Summary

Over the past few years, TOC came to the conclusion that the TPM was in need of a significant overhaul in order to ensure consistency throughout the manual and with ICAO. Every year, several slight changes are made to individual policies, but there is a need to look at the entire TPM in a holistic way.

Introduction

1.1. In an effort to ensure the Technical Professional Manual (TPM) is up to date and harmonized with ICAO documentation the manual is being edited section by section. This paper seeks to provide edits to the Separation (SEP) section of the TPM.

Discussion

2.1. The SEP section of the TPM features several policies in need of review. Some of them need relatively minor edits while several of them are outdated and need major overhaul or removal.

2.2. SEP 7.1 – Use of 1000 ft Vertical Separation above FL 290.

2.2.1. The 1st paragraph of the policy opens with a section regarding RVSM. While most of the world adheres to Flight Levels measured in feet, there are a few states that provide service in Metric measurement. Seeing as there is already implementation worldwide, the need for implementation procedures are not needed. This paragraph is proposed for deletion:

2.2.2. In the 2nd paragraph within the policy one segment needs clerical changes including the addition of the word “shall” and capitalization:

2.2.3. Regarding the 3rd paragraph, this segment remains strong and valid and only needs minor editing:

2.2.4. In the 4th paragraph, the existing policy specifies equipage; such listings can become out of date which is the case here. However, the concept remains strong and valid as a step toward safety, but the wording must be changed to look toward future changes. The revised policy would state:

2.2.5. Regarding the 5th paragraph, at the time of the policy’s creation the information was correct, however since then references to Flight Level Orientation Scheme (FLOS) have been removed from Annex 2. Seeing as this portion of the policy is no longer current it is proposed for deletion:

2.2.6. Regarding the 6th paragraph, due to worldwide implementation of RVSM stratum the phase for trial testing the infrastructure should be complete. Therefore, it is suggested that this paragraph is deleted:

2.2.7. Regarding the final paragraph of the policy, the proposed investigation into lateral offset has led to the creation of ICAO Circular 331 “Implementation of Strategic Lateral Offset Procedures.” This document was created combining several work groups to develop offset values and procedures for the application of strategic lateral offset. PANS- ATM has also been updated to include policy regarding Strategic Lateral Offset Procedure (SLOP).

16.5 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

Note 1.— SLOP are approved procedures that allow aircraft to fly on a parallel track to the right of the centre line relative to the direction of flight to mitigate the lateral overlap probability due to increased navigation accuracy and wake turbulence encounters. Unless specified in the separation standard, an aircraft’s use of these procedures does not affect the application of prescribed separation standards.

 Note 2.— Annex 2, 3.6.2.1.1, requires authorization for the application of strategic lateral offsets from the appropriate ATS authority responsible for the airspace concerned.

PANS ATM 16^th Edition

 As a result of the matter being covered by ICAO policy and the existing policy being outdated it is proposed for deletion:

2.3. SEP 7.3 – Formation Flights within Controlled Airspace.

2.3.1. In the first section of the policy, the prescribed phraseology does not appear in PANS ATM 16th Edition 8th Amendment. Therefore, the use of ‘formation’ should not be prescribed by IFATCA alone and would be better handled by local orders. As a result, is suggested that this section of policy is removed from the TPM:

2.3.2. Regarding the second part of the policy, the details for what constitutes a formation flight and who is responsible for separation thereof are laid out in ICAO Annex 2.

b) separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft are manoeuvring to attain their own separation within the formation and during join-up and breakaway; and

c) a distance not exceeding 1 km (0.5 NM) laterally and longitudinally and 30 m (100 ft) vertically from the flight leader shall be maintained by each aircraft.

Annex 2 – 3.1.8 Formation flights

Since these items are covered within an existing ICAO document it is proposed that this policy is deleted:

2.4. SEP 7.4 – Airborne Separation Assistance Systems (ASAS) and Cockpit Display of Traffic Information (CDTI).

2.4.1. The concept of the policy remains strong and valid there are some alterations that need to be made for harmonization and clarity.

2.4.2. The first paragraph does bring up an issue that could be stated with less ambiguity. The goal is to ensure the which party has the onus for separation is obvious to all parties involved; whether that is the pilot or the controller. The current policy revised wording would read:

2.4.3. The third paragraph would be amended to be more forward thinking for future implementations:

2.4.4. The final paragraph edit is minor with changing the phrase “need to” to shall for harmonization:

2.5. SEP 7.5 – Controller Intervention Buffer.

2.5.1. The initial part of the policy states that it is defining a term; therefore, it should be moved to the Acronyms and Terms section of the TPM. There is one correction that should be made and that is the changing of the word blunder to oversight. Blunder was felt to not accurately convey what could have been either an active or passive action by the controller. Oversight is a more comprehensive term. The first bullet would then read “to recognize the oversight”:

2.5.2. The remainder of the policy remains strong and valid. If conditions or functionality of equipment were to change, ATCOs would need to be made aware of the new situation.

2.6. SEP 7.6 – Interception of Civil Aircraft.

2.6.1. The original paper proposing this Policy was created in 2006; in 2018 there was a change placed in PANS ATM which encompasses the current goals of the Policy. The Policy recommends additional separation in interceptor operations; the PANS ATM allows for the additional separation in exceptional circumstances which interceptor operations would fall under:

5.2.1.3 Larger separations than the specified minima should be applied whenever exceptional circumstances such as unlawful interference or navigational 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.

Note.— Unlawful interference with an aircraft constitutes a case of exceptional circumstances which might require the application of separations larger than the specified minima, between the aircraft being subjected to unlawful interference and other aircraft.

PANS ATM 16th Edition Change 8

The Policy is proposed for deletion since it is now covered within PANS ATM:

2.7. SEP 7.7 – Definitions: Spacing, Separation & Segregation.

2.7.1. In its current condition the policy provides definitions, which are not currently featured in the Acronyms and Terms section of the TPM; however, it does not prescribe any change or goals. It is proposed that these definitions are included in the Acronyms and Terms portion of the TPM to keep their value. Once this move is complete there will be no need to maintain this text as policy and it is therefore proposed for deletion:

2.8. SEP 7.8 – Visual Separation on Approach.

2.8.1. This policy proposes the amendment of the definition. The Acronyms and Terms section of the TPM reads: “ATSA-VSA – Enhanced traffic situational awareness during visual separation”. Therefore, it is suggested that the policy is deleted since its goals have been accomplished:

Conclusions

3.1. The Separation portion of the TPM featured some policies that needed updated or removal for a spectrum of reasons. In some cases, the goals have been accomplished and in others the needs or functionality has changed. With continued review the TPM can be kept in an up to date and even easier to use state.

Recommendations

4.1. It is recommended that the abovementioned sections of the Technical and Professional Manual (TPM) be amended accordingly, as described in Section 2 of this working paper.

References

ICAO. (2014). Implementation of Strategic Lateral Offset Procedures. Montréal, Canada: ICAO.

ICAO. (2016). Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM, Doc 4444) 16^th  Ed. Montréal, Canada: ICAO.

ICAO. (2018). Rules of the Air, Annex 2 to the Convention on International Civil Aviation. Montréal, Canada: ICAO.

IFATCA. (2019). IFATCA Technical and Professional Manual (TPM). 2019 Ed. Montréal, Canada: International Federation of Air Traffic Controllers’ Associations.