12.1.3 If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement, or for other reasons, such action shall be approved. However, when other holding aircraft indicate intention to continue their approach-to-land and if alternative procedures involving, for instance, the use of radar are not available, the pilot desiring to hold will be cleared to an adjacent fix for holding awaiting weather change or re-routing. Alternatively, the aircraft should be given a clearance to place it at the top of the approach sequence so that other holding aircraft may be permitted to land. Co-ordination shall be effected with the area control centre, when required, to avoid conflict with the traffic under the jurisdiction of this centre. The aircraft operator, or a designated representative (if any), shall be advised of the action taken immediately after the clearance is issued, if practicable.
12.1.4 When establishing the approach sequence, an aircraft which has been authorized to absorb a specified period of notified terminal delay by cruising at a reduced speed en route, should, in so far as practicable, be credited with the time absorbed en route.
12.2 Timed approach procedures

12.2.1 Subject to approval by the appropriate ATS authority, the following procedure should be utilized as necessary to expedite the approaches of a number of arriving aircraft:
a)  a suitable point on the approach path, which shall be capable of being accurately determined by the pilot, shall be specified, to serve as a check point in timing successive approaches;
b)  aircraft shall be given a time at which to pass the specified point inbound, which time shall be determined with the aim of achieving the desired interval between successive landings on the runway while respecting the applicable separation minima at all times, including the period of runway occupancy.

Note 1.— Guidance material on factors to be taken into account when determining separation for timed approaches is contained in the Air Traffic Services Planning Manual (Doc 9426).
Note 2.— Wake turbulence categorization of aircraft and longitudinal separation minima are contained in Part V, Section 16.
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.
12.2.2 The time at which aircraft should pass the specified point shall be determined by the unit providing approach control service and notified to the aircraft sufficiently in advance to permit the pilot to arrange the flight path accordingly.
12.2.2.1 Each aircraft in the approach sequence shall be cleared to pass the specified point inbound at the previously notified time, or any revision thereof, after the preceding aircraft has reported passing the point inbound.
13. Arriving aircraft to parallel or near-parallel runways

Note.— Guidance material is contained in the Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (Doc 9643).*
7/11/96
Rules of the Air and Air Traffic Services (PANS-RAC)

13.1 Parallel runways may be used for simultaneous instrument operations for:
a)  independent parallel approaches; or
b)  dependent parallel approaches; or
c)  segregated parallel operations.
13.2 Independent parallel approaches

13.2.1 Independent parallel approaches may be conducted to parallel runways provided that:
a)  the runway centre lines are spaced by the distance specified in Annex 14, Volume I; and
1)  where runway centre lines are spaced by less than 1 310 m but not less than 1 035 m, suitable secondary surveillance radar (SSR) equipment, with a minimum azimuth accuracy of 0.06 degrees (one sigma), an update period of 2.5 seconds or less and a high resolution display providing position prediction and deviation alert, is available; or
　
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