IV. Approach Control Service
Note.— The meteorological information listed above is identical to that required in ATIS broadcasts for arriving aircraft as specified in Annex 11, 4.3.6 j) to r) and is to be extracted from meteorological reports disseminated locally at the aerodrome, in accordance with Part IX, 4.3.2.2 and 4.3.2.3.
c) current runway surface conditions, in case of precipitants or other temporary hazards;
d) changes in the operational status of visual and non-visual aids essential for approach and landing.
15.2 In applying the provisions in 13.1, it should be recognized that information published by NOTAM or disseminated by other means may not have been received by the aircraft prior to departure or during en-route flight.
15.3 At the commencement of final approach, the following information shall be transmitted to aircraft:
a) significant changes in the mean surface wind direction and speed;
Note.— Significant changes are specified in Annex 3, Chapter 4. However, if the controller possesses wind information in the form of components, the significant changes are:
—
Mean head-wind component: 19 km/h (10 kt)
—
Mean tail-wind component: 4 km/h (2 kt)
—
Mean cross-wind component: 9 km/h (5 kt)
b) the latest information, if any, on wind shear and/or turbulence in the final approach area;
c) the current visibility representative of the direction of approach and landing or, when provided, the current runway visual range value(s) and the trend, if practicable, supplemented by slant visual range value(s), if provided.
15.4 During final approach, the following information shall be transmitted without delay:
a) the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);
b) significant variations in the current surface wind, expressed in terms of minimum and maximum values;
c) significant changes in runway surface conditions;
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d) changes in the operational status of required visual or non-visual aids;
e) changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.
16. Separation of departing aircraft from arriving aircraft
Except as otherwise prescribed by the appropriate ATS authority, the following separation shall be applied when take-off clearance is based on the position of an arriving aircraft:
16.1 If an arriving aircraft is making a complete instrument approach, a departing aircraft may take off:
a) in any direction until an arriving aircraft has started its procedure turn or base turn leading to final approach;
b) in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach after the arriving aircraft has started procedure turn or base turn leading to final approach, provided that the take-off will be made at least three minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway (see Figure IV-8).
16.2 If an arriving aircraft is making a straight-in approach, a departing aircraft may take off:
a) in any direction until five minutes before the arriving aircraft is estimated to be over the instrument runway;
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