use the same
runway.
Note. Action shall be taken to ensure that the departing aircraft is
ready for immediate departure and will depart before the arriving
aircraft reports procedure turn started.
Fig 11 – 33 Separation of departing aircraft from arriving aircraft
11.6.2.2 If an arriving aircraft is making a straight – in approach , the following
shall be applied :
a. when runway 31 in-use, a departing aircraft may take – off in any
direction before the arriving aircraft reported 15 NM DME from
SUL VOR.
b. When runway 13 in – use, a departing aircraft may take – off in any
direction before the arriving aircraft reported 12 NM DME from
SUL VOR.
Note. Action shall be taken to ensure that the departing aircraft is
ready for immediate departure and will depart before the arriving
aircraft reports 15 NM DME or 12 NM DME from SUL VOR
according to runway in – use .( See a and b above)
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11.7
2012
SEPARATION BETWEEN ARRIVING AIRCRAFT
( Sulaymaniyah Local Procedures)
11.7.1 If arriving aircraft are making a complete instrument approach, all
arriving aircraft other than number one in approach sequence shall be
cleared to 9000 Feet Altitude or more.
11.7.2 At least 1000 Feet vertical separation shall be maintained between arriving
aircraft at all times.
11.7.3 Ten minutes time interval between successive approaching aircraft shall
be applied at Sulaymaniyah International Airport.
11.7.4
To avoid loss of separation in the event that a missed approach is
probable, succeeding arriving aircraft shall not be cleared to less than
9000 Feet altitude until the time the preceding arriving aircraft has landed.
11.7.5 Succeeding arriving
approach unless,
aircraft
shall
not
be
cleared
for ILS/VOR
a. the preceding arriving aircraft has reported that it is able to
complete its approach without encountering instrument
meteorological conditions; or
b. the preceding arriving aircraft is in communication with and
sighted by the aerodrome control tower, and reasonable
assurance exists that a normal landing can be accomplished; or
11.7.6 In establishing the approach sequence, the need for increased longitudinal
spacing between arriving aircraft due to wake turbulence shall be taken
into account.
11.7.7 If the pilot of an aircraft in an approach sequence has indicated an intention
to hold for weather improvement, or for other reasons, such action shall be
approved. However, when other holding aircraft indicate intention to
continue their approach to land, the pilot desiring to hold will be cleared to
an adjacent fix for holding awaiting weather change or re-routing.
Alternatively, the aircraft should be given a clearance to place it at the top
of the approach sequence so that other holding aircraft may be permitted to
land. Coordination shall be effected with any adjacent ATC unit or control
sector, when required, to avoid conflict with the traffic under the
jurisdiction of that unit or sector.
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11.8 TIME – BASED WAKE TURBULANCE
LONGITUDINAL SEPARATION MINIMA
11.8.1 Applicability
11.8.1.1 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 HEAVY or MEDIUM aircraft, and
b. between arriving IFR flights executing visual approach when the
succeeding aircraft has reported the preceding aircraft in sight and
has been instructed to follow and maintain own separation from
that aircraft.
11.8.1.2 The ATC unit shall, in respect of the flights specified in 11.8.1.1(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 aircraft of a
heavier wake turbulence category is acceptable. If it is determined that
additional spacing is required, the flight crew shall inform the ATC unit
accordingly, stating their requirements.
11.8.2 Arriving aircraft
11.8.2.1 Except as provided for in 11.8.1.1 (a) and (b), the following separation
minima shall be applied :
a. TWO – minutes if MEDIUM aircraft landing behind HEAVY
aircraft.
b. THREE – minutes if LIGHT
HEAVY or MEDIUM aircraft.
aircraft landed behind a
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11.8.3 Departing aircraft
11.8.3.1 A minimum separation of TWO minutes shall be applied between a
LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft or a
LIGHT aircraft taking off behind a MEDIUM aircraft when the aircraft
are using :
a. the same runway; ( See Fig. 11 – 34 )
b. parallel runways separated by less than 760 m ( 2 500 ft). ( See Fig.
11 – 34)
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 300 m (1 000 ft) below; See Fig. 11 – 35 )
d. parallel runways separated by 760 m ( 2 500 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 Fig. 11 – 35 )
11.8.3.2 A separation minimum of THREE minutes shall be applied between a
LIGHT or MEDIUM aircraft when taking off behind a HEAVY aircraft
or a LIGHT aircraft when taking off behind a MEDIUM aircraft from :
a. an intermediate part of the same runway; or
b. an intermediate part of a parallel runways separated by less than
760 m ( 2 500 ft) ( See Fig. 11 – 36).
Fig. 11- 34 Two-minute wake turbulence separation for following aircraft
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Fig. 11 - 35 Two-minute wake turbulence separation for crossing aircraft
Fig. 11 – 36 Three-minute wake turbulence separation for following aircraft
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11.8.4 Displaced landing threshold
11.8.4.1 A separation minimum of TWO minutes shall be applied between
a LIGHT or MEDIUM aircraft and a HEAVY aircraft and between
a LIGHT aircraft and a MIDIUM aircraft when operating on a runway
with a displaced landing threshold when :
a. a departing LIGHT or MEDIUM aircraft follows a HEAVY
aircraft arrival and a departing LIGHT aircraft follows a
MEDIUM aircraft arrival; or
b. an arriving LIGHT or MEDIUM aircraft follows a HEAVY
aircraft departure and an arriving LIGHT aircraft follows
a MEDIUM aircraft departure if the projected flight paths are
expected to cross.
.
11.8.5 Opposite direction
11.8.5.1
A separation minimum of TWO minutes shall be applied between a
LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a
LIGHT aircraft and a MEDIUM aircraft when the heavier aircraft is
making a low or missed approach and the lighter aircraft is :
a. utilizing an opposite – direction runway for take – off ( See
Fig 11 – 37 ); or
b. landing on the same runway in the opposite direction, or on a
parallel opposite – direction runway separated by less than 760 m
( 2500 ft) ( See Fig. 11 – 38 ).
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Fig. 11 – 37 Two-minute wake turbulence separation for opposite-direction
take-off
Fig. 11 – 38 Two-minute wake turbulence separation for opposite-direction
Landing
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11.9
April
2012
CLEARANCES TO FLY MAINTAINING OWN
SEPARATION WHILE IN VISUAL
METEOROLOGICAL CONDITIONS ( VMC)
Note 1. As indicated in this section, the provision of vertical or horizontal
separation by an Air Traffic Control Unit is not applicable in respect of
any specified portion of a flight cleared subject to maintaining own
separation and remaining in Visual Meteorological Conditions (VMC ).
It is for the flight so cleared to ensure, for the duration of the clearance,
that it is not operated in such proximity to other flights as to create a
collision hazard.
Note 2 . It is axiomatic that a VFR flight must remain in Visual Meteorological
Conditions ( VMC ) at all times. Accordingly, the issuance of a
clearance to a VFR flight to fly subject to maintaining own separation
separation remaining in Visual Meteorological Conditions ( VMC ) has
no other object than to signify that, for the duration of the clearance,
separation from other aircraft by Air Traffic Control is not provided.
Note. 3 The objectives of the Air Traffic Control Service as prescribed in
Annex 11 do not include prevention of collision with terrain. The
procedures prescribed in this manual do not relieve pilots of their
responsibility to ensure that any clearances issued by Air Traffic
Control Units are safe in this respect. When an IFR flights is vectored or is
given a direct routing which takes the aircraft off an ATS route, the
procedures in Chapter 16,16.6.5.2 apply. (See Doc 4444 Note 3 of item 5.9).
11.9.1 When so requested by an aircraft and provided it is agreed by the pilot of
the other aircraft and so authorized by the appropriate ATS authority, an
ATC unit may clear a controlled flight, including departing and arriving
flights, operating in airspace Classes D and E in visual meteorological
conditions during the hours of daylight to fly subject to maintaining own
separation to one other aircraft and remaining in visual meteorological
conditions. When a controlled flight is so cleared, the following shall apply:
a. the clearance shall be for a specified portion of the flight at or below
3 050 m (10 000 ft), during climb or descent and subject to further
restrictions as and when prescribed on the basis of regional air
navigation agreements;
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b. if there is a possibility that flight under visual meteorological
conditions may become impracticable, an IFR flight shall be
provided with alternative instructions to be complied with in the
event that flight in visual meteorological conditions (VMC) cannot be
maintained for the term of the clearance;
c. the pilot of an IFR flight, on observing that conditions are
deteriorating and considering that operation in VMC will become
impossible, shall inform ATC before entering instrument
meteorological conditions (IMC) and shall proceed in accordance
with the alternative instructions given.
Note. See also 11.10.1.2
11.10 ESSENTIAL TRAFFIC INFORMATION
11.10.1 General
.
11.10.1.1 Essential traffic is that controlled traffic to which the provision of
separation by ATC is applicable, but which, in relation to a particular
controlled flight is not, or will not be, separated from other controlled
traffic by the appropriate separation minimum.
Note. ATC is required to provide separation between :
a. IFR flights in airspace classes A,B,C,D and E.
b. IFR and VFR flights in airspace classes B and C.
c. VFR flights in airspace class B.
Therefore, IFR or VFR flights may constitute essential traffic to IFR traffic, and
IFR flights may constitute essential traffic to VFR traffic. However, a VFR
flight would not constitute essential traffic to other VFR flights except within
class B airspace.
11.10.1.2 Essential traffic information shall be given to controlled flights
concerned whenever they constitute essential traffic to each other.
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Note. This information will inevitably relate to controlled flights cleared
subject to maintaining own separation and remaining in Visual
Meteorological Conditions ( VMC ) and whenever the intended
separation minimum has been infringed.
11.10.1.3 Information on essential traffic known to the controller shall be
transmitted without delay to departing and arriving aircraft concerned.
11.10.1.4 Essential traffic information shall be described so as to be easily
identified.
11.10.2 Information to be provided
11.10.2.1 Essential traffic information shall include :
a. direction of flight of aircraft concerned;
b. type and wake turbulence category (if relevant) of aircraft concerned
c. Cruising level of aircraft concerned and ;
1. estimated time over the reporting point nearest to where the level
will be crossed; or,
2. relevant bearing of the aircraft concerned in terms of 12 – hour
clock as well as distance from the conflicting traffic; or
3. actual or estimated position of the aircraft concerned.
Note 1. Nothing in Section 11.10 is intended to prevent ATC from
imparting to aircraft under its control any other information at its
disposal with a view to enhancing air safety in accordance with
the objectives of ATS as defined in Chapter 5 of this manual.
Note 2. Wake turbulence category will only be essential traffic
information if the aircraft concerned is of a heavier wake
turbulence category than the aircraft to which the traffic
information is directed.
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EXAMPLES ( For ORSU only ):
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Example one
----------------Outbound traffic B737 airborne at time 0015 destination ORBI
passing 7000 Feet climbing to 11 000 Feet released to Baghdad North
Sector.
Example two
----------------Outbound traffic B737 just airborne destination ORBI climbing to
11 000 feet report in sight.
Example three
------------------Inbound traffic type C23, 25 NM out maintaining 8000 feet report in
sight.
11.11
REDUCTION IN SEPARATION MINIMA
Note. See also Chapter 13, ATS Safety Management.
11.11.1 ICAO Standards ( See Doc 4444, Chapter 5, 5.11)
11.11.1.1 Provided an appropriate safety assessment has shown that an acceptable
level of safety will be maintained, and after prior consultation with users,
the separation minima detailed in Doc 4444 Chapter 5.4.1 and 5.4.2 may
be reduced in the following circumstances:
.
11.11.1.1.1 As determined by the appropriate ATS authority as appropriate:
a. when special electronic or other aids enable the pilot-in-command
of an aircraft to determine accurately the aircraft’s position and
when adequate communication facilities exist for that position to be
transmitted without delay to the appropriate air traffic control
unit; or
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b. when, in association with rapid and reliable communication
facilities, information of an aircraft’s position, derived from an
ATS surveillance system, is available to the appropriate air traffic
control unit; or
c. when special electronic or other aids enable the air traffic
controller to predict rapidly and accurately the flight paths of
aircraft, and adequate facilities exist to verify frequently the actual
aircraft positions with the predicted positions; or
d. when RNAV-equipped aircraft operate within the coverage of
electronic aids that provide the necessary updates to maintain
navigation accuracy.
11.11.1.1.2 In accordance with regional air navigation agreements when:
a. special electronic, area navigation or other aids enable the aircraft
to closely adhere to their current flight plans; and
b. the air traffic situation is such that the conditions in 5.11.1.1 a)
regarding communications between pilots and the appropriate
ATC unit or units need not necessarily be met to the degree
specified therein.
Note. Attention is drawn to the guidance material contained in the Air Traffic
Services Planning Manual (Doc 9426) regarding conditions governing the
reduction of separation minima and to the Manual on Airspace Planning
Methodology for the Determination of Separation Minima (Doc 9689).
11.11.2 Sulaymaniyah Local Procedures
11.11.2.1 Separation minima detailed in Chapter 11, 11.3.2 and 11.3.3 of this
Manual shall not be reduced except in the following circumstances ;
a. When aircraft are operating in the vicinity of the aerodrome and;
1. adequate separation can be provided by the aerodrome
controller when each aircraft is continuously visible to the
this controller; or
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2. each aircraft is continuously visible to flight crews of the
other aircraft concerned and the pilots thereof report that
they can maintain their own separation; or
3. in case of one aircraft following another, the flight crew of
the succeeding aircraft reports that the other aircraft is in
sight and separation can be maintained.
b. when, in association with rapid and reliable communication
facilities, radar – derived information of an aircraft’s position
is available to the appropriate air traffic control unit.
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