CHAPTER VI

REDUCTION IN SEPARATION MINIMA

IN THE VICINITY OF AERODROMES
Separation minima may be reduce if :
• Each aircraft visible from tower.
• Each aircraft visible each other, and
maintain their own separation.
• Succeeding aircraft reported traffic
insight,separation can be maintain.

1
Essential local traffic is :
• Aircraft/vehicle/person near the
runway in use or traffic in the take
off & climb out area/the final
approach area..
• Essential local traffic shall be
transmitted without delay.

PROCEDURE FOR DEPARTING AIRCRAFT

Departure clearance shall be specify :

1. Direction and turn after take off.

2. Heading / track to be make good.
3. Level restriction.
4. Time / point at a level change shall be
made.
5. Any other instruction when necessary.

2
Departure clearance shall be specify
1. Direction and turn after take off.
AFTER TAKE OFF TURN RIGHT

2. Heading / track to be make good.

TRACK 060° MAGNETIC TO INTERCEPT W11

3. Level restriction.
MAINTAIN 2000’
4. Time/point at a level change shall be made
UNTIL INTERCEPT W 11
5. Any other instruction when necessary.

W-11

1. AFTER TAKE OFF TURN RIGHT

2. TRACK 060 DEGREES MAGNETIC TO
INTERCEPT W11
3. MAINTAIN 2000’
4. UNTIL INTERCEPT W 11

3
 W-11

? ? ? ?

1. AFTER TAKE OFF TURN RIGHT,

3. TO INTERCEPT W11 MAINTAIN 2000’
?
4. UNTIL INTEREP WII

• When Standard Instrument Departure (SID)

have been established, departing aircraft
should follow the SID.
• The pilot shall be read back the ATC clearance

4
STANDARD CLEARANCES FOR DEPARTING AIRCRAFT

ATS. AUTHORITY SHOULD BE ESTABLISHED :

• Procedure for transfer of control.
• Standard clearances for departing aircraft.

COORDINATION
• Where standard clearances for departing aircraft, have
been established, tower may issue without prior
coordination with APP / ACC.
• Clearance / transfer of control should be coordinated if
there is any variation.
• APP shall kept inform of the sequence of departing
aircraft and the runway to be used.
• SID should be display at TWR / APP / ACC.

ATC CLEARANCE : ACC CLARANCE

APP CLEARANCE
ACC clearance :
1. Aircraft identification.
2. Clearance limit. 3
3. Route of flight.
4. Level.
APP/departure clearance  SID :
1. Direction and turn after take off.
2. Heading/track to be make good.
3. Level restriction.
4. Time/point at a level change shall be made.
5. Any other instruction when necessary.

5
 CONTENTS OF STANDARD CLEARANCE
(ATC CLEARANCE)

1. Aircraft Identification.
2. Clearance limit.
3. Route of flight.
4. Level.
5. APP/Departure Clearance.
6. SSR Code.
7. Instruction / Information.

• COMMUNICATION FAILURE :

–For tactical control, clearance may

specify initial or intermediate level,
without time or geographical limit.
–For aircraft experiencing
communication failure that have
been vectored away from the
route, should be back up by
procedure and published in the
AIP.

6
DEPARTURE SEQUENCE
• Take off may suggested not into the wind,
and the decision should be made by pilot
in command.
• Delay flight shall not influence the departure
sequence, except :
a. For facilitate departure with the least
average delay.
b. Requested by operators.
• When aircraft delays more than 30 minutes
operator should be advised.

INFORMATION FOR DEPARTING AIRCRAFT

• APP shall transmit significant changes in

meteorological condition in the take off and
climb out area.
( surface wind direction and speed,
visibility, RVR, temperature, thunderstorm,
CB, turbulence, wind shear, hail, icing,
squall line, precipitation, mountain wave,
sand storm, dust storm, tornado,
waterspout, etc ).
6

7
 PROCEDURE FOR ARRIVING AIRCRAFT
• If arriving aircraft would be delay, operators should
be notified.
• Arriving aircraft must be report when
passing/leaving significant point, or when starting
a procedure turn/base turn.
• IFR flight shall not cleared for descend to the initial
approach level (IAL) unless :
a. Aircraft passing a navigational aid/way point.
b. Aerodrome insight.
c. Conducting a visual approach.
d. Aircraft position determined by radar.
7

• Arriving aircraft should be clear to follow the STAR

and be informed the type of approach and the
runway to be used, as soon as possible.
• If coordination have been established (with APP),
ACC may cleared the first arriving aircraft for
approach.

STANDARD CLEARANCES FOR ARRIVING AIRCRAFT

ATS Authority should established :
1. Procedure for transfer of control.
2. Standard clearances for arriving aircraft.

8
COORDINATION :
• Where standard clearance for arriving aircraft,
clearance to follow the STAR issued by ACC
without prior coordination with APP/ TWR.
• Prior coordination should be required only in
the event of variation to the standard
clearance/standard transfer of control.
• APP kept inform of the sequence of aircraft
following the same STAR.
• STAR should be display at ACC, APP and
Tower.

CLEARANCE FOR ARRIVING AIRCRAFT:

a). Aircraft identification.
b). Designator for the STAR.
c). Runway in use.
d). Initial level.
e). Instruction / Information (if necessary).

EXAMPLE : ( Sam Ratulangi Arrival )

GIA 152 JOINT GUREDA ONE ARRIVAL,
EXPECT RWY …………, MAINTAIN 10000
FEET, REPORT OVER SOSOK.

9
 VISUAL APPROACH
Visual approach is :
An approach by IFR flight when either part or
all of instrument approach procedure is not
completed and the approach is executed in
visual reference to terrain.
• Visual approach may be :
a). Requested by pilot.
b). Initiated by controller.
(Caution to the flight crew which is not familiar
with terrain and take into consideration about the
weather)
v

• IFR flight may be cleared for visual approach if

the pilot can maintain visual reference to terrain
and :
a). Ceiling above the initial approach level (IAL).
b). Pilot report that weather is OK.

• Separation between an aircraft executing visual

approach, arriving and departing aircraft should
be maintain.
• Separation shall be maintained until preceding
aircraft insight by the succeeding aircraft and
maintain own separation.

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• Transfer of communication to the aerodrome
control tower should be at point or time that
have been determined.
• Caution of wake turbulence shall issue when
the distance less than appropriate minimum

INSTRUMENT APPROACH
Instrument approach procedure is :
A series of predetermined maneuvers by
reference to flight instruments with specified
protection from obstacles from the initial
approach fix, or from the beginning of arrival
route to point from which a landing can be
completed.
Function :
Transition from Instrument Condition to Visual
Condition.

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• If the pilot is not familiar with the Instrument
Approach Procedure, he allowed to make
straight in approach, and missed approach
procedure will be determined.
• Even visual reference to terrain is established,
the entirely procedure must be executed,
unless the pilot request for visual approach.

Factor to be considered for designing IAP :

1. Aerodrome environment.
2. Type of aircraft involve.
3. Type and position of Nav. Aids.
4. Type of Approach.

INSTRUMENT APPROACH SEGMENT

Five segment of Instrument Approach :
1. Arrival segment (ARRIS).
2. Initial Approach Segment (INAS).
3. Intermediate Approach Segment (ITAS).
4. Final Approach Segment (FAS).
5. Missed Approach Segment (MAS).

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FIVE SEGMENT OF INSTRUMENT APPROACH
1. Arrival segment (ARRIS):
- Begin from the end of en route phase to
initial approach fix.
- Could be a STAR.
2. Initial approach segment (INAS)
- Begin from initial approach fix to intermediate
approach fix.
- If there is no intermediate approach fix, from
initial approach fix to final approach fix,
(loosing altitude at initial app fix).

3. Intermediate approach segment (ITAS) :

- Begin from Intermediate approach fix (ITAF)

to final approach fix (FAF), or begin from the
end of base turn/procedure turn to FAF.

- When Initial Approach Fix/IAF located closed

to the Aerodrome, Instrument approach
procedure (IAP), should be procedure turn,
base turn or race track procedure
(race track pattern).

- Minimum obstacle clearance (MOC) 500 feet

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 4. Final Approach Segment (FAS) :
• Begin from final approach fix (FAF) to miss
approach point (MAP).
• For precision approach, FAF shall be
navigational aid.
Final Approach Fix :
a. Precision approach procedure :
An Instrument Approach Procedure utilizing
azimuth and glide path information provided
by ILS.
b. Non precision approach procedure :
An IAP procedure other than the above
mention. (VOR, NDB)

5. MISSED APPROACH SEGMENT (MAS) :

• MAS begin from missed approach point
(MAPt) until the point at which the aircraft start
climb, then follow missed approach procedure
to IAF.

• Missed approach point (MAPt) is :

The point in an instrument approach procedure
at or before which the missed approach must
be initiated in order to ensure that the
minimum obstacle clearance is not infringed.

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 MISSED APPROACH SEGMENTS:
a. Initial missed approach (INMAS) :
From MA. Pt, to the point at which the
aircraft start climb. The level of INMAS
could be the same as or a bit higher than
MDA/DA.
b. Intermediate missed approach (ITMAS) :
From the point the aircraft start climb until
50m high, slope 2,5 %. (Every 100m in
distance, the level must be 2.5m, and at
least 30m above the highest obstacle) .

c. Final missed approach (FMAS) :

From the level 30m until reaching IAF, or
another holding point.

2.5%
MAPt Start climb

30m
MDA/DH 30m
2.5%

FAS INMAS ITMAS FMAS

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• Decision altitude (DA) / decision height (DH)
A specified altitude / height in the precision
approach at which a missed approach must
be initiated if the required visual reference to
continue the approach has not been
established.
• Minimum descend altitude (MDA) / minimum
descend height (MDH) :
A specified altitude or height in non
precision approach or circling approach
below which descend must not be made
without the required visual reference.
v

TYPE OF MANEUVER

Straight in approach (need more

wider area and free from terrain)

TYPE OF MANEUVER Race track

Procedure turn
Reversal
Base turn

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 SIMPLE INSTRUMENT APPROACH
(Direct / Straight in Approach)
1 2 3 4

5

1. ARRIS 2. INAS 3. ITAS 4. FAS 5. MAS

1
2

4
5

COMPLICATED INSTRUMENT APPROACH

(race track pattern)

1 4
3 
5
2

1. ARRIS 2. INAS 3. ITAS 4. FAS 5. MAS

3
 4
5

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 PROCEDURE TURN

3 4

2
5

1. ARRIS 2. INAS 3. ITAS 4. FAS 5. MAS

3 5
4

BASE TURN

3 4
 5
2

1. ARRIS 2. INAS 3. ITAS 4. FAS 5. MAS

4 5

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 CIRCLING APPROACH
• Circling Approach is :
Visual phases of flight after completing an
instrument approach, to bring an aircraft into
position for landing on runway which is not
suitable located for straight in approach.

HOLDING
• Holding Procedure :
A predetermined maneuver, which keep an
aircraft within a specified airspace while awaiting
further clearances.
• Holding Point :
A specified location, identified by visual or other
means in the vicinity of which position of an
aircraft in flight is maintained in accordance with
air traffic control clearance.
• Holding Pattern :
a pattern in an oval shape (race track) for holding
an aircraft, with a specified point as reference.
• Normal holding pattern, right.

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 • Aircraft should be advised of anticipated
delay as soon as possible, or reduce speed
(to absorb delay).
• ACC responsible for clearing the aircraft to
holding point, and giving an expected
approach time & onward clearance time.
• After coordination with APP, ACC may
cleared the aircraft to visual holding point .

• After coordination with Tower, APP may

cleared the aircraft to visual holding point.
• Holding and holding pattern entry should be
published in the AIP.
• Aircraft should be held at designated holding
point and separation shall be provided.

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• First come first serve
• Turbojet aircraft permitted to hold at higher
level in the approach sequence.
• If an aircraft unable to comply with the
holding procedure, alternative instruction
should be issued.
• For a safe and orderly flow of traffic, an
aircraft may instructed to orbit at its present
or any other position.

HOLDING

ABEAM FIX
LEG
HOLDING SIDE

OUT BOUND

FIX OUT
END BOUND
END
IN BOUND

FIX
FIX

NON HOLDING SIDE

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 HOLDING AREA

2 minutes Holding Area

outbound

Holding Pattern

inbound Nav. Aid 3 minutes

1 minute inbound
Holding Area
1 minute

BUFFER 5NM

11 -15 NM
Holding Area

Holding Pattern

Holding Area
6 – 8 NM

7 – 9 NM 13 – 18 NM

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SEPARATION BETWEEN HOLDING & EN-ROUTE AIRCRAFT

FL 180

FL 170

FL 160

5’ 3’ 1’ 5’
FL 150

SEPARATION BETWEEN HOLDING & EN-ROUTE AIRCRAFT

FL 180

FL 170

5’ 5’

FL 160

FL 150

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 ENTRY PROCEDURE

The entry into the holding pattern shall be

according to the heading in relation to the
three entry sectors.
• Sector one procedure (Parallel entry).
a). Having reach the fix, turn onto an
outbound heading for period of time or
distance.
b). Turn left onto the holding side to intercept
the inbound track to return to the fix.
c). On second arrival over the fix, turn right
and follow the holding pattern.

• Sector two procedure (Offset entry).

a). Having reach the fix, turn onto a heading to
make good a track, making an angle of 30º
from the reciprocal of inbound track on the
holding side.
b). Fly outbound :
1). For the period of time, or
2). Until the appropriate DME distance, or
3). Until the radial is encountered or until the
DME distance is attained.
c). Turn right to intercept the inbound track
d). On second arrival over the holding fix, turn right
to follow the holding pattern.

24
• Sector three procedure ( direct entry ) :
Having reach the fix, turn right and follow the
holding pattern

ENTRY PROCEDURE

30 º

70 
2
3

25
 MINIMUM SECTOR ALTITUDE (MSA)
• MSA shall be established for each
aerodrome where instrument approach
procedure have been established.
• Minimum obstacle clearance (MOC) 300m/
984 ft above the highest obstacle on each
sector.
• Minimum altitude shall apply within a radius
of 46 km (25 nm).
• If obstacle outside, but within 9km (5nm) of
the boundary of the sector concerned, MSA
shall be calculated.
• If more than one IAF, the MSA for each
sector should be calculated.

25 nm

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 APPROACH SEQUENCE
• Approach sequence is :
The order in which two or more aircraft are cleared to
approach to land at the aerodrome.
• Objective :
Facilitate arrival of the maximum number of aircraft
with the least average delay. Priority shall be given to:
a. Emergency aircraft.
(engine failure, shortage of fuel).
b. Hospital aircraft.
c. SAR operation.
d. Determined by appropriate authority. 26

• Succeeding aircraft cleared for approach,

when :
a. Preceding aircraft has reported, able to
complete its approach, without encountering
IMC.
b. Preceding aircraft in communication with and
sighted by tower and landing can be
accomplished.
c. When time approaches are used, preceding
aircraft passing define point inbound (see
6.5.6.2.1).
d. Longitudinal separation observed by radar.

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• When wake turbulence exist, longitudinal
separation between aircraft should be
increased.
• If aircraft in approach sequence request
holding for weather improvement or other
reason, shall be approve.
• If other aircraft has an intention to land, the
holding aircraft cleared to adjacent fix, or to
the top of the approach sequence or rerouting.
• Coordination shall be effected.
• Aircraft may reduce speed while en route . 27

TIME APPROACH PROCEDURE

• Time approach is :
IAP at which distance between aircraft executing
instrument approach, determined by time
interval.
• Objective :
To increase a number of landing capacity.
• Procedure :
Approved by ATS authority and should be
utilized as to expedite the approaches of a
number of arriving aircraft and back up by :
- Suitable point on the approach path.
- Determined the time interval.

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 • Time interval should be given sufficiently
in advance.
• Each aircraft shall be cleared to pass point
inbound at the previously notified time.

TIME APPROACH REQUIREMENT

• Factor to be considered in determining time

approach :
1. More than one navigational aids.
2. High density of aircraft.
3. Speed of aircraft.
4. High runway occupancy.
5. Distance from specified point to the runway.
6. Time interval (touch until clearing the runway ± 3’)
7. Wake turbulence.
8. Weather condition.
9. If there is only one runway, ceiling must be above
the IAL.
10. Longitudinal separation by radar.

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• Time approach always non consecutive.
• Non time approach could be consecutive or
non consecutive.
• Consecutive approach :
Missed approach aircraft to execute another
instrument approach.
• Non consecutive approach :
Preceding aircraft executing missed approach,
succeeding aircraft initiate an instrument apch.

• Tower must be kept informed of the sequence.

EXPECTED APPROACH TIME (EAT)

• Expected approach time is :
The time at which ATC expect that an arriving
aircraft following a delay, will leave the holding
point to complete its approach for landing.
• EAT shall be transmitted to the aircraft as soon as
possible before initial descend, especially to high
fuel consumption aircraft.
• Revised EAT shall be transmitted whenever it differ
5´or more.
Delay : Begin from the highest holding aircraft.
Forward : Begin from the lowest holding aircraft.

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 • Holding point shall be identified together
with the expected approach time (EAT).
• Objective of EAT:
To provide a separation in case
communication failure occur.
• Onward clearance time is :
The time at which an aircraft can expect to
leave the point at which it is being held,
other than the initial approach fix.

• Average time interval (ATI).

The elapse time begin from initiating IAP until
visual contact.
• Three condition in determining EAT.
a).The first aircraft descend to initial approach
level (IAL).
b).The first aircraft maintain a certain level
until reaching instrument approach fix.
c). The first aircraft holding at a certain level,
until the en route aircraft 5 minutes out of
holding area.

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 AVERAGE TIME INTERVAL

IAF

5000 ' ATI = 1+1+1+2,5 = 5, 5  6

(Base Turn)
4000 '

3000 '

1'

1' MAPt

1'

IAF

ETA EAT
F 8000'
F = 06.44 --> (EAT, E + ATI) = Λ
E 7000' E = 06.29 --> (EAT, D + ATI) = 06.36
D = 06.24 --> (EAT, C + ATI) = 06.30
D 6000'
C = 06.19 --> (EAT, B + ATI) = 06.24
C 5000' B = 06.15 --> (EAT, A + ATI) = 06.18
A = 06.12 --> No delay expected = Λ
B 4000'

A 3000'

MAPt

32
B
ETA EAT
A
F = 06 .44 --> (EAT, E + ATI) = 06.47
8000 '
E = 06.29 ---> (EAT, D + ATI) = 06.41
7000 ' D = 06.24 ---> (EAT, C + ATI) = 06.35
C = 06.19 ---> (EAT, B + ATI) = 06.29
6000 '
B = 06.15 ---> (EAT, A + ATI) = 06.23

5000 ' A = 06.12 ---> No delay expected = Λ

4000 '
EET = 8000 - 3000 = 5
3000 ' 1000 (R/D)

MAPt

IAF
ETA EAT
A
F = 06.44 --> (EAT, E + ATI) = 06.53
8000 '
E = 06.29 --> (EAT, D + ATI) = 06.47
7000 ' D = 06.24 --> (EAT, C + ATI) = 06.41
C = 06.19 --> (EAT, B + ATI) = 06.35
6000 '
B = 06.15 --> (EAT, A + ATI) = 06.29
5000 ' A = 06.12 ------------------------- = 06.18

4000 '
EET = 8000 - 3000 = 5
3000 ' 1000 (R/D)

MAPt

33
 INFORMATION FOR ARRIVING AIRCRAFT

• Arriving aircraft shall be given an

information as follow :
a. Type of approach & runway in used.
b. Meteorological Information as follow :
1). Wind direction & speed.
2). Visibility & RVR.
3). Present weather.
4). Cloud below1500m (5000’) / below
highest MSA.

5). Air temperature.

6). Dew point.
7). Altimeter setting.
8). Meteorological Phenomena in
approach area.
9). Trend type landing forecast
c. Runway surface condition
d. Changes in the operational status of
visual/non visual aids.

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 OPERATIONS ON PARALLEL OR
NEAR PARALLEL RUWAYS
DEPARTING AIRCRAFT
• Types of Operation :
a). Both runways for departures
(independent departures).
b). One runway for departures, and the
other runway for departures & arrivals.
c). Both runways for mixed.

REQUIREMENT AND PROCEDURES FOR

INDEPENDENT PARALLEL DEPARTURE

a). Distance between runway centre lines

760 m (annex 14).
b). Track diverging at least at least 15
degrees IATO (immediately after take off).
c). Suitable surveillance radar for identification
the departing aircraft, 1nm from the end of
runway.

d). Procedures ensure that the required track

divergence is achieve.

35
 ARRIVING AIRCRAFT

Types of Operation :
a). Independent parallel approaches.
b). Dependent parallel approaches.
c). Segregated parallel approaches.

Separate radar controllers should be

responsible the sequencing and spacing of
aircraft at each runway.

REQUIREMENTS AND PROCEDURES FOR

INDEPENDENT PARALLEL APPROACHES
a. Distance between runway center lines :
1. Where distance less than 1310m but not
least than 1035m, SSR equipment with
minimum azimuth accuracy of 0,06 degrees
(one sigma), up date period 2,5 seconds.
2. Where distance less than 1525m but not less
than 1310m, SSR equipment with other
specification and the safety of aircraft would
not be adversely.
3. Where distance 1525m or more, SSR
equipment with azimuth accuracy of 0,3 degrees
(one sigma , up date period 5 second or less.

36
b. ILS or MLS on both runways.
c. Missed approach track diverges at least
30 degrees.
d. Obstacle survey and evaluation for the
area adjacent to the final approach
segment is completed.
e. Aircraft are advised of the runway
identification and ILS or MLS as soon as
possible.
f. Used radar vectoring to intercept ILS/MLS.

g. No Transgression Zone at least 610m

(2000’), equidistant between extended
runway centre lines and depicted on the
radar display.
No Transgression Zone (NTZ) :
A corridor of airspace of define
dimensions, located centrally between
the two extended runway centerlines,
where a penetration by an aircraft
requires controller intervention to
manoeuvre any threatened aircraft on
the adjacent approach.

37
 No transgression zone / NTZ

RUNWAY

NTZ NTZ 610M

RUNWAY

h. Separate radar controllers monitor to

each runway and ensure when 1000’
vertical separation is reduced, and :
1). Aircraft do not penetrate NTZ.
2). Minimum longitudinal separation
on same ILS / MLS final approach
track is maintained.

38
i. If no radio channels between controllers :
1). Transfer of communication is effected
before the higher of two aircraft on
adjacent final approach tracks intercepts
the ILS glide path or MLS elevation angle.
2). Radar controllers are provided with the
capability to override transmission of
aerodrome control for each arrival flow.
• The aircraft shall be advised that independent
parallel approaches are in force, (or broadcasts
through ATIS).

• When vectoring an aircraft to intercept ILS

localizer / MLS :
a). Final vector shall at an angle not
greater than 30 degrees.
b). Provide at least 1nm straight and level
flight, prior to ILS/MLS intercept.
c). Vector shall be enable the aircraft
established on final approach track, in
the level flight, 2nm prior to Intercepting
ILS glide path or specified MLS
elevation angle.

39
 CHAPTER V
SEPARATION METHODS AND MINIMA
GENERAL PROVISIONS FOR THE SEPARATION
OF CONTROLLED TRAFFIC

1. Vertical / horizontal separation shall be provided :

a). Between all flights in class A and B airspaces.
b). Between IFR flight in class C, D, and E airspaces.
c). Between IFR and VFR flights.
d). Between IFR and special VFR flights.
e). Between special VFR flights.
1.1 Separation can not be reduced to less than the
separation minimum.

1.2. Larger minima should be applied whenever :

a). Unlawful interference.
b). Navigational difficulties.
1.3. Where the type of separation or minimum cannot be
maintained, another minimum shall be established when
the current separation minimum would be infringed.

2. Degraded aircraft performance :

* Whenever degradation of navigation, communications,
altimetry, flight control or other systems, or
* Aircraft performance 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 it is affect the separation minimum, the controller
shall take action to establish another type or separation.

40