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on, hold short of, cross taxi and backtrack on any
runway; and
4-6 Air Traffic Management (PANS-ATM)
1/11/01
c) runway-in-use, altimeter settings, SSR codes, level
instructions, heading and speed instructions and,
whether issued by the controller or contained in automatic
terminal information service (ATIS) broadcasts,
transition levels.
Note.— If the level of an aircraft is reported in relation to
standard pressure 1 013.2 hPa, the words “FLIGHT LEVEL”
precede the level figures. If the level of the aircraft is reported
in relation to QNH/QFE, the figures are followed by the word
“METRES” or “FEET”, as appropriate.
4.5.7.5.1.1 Other clearances or instructions, including
conditional clearances, shall be read back or acknowledged in
a manner to clearly indicate that they have been understood
and will be complied with.
4.5.7.5.2 The controller shall listen to the read-back to
ascertain that the clearance or instruction has been correctly
acknowledged by the flight crew and shall take immediate
action to correct any discrepancies revealed by the read-back.
4.5.7.5.2.1 Unless specified by the appropriate ATS
authority, voice read-back of controller-pilot data link communications
(CPDLC) messages shall not be required.
Note.— The procedures and provisions relating to the
exchange and acknowledgement of CPDLC messages are
contained in Annex 10, Volume II and the PANS-ATM,
Chapter 14.
4.6 HORIZONTAL SPEED CONTROL
INSTRUCTIONS
4.6.1 General
4.6.1.1 In order to facilitate a safe and orderly flow of
traffic, aircraft may, subject to conditions specified by the
appropriate authority, be instructed to adjust speed in a
specified manner. Flight crews should be given adequate notice
of planned speed control.
Note 1.— Application of speed control over a long period
of time may affect aircraft fuel reserves.
Note 2.— Provisions concerning longitudinal separation
using the Mach number technique are contained in Chapter 5,
Separation methods and minima.
4.6.1.2 Speed control shall not be applied to aircraft
entering or established in a holding pattern.
4.6.1.3 Speed adjustments should be limited to those
necessary to establish and/or maintain a desired separation
minimum or spacing. Instructions involving frequent changes
of speed, including alternate speed increases and decreases,
should be avoided.
4.6.1.4 The flight crew shall inform the ATC unit
concerned if at any time they are unable to comply with a
speed instruction. In such cases, the controller shall apply an
alternative method to achieve the desired spacing between the
aircraft concerned.
4.6.1.5 At levels at or above 7 600 m (FL 250), speed
adjustments should be expressed in multiples of 0.01 Mach; at
levels below 7 600 m (FL 250), speed adjustments should be
expressed in multiples of 20 km/h (10 knots) based on
indicated airspeed (IAS).
Note 1.— Mach 0.01 equals approximately 11 km/h (6 kt)
IAS at higher flight levels.
Note 2.— When an aircraft is heavily loaded and at a high
level, its ability to change speed may, in cases, be very limited.
4.6.1.6 Aircraft shall be advised when a speed control
restriction is no longer required.
4.6.2 Methods of application
4.6.2.1 In order to establish a desired spacing between
two or more successive aircraft, the controller should first
either reduce the speed of the last aircraft, or increase the
speed of the lead aircraft, then adjust the speed(s) of the other
aircraft in order.
4.6.2.2 In order to maintain a desired spacing using
speed control techniques, specific speeds need to be assigned
to all the aircraft concerned.
Note 1.— The true airspeed (TAS) of an aircraft will
decrease during descent when maintaining a constant IAS.
When two descending aircraft maintain the same IAS, and the
leading aircraft is at the lower level, the TAS of the leading
aircraft will be lower than that of the following aircraft. The
distance between the two aircraft will thus be reduced, unless
a sufficient speed differential is applied. For the purpose of
calculating a desired speed differential between two
Chapter 4. General Provisions for Air Traffic Services 4-7
1/11/01
succeeding aircraft, 11 km/h (6 kt) IAS per 300 m (1 000 ft)
height difference may be used as a general rule. At levels
below 2 450 m (FL 80) the difference between IAS and TAS is
negligible for speed control purposes.
Note 2.— Time and distance required to achieve a desired
spacing will increase with higher levels, higher speeds, and
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