# Presentation: 095269

## Mach Number Technique

## ICAO Doc 9426 (ATS Planning)

- 2.2.1 a) To _ensure_ continued longitudinal separation between successive aircraft on long route segments with _minimum_ ATC intervention
- 2.2.1 b) to obtain improved utilisation of such routes, thus contributing to the economy of flight operations

## Doc 9426 para 2.2.3	

- Aircraft concerned are normally subject to approximately the same wind and temperature conditions
- Minor variations in speed which might temporarily _increase_ or _decrease_ the spacing

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## 10 Minutes

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## 2.3 PREREQUISITES

- MNT is particularly suitable for areas where the environment is such that position reporting and ATC intervention with individual flights can, at times, be subject to delay

## 2.3 PREREQUISITES

- MNT is particularly suitable for areas where the environment is such that position reporting and ATC intervention with individual flights can, at times, be subject to delay - Direct Controller Pilot Communication (DCPC) NOT REQUIRED

## 2.3 PREREQUISITES

- MNT is particularly suitable for areas where the environment is such that position reporting and ATC intervention with individual flights can, at times, be subject to delay - Direct Controller Pilot Communication (DCPC) NOT REQUIRED
- aircraft generally follow the same or diverging tracks until they are provided with other forms of separation

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## 2.3.2  Aircraft requirements

- “Calibrated instruments that show Mach Number”
- Asia/Pacific has added an additional requirement of INS (or VLF-OMEGA?) as per Regional Supps

## 2.3.3  ATC requirements

- “Access to forecast upper wind information, or
- position information obtained from previous aircraft (to calculate longitudinal separation at the exit point)”

## Other

- “Pilots will strictly adhere to last assigned Mach number (para 2.4.7)”
- “ATC will assume that last assigned Mach number will be maintained (para 2.3.4)”

## 2.4 Procedures

- “ATC clearance must include the assigned Mach Number”
- “Important that the estimates for the entry point to the area provided by pilots are as accurate as possible”

## 2.4 Procedures

- “The prescribed longitudinal separation between successive aircraft flying at the same level must be provided over the entry point, _or_ exist when climb or descent to the level of another aircraft”
- MNT can be used entering into a designated (oceanic) area by defined entry point, or
- applied en-route for step climbs/descents without use of an entry point

## 2.5.3 En-route step-climbs and step-descents

- 2.5.3.1 “The Mach number technique may be used as a means of applying longitudinal separation between aircraft carrying out step-climbs or step-descents and other en-route traffic on the same track provided that the prescribed minimum longitudinal separation between the climbing/descending aircraft and other affected en-route traffic exists at the time a climb/descent clearance is issued and will exist during climb/descent, as well as at each further significant point along track and at the exit point.”

## In the words of Doc 4444

- 8.4.3 Provided that:
- a) the aircraft concerned have reported over the same reporting point and follow the same track or continuously diverging tracks until some other form of separation is provided; or

## In the words of Doc 4444

- b) if the aircraft have not reported over the same reporting point and it is possible to ensure, by radar or other means, that the appropriate time interval will exist at the common point from which they either follow the same track or continuously diverging tracks; when Mach number technique is applied, minimum longitudinal separation between turbojet aircraft on the same track, whether in level, climbing or descending flight shall be:

## 2.4 Procedures

- Thereafter, provided that aircraft maintain their last assigned Mach numbers, intervention by ATC for the portion of flight where the MNT is used, should normally only be necessary if an aircraft, for some reason, is obliged to change its number

## Longitudinal Separation (MID/ASIA/RAC-6)

- Operating within Bombay, Calcutta, Delhi, Karachi, Kota Kinabalu, Kuala Lumpur, Lahore, Madras, Muscat, Naha, Tehran Tokyo and Yangon FIRs; and
- Using inertial nav systems on controlled routes within Bangkok, Hong Kong, Manila, and Singapore FIRs, and extended areas of responsibility where applicable; and

## Longitudinal Separation (MID/ASIA/RAC-6)

- On controlled oceanic route segments between Australia, Indonesia, New Zealand and Singapore

## 6.2  Longitudinal Separation (MID/ASIA/RAC-6)

- Shall be 10 minutes, or 80 NM, derived by RNAV when MNT is applied and whether in level, climbing or descending flight
- aircraft report over a common point and follow same track or diverging track
- if aircraft have not reported over common point then the State must ensure by other means that the appropriate time interval will exist at the common point

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## “Centre - SQ17 over 

***“******Centre - SQ17 over ***
***ALPHA at time 0000, ***
***flight level 330”***

## “Centre, TG409 with you

***“******Centre, TG409 with you***
***estimating ALPHA at 0010,***
***flight level 290 requesting***
***flight level 330”***

## ATC:

***“******SQ17, Maintain Mach point 84 or greater.”***
***“******TG409, Maintain Mach point 84 or less, climb***
***and maintain flight level 330.”***

**ATC:**

- TG409

- SQ17, FL330

## 6.2  Longitudinal Separation (MID/ASIA/RAC-6)

- Between 9 and 5 minutes
- 9 minutes with .02 in front
- 8 minutes with .03 in front
- 7 minutes with .04 in front
- 6 minutes with .05 in front
- 5 minutes with .06 in front

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## Doc 9426 para 2.5Specific Procedures

- Separation at entry point when the following aircraft is the faster
- Can be used for climbs or descents provided that the prescribed minimum longitudinal separation exists during climb/descent as well as at each further significant point along track, and at the exit point

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##  2.5.4.2  “Rule of Thumb” for faster in back

- “For each 600 NM in distance between the entry and exit points of the area where the MNT is used, add one minute for each 0.01 difference in Mach number for the two aircraft concerned to compensate for the fact that the second aircraft is overtaking the first aircraft”

## Appendix A

- Table - Application of MACH Number Technique
- when the Following Aircraft is the Faster

## Faster in BackScenario 1

## CX102

**CX102**
- FL330 (*progressed*
*ALPHA at 0000*)

- “***Centre, QF5 over ALPHA at ***
***0014, FL 290 requesting FL330***”

- Entry
- Point
- ALPHA

## 1000 NM

**1000 NM**

**0.02 Mach Difference**

- Entry
- Point
- ALPHA

- QF5                     CX102

- What is the required
-  spacing between
- aircraft?

**1000 NM**

**0.02 Mach Difference**

- QF5, FL290        CX102, FL330

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## 14 or greater 

- 14 or greater
- minutes spacing
- required

**1000 NM**

**0.02 Mach Difference**

- QF5, FL290        CX102, FL330

## 14 or greater 

- 14 or greater
- minutes spacing
- required

**1000 NM**

**0.02 Mach Difference**

**ATC:**  ***“******CX102 maintain Mach point 84***
***	******or greater”.***
***	******“******QF5 maintain Mach point 86 or ***
***	******less, climb and maintain FL330”***

- QF5, FL290        CX102, FL330

## Faster in BackScenario 2

## 700 NM

**700 NM**

**0.05 Mach Difference**

***“******Centre, MH71***
***estimating ALPHA***
***at 0120, FL290 requesting***
***FL330”***

- GA202, FL330
- progressed ALPHA at 0100

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## 700 NM

**700 NM**

**0.05 Mach Difference**

- 20 or greater
- minutes spacing
- required

## ATC:

**700 NM**

**0.05 Mach Difference**

***“******GA202 maintain Mach point 81 or greater”***
***“******MH71 maintain Mach point 86 or less - climb and maintain FL330”****** ***

**ATC:**