Jump to Content



Although there was no applicable minimum distance standard specified for visual separation, the controller was unable to maintain continuous visual separation between the 152 and the 717. The decision by the pilot of the 152 to turn directly onto the base leg of the circuit, and not continue on the downwind leg as instructed, contributed to the infringement of separation standards.

This analysis examines the development of the occurrence and highlights the safety issues that became evident as a result of the investigation.

The controller did not provide the pilots of the 152 or the crew of the 717 with traffic information, or a number in the landing sequence as required by the Manual of Air Traffic Services (MATS). The provision of traffic information was not mandatory and the MATS did not provide any guidance to controllers on the circumstances under which the provision of traffic information would be appropriate. While the controller had intended to provide this information to the pilot of the 152, he relied on a pilot report prior to turning base as a prompt, and this report was not received.

Without the timely provision of traffic or sequence information, the situational awareness of the pilots of both aircraft was reduced. They were effectively excluded from participating in the separation process as described in the Aeronautical Information Publication (AIP) and the MATS. Consequently, the pilots of the 152 were not aware of the broader consequences of their actions once they turned their aircraft onto the base leg. They simply did not recognise that a potential conflict between their aircraft and the 717 existed.

While the flight crew of the 717 was not provided with directed information by the controller, they had been monitoring the radio transmissions between the controller and the pilots of other aircraft in the area. That, together with active scanning of the circuit area for traffic using the traffic alert and collision avoidance system and visual observations, assisted in the resolution of the situation.

The MATS provided no guidance as to whether routinely issued sequencing and separation instructions, such as 'continue downwind', required a read-back. While it may be impractical for the controller to obtain a read-back for every circuit instruction, emphasis should be placed on obtaining a read-back of safety critical instructions. Had the controller requested a read-back of the instruction to continue downwind, and provided a reason for the action, the likelihood of any misunderstanding would have been significantly reduced.

The investigation could not establish whether any aspect of the occurrence sequence could be attributed to the effects of fatigue. However, due to the instructor's non-aviation working commitments, the possibility that fatigue contributed to the occurrence could not be discounted.

Share this page Comment