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4.8.2 No reply, other than the acknowledgment “IFR
FLIGHT CANCELLED AT ... (time)”, should normally be
made by an air traffic services unit.
4.8.3 When an ATS unit is in possession of information
that instrument meteorological conditions are likely to be
encountered along the route of flight, a pilot changing from
IFR flight to VFR flight should, if practicable, be so advised.
Note.— See Chapter 11, 11.4.3.2.1.
4.8.4 An ATC unit receiving notification of an aircraft’s
intention to change from IFR to VFR flight shall, as soon as
practicable thereafter, so inform all other ATS units to whom
the IFR flight plan was addressed, except those units through
whose regions or areas the flight has already passed.
4.9 WAKE TURBULENCE CATEGORIES
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 of aircraft
4.9.1.1 Wake turbulence separation minima shall be
based on a grouping of aircraft types into three categories
according to the maximum certificated take-off mass as
follows:
a) HEAVY (H) — all aircraft types of 136 000 kg or
more;
b) MEDIUM (M) — aircraft types less than 136 000 kg
but more than 7 000 kg; and
c) LIGHT (L) — aircraft types of 7 000 kg or less.
4.9.1.2 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 kilogramme of gross mass,
their vortices are more intense than those of fixed-wing
aircraft.
Note 2.— The provisions governing wake turbulence nonradar
and radar separation minima are set forth in Chapter 5,
Section 5.8 and Chapter 8, Section 8.7.4, respectively.
4.9.2 Indication of heavy wake turbulence category
For aircraft in the heavy wake turbulence category the word
“Heavy” shall be included immediately after the aircraft call
sign in the initial radiotelephony contact between such aircraft
and ATS units.
Note.— Wake turbulence categories are specified in the
instructions for completing Item 9 of the flight plan in
Appendix 2.
4.10 ALTIMETER SETTING PROCEDURES
4.10.1 Expression of vertical position of aircraft
4.10.1.1 For flights in the vicinity of aerodromes and
within terminal control areas the vertical position of aircraft
shall, except as provided for in 4.10.1.2, be expressed in terms
of altitudes at or below the transition altitude and in terms of
flight levels at or above the transition level. While passing
through the transition layer, vertical position shall be expressed
in terms of flight levels when climbing and in terms of
altitudes when descending.
4.10.1.2 When an aircraft which has been given
clearance to land is completing its approach using atmospheric
pressure at aerodrome elevation (QFE), the vertical position of
the aircraft shall be expressed in terms of height above
aerodrome elevation during that portion of its flight for which
Chapter 4. General Provisions for Air Traffic Services 4-9
1/11/01
QFE may be used, except that it shall be expressed in terms of
height above runway threshold elevation:
a) for instrument runways, if the threshold is 2 metres
(7 feet) or more below the aerodrome elevation, and
b) for precision approach runways.
4.10.1.3 For flights en route the vertical position of
aircraft shall be expressed in terms of:
a) flight levels at or above the lowest usable flight level;
b) altitudes below the lowest usable flight level;
except where, on the basis of regional air navigation
agreements, a transition altitude has been established for a
specified area, in which case the provisions of 4.10.1.1 shall
apply.
4.10.2 Determination of the transition level
4.10.2.1 The appropriate ATS unit shall establish the
transition level to be used in the vicinity of the aerodrome(s)
concerned and, when relevant, the terminal control area
(TMA) concerned, for the appropriate period of time on the
basis of QNH (altimeter sub-scale setting to obtain elevation
when on the ground) reports and forecast mean sea level
pressure, if required.
4.10.2.2 The transition level shall be the lowest flight
　
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