Separation Standards

Front 1

DEP 1

Back 1

1 min, following aircraft climbing to a higher or lower level
• CLIAS of leading aircraft is at least:
o 50KT faster than the CLIAS of the following aircraft, and
o 30KT faster than cruising IAS of following aircraft, and
o Either:
 The bearing from a point 1NM along the runway extension to a point 5NM along the departure track is within 30° of the runway bearing; or
 You can visually separate the aircraft until they have intercepted the departure track with the required separation

Front 2

DEP 2

Back 2

2 min, following aircraft climbing to higher level
• CLIAS of the following aircraft is at least 10KT slower and not more than 90% of the CLIAS or Mach number of leading aircraft

Front 3

DEP 2A

Back 3

5 min, following aircraft climbing to higher level
• CLIAS of the following aircraft is at least 10KT slower and not more than 90% of the CLIAS or Mach number of leading aircraft

Front 4

DEP 3

Back 4

2 min following aircraft climbing to a lower level
• Both aircraft report reaching lower cruising level.
• If the following aircraft reaches the cruising level first, apply another form of separation immediately;
• CLIAS of the following aircraft is at least 10KT slower, not more than 90% of the CLIAS or Mach number of leading aircraft
• Cruising IAS of following aircraft less than or equal to the CLIAS or Mach number of the leading aircraft

Front 5

DEP 3A

Back 5

5 min, following aircraft climbing to a lower level
• Both aircraft report reaching lower cruising level.
• If the following aircraft reaches the cruising level first, apply another form of separation immediately;
• CLIAS of the following aircraft is at least 10KT slower, not more than 90% of the CLIAS or Mach number of leading aircraft
• Cruising IAS of following aircraft less than or equal to the CLIAS or Mach number of the leading aircraft

Front 6

DEP 4

Back 6

5 min, following aircraft climbing to same level
• Both aircraft report reaching the cruising level;
• If first aircraft reaches level first apply another form of separation immediately; and
• CLIAS and cruising IAS of the following aircraft is at least 10KT slower and not more than 90% of the CLIAS or Mach number of the leading aircraft

Front 7

DEP 4A

Back 7

10 min, following aircraft climbing to same level
• Both aircraft report reaching the cruising level;
• If first aircraft reaches level first apply another form of separation immediately; and
• CLIAS and cruising IAS of the following aircraft is at least 10KT slower and not more than 90% of the CLIAS or Mach number of the leading aircraft

Front 8

T1c

Back 8

5 min, aircraft cruising in continuation of DEP 4
• The cruising IAS of the following aircraft is at least 10KT less than and not more than 90% of the cruising IAS of the leading aircraft

Front 9

DEP 5

Back 9

5 min, following aircraft climbing to a higher level
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft, and;
• If the turn in track is between 31 and 40 degrees;
o The turning point must be defined as a radio navaid; or
o An ATS surveillance system must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track

Front 10

DEP 5A

Back 10

10 min, following aircraft climbing to a higher level
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft, and;
• If the turn in track is between 31 and 40 degrees;
o The turning point must be defined as a radio navaid; or
o An ATS surveillance system must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track

Front 11

DEP 6

Back 11

5 min, following aircraft climbing to a lower level
• Both aircraft report reaching the lower cruising level;
• If the following aircraft reaches cruising level first, apply another form of separation immediately;
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft, and
• If the turn in track is between 31 and 40 degrees;
o The turning point must be defined as a radio navaid; or
o An ATS surveillance system must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track

Front 12

DEP 6A

Back 12

10 min, following aircraft climbing to a lower level
• Both aircraft report reaching the lower cruising level;
• If the following aircraft reaches cruising level first, apply another form of separation immediately;
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft, and
• If the turn in track is between 31 and 40 degrees;
o The turning point must be defined as a radio navaid; or
o An ATS surveillance system must be used to observe the turn and ensure the departure standard does not decrease until the aircraft is established on the new track

Front 13

DEP 7

Back 13

10 min, following aircraft climbing to the same level
• Both aircraft report reaching the cruising level;
• If the following aircraft reaches cruising level first, apply another form of separation immediately ; and
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft

Front 14

DEP 7A

Back 14

15 min, following aircraft climbing to the same level
• Both aircraft report reaching the cruising level;
• If the following aircraft reaches cruising level first, apply another form of separation immediately ; and
• CLIAS of following aircraft is less than or equal to the CLIAS of the leading aircraft

Front 15

DEP 8

Back 15

Distance determined by speed, following aircraft climbing to a higher level (departing aircraft – distance separation)
• Only usable when the leading aircraft has reached 5000FT or above;
• Determine the DME distance and level;
o For both aircraft, when they are both airborne; or
o For the leading aircraft, when the following aircraft has not departed. Update the requirement once the following aircraft has departed;
• Use the vertical difference between the aircraft to determine the appropriate distance between the aircraft. Subtract this distance from the DME distance of the leading aircraft; and
• Instruct the following aircraft to reach 1000FT above the leading aircraft’s cruising or maintained level by the DME distance determined above.
• Note: This standard is designed to provide separation of not less than 15NM when the following aircraft reaches 1000FT above the level the leading aircraft has maintained

• Distances to be subtracted: 5000FT to 7000FT : 15NM
7001FT to 10000FT : 10NM
10001FT to 20000FT: 5NM
More than 20000FT: 0NM

Front 16

R1

Back 16

20NM, aircraft climbing to a higher or lower level (departing aircraft – distance separation)
• In CTA only and between:
o Aircraft with approved SCNS; or
o Between an aircraft with approved SCNS and an aircraft with DME;
• Where the following aircraft is climbing to lower level, both aircraft report reaching their cruising levels; and
• If following aircraft reports at the cruising level first, apply another form of separation immediately

Front 17

T3

Back 17

15 min, (Climb, cruise and descent on the same track - time separation)
• Within all CTA and OCA

Front 18

T2

Back 18

10 min, (Climb, cruise and descent on the same track – time separation)
• Frequent determination of position and speed is possible by:
o Use of navaids, or
o Use of approved SCNS (INS/IRS minimum GS 300KT) or DME on the route sections within :
 CTA;
 (Refer to MATS: 4 location specific OCA route sections)
• Use of RNAV10/RNP10 or RNP4 within RNP airspace; or
• Visual reference to ground by day (or night for VFR aircraft)

Front 19

T1a

Back 19

5 min, (Climb, cruise and descent on the same track- time separation)
• The leading aircraft has maintained and will continue to maintain an IAS at least 30KT greater than the following aircraft;
• 5 min separation established by passage of both aircraft over:
o the same positive radio fix; or
o the same ATS surveillance system position;
• One aircraft maintains level while vertical separation does not exist; and
• Vertical separation at the commencement of the level change does not exceed 4000 FT

Front 20

R3

Back 20

30NM (Climb, cruise and descent on the same track- distance separation)
• In CTA only and between;
o aircraft with approved SCNS
o an aircraft with approved SCNS and an aircraft with DME
• Above FL290, when a DME distance is supplied by either aircraft, both aircraft are on the same side of the DME beacon;
• Both aircraft report reaching their cruising levels;
• If following aircraft reports at the cruising level first, take immediate action to ensure separation is maintained; and
• Separation standards A3 and R3 may be transitioned across the CTA/OCA boundary provided that the conditions for both standards apply prior to transitioning.

Front 21

D1

Back 21

20NM DME/GNSS climb to cruise
• Distance information by:
o DME; or
o GNSS in CTA only, by GPSOCEANIC, RNP2 or RNP4 approved aircraft;
• Where following aircraft is climbing to the lower cruising level, or both aircraft are climbing to levels which are not vertically separated, both aircraft report reaching their cruising levels; and
• If following aircraft reports at their cruising level first, apply another form of separation immediately.

Front 22

D2

Back 22

20NM DME/GNSS cruise
• Distance information is provided by:
o DME; or
o GNSS in CTA only, by GPS OCEANIC, RNP2 or RNP4 approved aircraft.

Front 23

D3

Back 23

20NM DME/GNSS descending
• Distance information is provided by:
o DME; or
o GNSS in CTA only, by GPSOCEANIC, RNP2 or RNP4 approved aircraft.

Front 24

D4d

Back 24

15NM DME/GNSS, leading aircraft descending through level of climbing aircraft
• Distance information is provided by:
o DME; or
o GNSS in CTA only, by GPSOCEANIC, RNP2 or RNP4 approved aircraft;
• The leading aircraft descending through level of following aircraft (climbing); and
• Above FL290, when a DME distance is provided and the aircraft are on opposite sides of the same on-track DME used by both aircraft, increase the standard to 20NM by DME.

T1b>
5 min, (one aircraft maintains while other changes level- time separation)
• One aircraft maintains level while vertical separation does not exist;
• Vertical separation at commencement of change does not exceed 4000 FT;
• No closing speed exists (IAS or Mach number);
• Separation established by passage of both aircraft over same;
o positive radio fix; or
o ATS surveillance system position; and
• The level change commenced within 10 min of the time the second aircraft passed over the:
o positive radio fix; or
o ATS surveillance system position

Front 25

D4a

Back 25

15NM, (one aircraft maintains while other changes level –distance separation)
• Distance information provided by:
o DME; or
o GNSS in CTA only, by GPSOCEANIC, RNP2 or RNP4 approved aircraft;
• One aircraft maintains level while vertical separation does not exist; and
• Above FL290, when DME distance is provided, both aircraft must be on same side of DME beacon.

Front 26

T6a

Back 26

10/15 min before the time of passing (opposite direction climb/descent- time separation)
• During a change of level, vertical separation must exist by the estimated time of passing minus:
o The time standard (10 or 15 min), as applicable to the route; or
o 10 min between aircraft equipped with approved SCNS.

Front 27

T6b

Back 27

10/15 min after time of passing, (opposite direction climb/descent- time separation)
• During a change of level, vertical separation must exist until the estimated time of passing plus:
o The time standard (10 or 15 min), as applicable to the route; or
o 10 min between aircraft equipped with approved SCNS.

Front 28

R2

Back 28

20NM, definite passing (opposite direction climb/descent –distance separation)
• In CTA only and between;
o Aircraft with approved SCNS; or
o An aircraft with approved SCNS and an aircraft with DME
• Using the same waypoint, positions indicate that the aircraft have passed and the distance between them is opening ; and
• Whenever a DME derived distance is 30NM or less, you apply a correction for DME slant range error.

D8b>
5NM, definite passing (opposite direction climb/descent- distance separation)
• Reports indicate that the aircraft have passed and DME distance is opening; and
• One aircraft is within 20 NM of the DME beacon.

Front 29

T7c

Back 29

Sight and pass, (opposite direction climb/descent- distance separation)
• Both aircraft report sighting and passing the other by day (and in OCA by night);
• Both aircraft are above 10 000 FT; and
• You ensure there is no possibility of incorrect identification by either aircraft.

Front 30

T7d

Back 30

Surveillance passing, (opposite direction climb/descent- distance separation)
• Aircraft are on reciprocal tracks;
• Aircraft are observed by an ATS surveillance system to have definitely passed and position symbols are not touching; and
• Not applicable to Class 2 ADS-B symbols.

Front 31

T7a

Back 31

Opposite sides of an aid (opposite direction climb/descent- distance separation)
• Both aircraft report passing the same positive radio fix.

Front 32

T8a

Back 32

15 min, at the crossing point (crossing track time separation)
• Each aircraft has either an approved SCNS or MNPS;
• Ground speeds are a minimum of 300KT; and
• Separation exists when there is at least 15 min between estimates at the intersection of the tracks.

Front 33

T8b

Back 33

15 min, from the crossing point (crossing track time separation)
• Each aircraft has either an approved SCNS or MNPS;
• Ground speeds are a minimum of 300 KT; and
• Vertical separation must exist:
o From 15 min prior to the estimate for B at the intersection; and
o Until 15 min after A has passed the intersection.