One of these days I'll wax poetic about wake turbulence. But for now, here is where ICAO rules are different than ours.
Everything here is from the references shown below, with a few comments in an alternate color.
[ICAO Doc 4444, ¶4.9]
Note.— The term “wake turbulence” is used in this context to describe the effect of the rotating air masses generated behind the wing tips of large jet aircraft, in preference to the term “wake vortex” which describes the nature of the air masses. 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.
4.9.1 Wake turbulence categories and groups of aircraft
220.127.116.11 Except as provided for in 18.104.22.168, wake turbulence separation minima shall be based on a grouping of aircraft types into four categories according to the maximum certificated take-off mass as follows:
a) SUPER (J) — aircraft types specified as such in ICAO Doc 8643, Aircraft Type Designators;
b) HEAVY (H) — all aircraft types of 136 000 kg or more, with the exception of aircraft types listed in Doc 8643 in the SUPER (J) category;
c) MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and
d) LIGHT (L) — aircraft types of 7 000 kg or less.
Note.— The wake turbulence category for each aircraft type is contained in Doc 8643, Aircraft Type Designators.
22.214.171.124 When approved by the appropriate ATS authority, wake turbulence separation minima may be applied utilizing wake turbulence groups and shall be based on wake generation and resistance characteristics of the aircraft. These depend primarily on maximum certificated take-off mass, wing characteristics and speeds; the group designators are described as follows:
a) GROUP A — aircraft types of 136 000 kg or more, and a wing span less than or equal to 80 m but greater than 74.68 m;
b) GROUP B — aircraft types of 136 000 kg or more, and a wing span less than or equal to 74.68 m but greater than 53.34 m;
c) GROUP C — aircraft types of 136 000 kg or more, and a wing span less than or equal to 53.34 m but greater than 38.1 m;
d) GROUP D — aircraft types less than 136 000 kg but more than 18 600 kg, and a wing span greater than 32 m;
e) GROUP E — aircraft types less than 136 000 kg but more than 18 600 kg, and a wing span less than or equal to 32 m but greater than 27.43 m;
f) GROUP F — aircraft types less than 136 000 kg but more than 18 600 kg, and a wing span less than or equal to 27.43 m;
g) GROUP G — aircraft types of 18 600 kg or less (without wing span criterion).
Note 1. — Information on the wake turbulence group for each aircraft type is contained in Doc 8643 Aircraft Type Designators. Note 2. — Guidance on the implementation of wake turbulence separation between wake turbulence groups can be found in the Manual on Implementation of Wake Turbulence Separation Minima (Doc 10122).
126.96.36.199.1 Essential information, including the wake turbulence group designator as necessary, shall be provided to the controller when separation based on wake turbulence groups is to be applied.
188.8.131.52 Helicopters should be kept well clear of light aircraft when hovering or while air taxiing.
Note 1.— Helicopters produce vortices when in flight and there is some evidence that, per kilogram of gross mass, their vortices are more intense than those of fixed-wing aircraft. When hovering in ground effect or air taxiing, helicopters generate downwash producing high velocity outwash vortices to a distance approximately three times the diameter of the rotor.
Note 2.— The provisions governing wake turbulence separation minima are set forth in Chapter 5, Section 5.8, and Chapter 8, Section 8.7.3.
4.9.2 Indication of super or heavy wake turbulence category
For aircraft in the SUPER or HEAVY wake turbulence categories the word “super” or “heavy” shall be included, as appropriate, immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.
Note 1.— Wake turbulence categories are specified in the instructions for completing Item 9 of the flight plan in Appendix 2.
Note 2.— Wake turbulence Group A is equivalent to the SUPER wake turbulence category, and Groups B and C are equivalent to the HEAVY category.
[ICAO Doc 4444, ¶5.8.1] Applicability
184.108.40.206 The ATC unit concerned shall not be required to apply wake turbulence separation:
a) for arriving VFR flights landing on the same runway as a preceding landing SUPER, HEAVY or MEDIUM aircraft; and
b) between arriving IFR flights executing visual approach when the aircraft has reported the preceding aircraft in sight and has been instructed to follow and maintain own separation from that aircraft.
220.127.116.11 The ATC unit shall, in respect of the flights specified in 18.104.22.168 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.
[ICAO Doc 4444, ¶5.8.2] Arriving aircraft
22.214.171.124 Except as provided for in 126.96.36.199 a) and b), the following minima shall be applied to aircraft landing behind a SUPER, a HEAVY or a MEDIUM aircraft:
a) HEAVY aircraft landing behind SUPER aircraft — 2 minutes;
b) MEDIUM aircraft landing behind SUPER aircraft — 3 minutes;
c) MEDIUM aircraft landing behind HEAVY aircraft — 2 minutes;
d) LIGHT aircraft landing behind SUPER aircraft — 4 minutes;
e) LIGHT aircraft landing behind a HEAVY or MEDIUM aircraft — 3 minutes.
[ICAO Doc 4444, ¶5.8.3] Departing aircraft
188.8.131.52 When using wake turbulence categories contained in Chapter 4, 184.108.40.206 and when the aircraft are using:
a) the same runway;
b) parallel runways separated by less than 760 m (2 500 ft);
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;
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 300 m (1 000 ft) below.
the following minimum separations shall be applied
1) HEAVY aircraft taking off behind a SUPER aircraft — 2 minutes;
2) LIGHT or MEDIUM aircraft taking off behind a SUPER aircraft — 3 minutes;
3) LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft — 2 minutes;
4) LIGHT aircraft taking off behind a MEDIUM aircraft — 2 minutes.
[ICAO Doc 4444, ¶8.7.3] Separation minima based on ATS surveillance systems
220.127.116.11 Unless otherwise prescribed in accordance with 18.104.22.168, 22.214.171.124 or 126.96.36.199, or Chapter 6 (with respect to independent and dependent parallel approaches), the horizontal separation minimum based on radar and/or ADS-B and/or MLAT systems shall be 9.3 km (5.0 NM).
188.8.131.52 The separation minimum in 184.108.40.206 may, if so prescribed by the appropriate ATS authority, be reduced, but not below:
a) 5.6 km (3.0 NM) when radar and/or ADS-B and/or MLAT systems’capabilities at a given location so permit; and
b) 4.6 km (2.5 NM) between succeeding aircraft which are established on the same final approach track within 18.5 km (10 NM) of the runway threshold. A reduced separation minimum of 4.6 km (2.5 NM) may be applied, provided:
i) the average runway occupancy time of landing aircraft is proven, by means such as data collection and statistical analysis and methods based on a theoretical model, not to exceed 50 seconds;
ii) braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice;
iii) an ATS surveillance system with appropriate azimuth and range resolution and an update rate of 5 seconds or less is used in combination with suitable displays;
iv) the aerodrome controller is able to observe, visually or by means of surface movement radar (SMR), MLAT system or a surface movement guidance and control system (SMGCS), the runway-in-use and associated exit and entry taxiways;
v) distance-based wake turbulence separation minima in 220.127.116.11, or as may be prescribed by the appropriate ATS authority (e.g. for specific aircraft types), do not apply;
vi) aircraft approach speeds are closely monitored by the controller and when necessary adjusted so as to ensure that separation is not reduced below the minimum;
vii) aircraft operators and pilots have been made fully aware of the need to exit the runway in an expeditious manner whenever the reduced separation minimum on final approach is applied; and
viii) procedures concerning the application of the reduced minimum are published in AIPs.
18.104.22.168 The separation minimum or minima based on radar and/or ADS-B and/or MLAT systems to be applied shall be prescribed by the appropriate ATS authority according to the capability of the particular ATS surveillance system or sensor to accurately identify the aircraft position in relation to the centre of a position symbol, PSR blip, SSR response and taking into account factors which may affect the accuracy of the ATS surveillance system-derived information, such as aircraft range from the radar site and the range scale of the situation display in use.
22.214.171.124 When using wake turbulence categories contained in Chapter 4, 126.96.36.199, the following distance-based wake turbulence separation minima shall be applied to aircraft being provided with an ATS surveillance service in the approach and departure phases of flight in the circumstances given in 188.8.131.52.1.
|Preceding aircraft||Succeeding aircraft||Distance-based wake turbulence separation minima|
|SUPER||HEAVY||9.3 km (5.0 NM)|
|MEDIUM||13.0 km (7.0 NM)|
|LIGHT||14.9 km (8.0 NM)|
|HEAVY||HEAVY||7.4 km (4.0 NM)|
|MEDIUM||9.3 km (5.0 NM)|
|LIGHT||11.1 km (6.0 NM)|
|MEDIUM||LIGHT||9.3 km (5.0 NM)|
184.108.40.206 The minima set out in 220.127.116.11 shall be applied when:
a) an aircraft is operating directly behind another aircraft at the same altitude or less than 300 m (1 000 ft) below; or
b) both aircraft are using the same runway or parallel runways separated by less than 760 m (2 500 ft); or
c) an aircraft is crossing behind another aircraft at the same altitude or less than 300 m (1 000 ft) below.
ICAO Doc 4444, Amendment 9 to the PANS-ATM, 15 June 2020
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