In particular, the prevention of collisions, the establishment of appropriate separation and the information which might be provided in relation to conflicting traffic and to possible avoiding action shall conform with the normal ATS procedures and shall exclude consideration of aircraft capabilities dependent on ACAS equipment.
19.2 When a pilot reports a manoeuvre induced by an ACAS resolution advisory, the controller shall not attempt to modify the aircraft flight path until the pilot reports returning to the terms of the current air traffic control instruction or clearance but shall provide traffic information as appropriate.
Note 1.— The ACAS capability of an aircraft will not normally be known to air traffic controllers.
Note 2.— Operating procedures for use of ACAS are contained in PANS-OPS (Doc 8168), Volume I, Part VIII, Chapter 3.
Note 3.— The phraseology to be used by controllers and pilots is contained in Part X, 3.1.2.
No. 1
PART III. AREA CONTROL SERVICE

SEPARATION OF AIRCRAFT IN THE PROVISION OF AREA CONTROL SERVICE
1.  General provisions for the separation of controlled traffic
1.1 Vertical or horizontal separation shall be provided:
a)  between all flights in Class A and B airspaces;
b)  between IFR flights in Class C, D and E airspaces;
c)  between IFR flights and VFR flights in Class C airspace;
d)  between IFR flights and special VFR flights; and
e)  between special VFR flights, when so prescribed by the appropriate ATS authority;

except, for the cases under b) above in airspace Classes D and E, during the hours of daylight when flights have been cleared to climb or descend subject to maintaining own separation and remaining in visual meteorological conditions.
Note 1.— See Section 13 regarding the granting of clearances in the circumstances referred to in the exception clause above.
Note 2.— The provisions governing holding are set forth in Part IV, Section 11.
1.2 No clearance shall be given to execute any manoeuvre that would reduce the spacing between two aircraft to less than the separation minimum applicable in the circumstances.
1.3 Larger separations than the specified minima should be applied whenever wake turbulence or exceptional circumstances such as unlawful interference call for extra precautions. This should be done with due regard to all relevant factors so as to avoid impeding the flow of air traffic by the application of excessive separations.
Note 1.— Unlawful interference with an aircraft consti-tutes a case of exceptional circumstances which might require
PANS-RAC (Doc 4444)  3-1
the application of separations larger than the specified minima, between the aircraft being subjected to unlawful interference and other aircraft.
Note 2.— Wake turbulence categorization of aircraft and longitudinal separation minima are contained in Part V, Section 16 and in Part VI, Section 7.
Note 3.— 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.
1.4 Where the type of separation or minimum used to separate two aircraft cannot be maintained, action shall be taken to ensure that another type of separation or another minimum exists or is established prior to the time when the previously used separation would be insufficient.
VERTICAL SEPARATION
2. Vertical separation application
2.1 Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels expressed in terms of flight levels or altitudes in accordance with the provisions in Part II, 12.1.
3. Vertical separation minimum
3.1 The vertical separation minimum (VSM) shall be:
a)  within designated airspace, subject to regional air navigation agreement: a nominal 300 m (1 000 ft) below FL 410 or a higher level where so prescribed for use under specified conditions, and a nominal 600 m (2 000 ft) at or above this level; and
　
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