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Air Traffic Control

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13 views319 pages

Air Traffic Control

Uploaded by

yacine.belhout
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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24 FEB 06 AIR TRAFFIC CONTROL EH-I

TABLE OF CONTENTS
Below is a complete list of the standard contents of Airway Manual. Limited or special coverages may not con­
tain all items, but that material which is included should be arranged in the order outlined.

TABLE OF CONTENTS ............................................................................................................................... EH-I

INTRODUCTION ................................................................................................................................................1

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) DEFINITIONS (Series “100”) .......................101

FLIGHT PROCEDURES (DOC 8168) (Series “200”) .....................................................................................201

1 GENERAL ........................................................................................................................................201
1.2 PANS-OPS Versus Previous Editions to PANS-OPS.............................................................201
1.3 State Pages Rules and Procedures .....................................................................................201
PART II Departure Procedures

1 GENERAL CRITERIA ......................................................................................................................202


1.1 Introduction............................................................................................................................202
1.2 The Instrument Departure Procedure....................................................................................202
1.3 Obstacle Clearance ...............................................................................................................202
2 STANDARD INSTRUMENT DEPARTURES ....................................................................................203
2.1 General..................................................................................................................................203
2.2 Straight Departures ...............................................................................................................203
2.3 Turning Departures................................................................................................................204
2.5 Contingency Procedures .......................................................................................................205
3 OMNIDIRECTIONAL DEPARTURES ..............................................................................................205

4 PUBLISHED INFORMATION ...........................................................................................................207

5 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES AND


RNP BASED DEPARTURE PROCEDURES ...................................................................................208

6 USE OF FMS/RNAV EQUIPMENT TO FOLLOW


CONVENTIONAL DEPARTURE PROCEDURES............................................................................209

7 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR BASIC GNSS ...........................209


7.1 Background ...........................................................................................................................209
7.2 GNSS RNAV..........................................................................................................................209
7.3 Multi-sensor RNAV ................................................................................................................210
8 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR SATELLITE-BASED
AUGMENTATION SYSTEM (SBAS) ................................................................................................211
8.1 General criteria......................................................................................................................211
8.2 Departure ..............................................................................................................................211
9 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR GROUND-BASED
AUGMENTATION SYSTEM (GBAS) ................................................................................................212
9.1 Departure operations.............................................................................................................212
PART III Approach Procedures

1 GENERAL CRITERIA ......................................................................................................................213


1.2 The Instrument Approach Procedure ....................................................................................213
1.6 Factors Affecting Operational Minima....................................................................................213
1.7 Promulgation .........................................................................................................................215
2 APPROACH PROCEDURE DESIGN ..............................................................................................215
2.1 Instrument Approach Areas...................................................................................................215
2.4 Descent Gradient...................................................................................................................215
3 ARRIVAL AND APPROACH SEGMENTS .......................................................................................216
3.1 General..................................................................................................................................216
3.2 Standard Instrument Arrivals .................................................................................................216
3.3 Initial Approach Segment ......................................................................................................216
3.4 Intermediate Approach Segment...........................................................................................220
3.5 Final Approach Segment .......................................................................................................221
3.6 Missed Approach...................................................................................................................223
4 VISUAL MANEUVERING (CIRCLING) IN THE VICINITY OF THE AERODROME ........................225
4.1 General..................................................................................................................................225
4.2 The Visual Maneuvering (Circling) Area................................................................................225
4.3 Visual Maneuvering (Circling) Area Not Considered for Obstacle Clearance .......................226
4.4 Obstacle Clearance ...............................................................................................................227
4.5 Minimum Descent Altitude/Height (MDA/H)...........................................................................227
© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
EH-II AIR TRAFFIC CONTROL 24 FEB 06

TABLE OF CONTENTS
4.6 Visual Flight Maneuver ..........................................................................................................227
4.7 Missed Approach Procedure While Circling ..........................................................................227
4.8 Visual Maneuvering Using Prescribed Track .........................................................................227
5 AREA NAVIGATION (RNAV) APPROACH PROCEDURES BASED ON VOR/DME .......................228

6 USE OF FMS/RNAV EQUIPMENT TO FOLLOW CONVENTIONAL


NON-PRECISION APPROACH PROCEDURES.............................................................................229

7 AREA NAVIGATION (RNAV) APPROACH PROCEDURES FOR BASIC GNSS RECEIVERS .......229
7.1 Background ...........................................................................................................................229
7.2 GNSS RNAV..........................................................................................................................229
7.3 Multi-Sensor RNAV................................................................................................................233
8 AREA NAVIGATION (RNAV) APPROACH PROCEDURES BASED ON DME/DME.......................235

9 RNAV/BARO-VNAV APPROACH PROCEDURES ..........................................................................236


9.1 General..................................................................................................................................236
9.2 Standard Conditions ..............................................................................................................236
9.3 Operational Constraints.........................................................................................................236
9.4 System Performance .............................................................................................................237
10 GROUND BASED AUGMENTATION SYSTEM (GBAS)..................................................................237
10.1 General Criteria .....................................................................................................................237
10.2 Arrival Operations using GBAS .............................................................................................238
10.3 GBAS Precision Approach Operations..................................................................................238
12 TERMINAL ARRIVAL ALTITUDE.....................................................................................................238
12.1 General..................................................................................................................................238
12.2 Flight Procedures ..................................................................................................................240
12.3 Non-Standard TAA.................................................................................................................241
PART IV Holding Procedures

1 IN-FLIGHT PROCEDURES .............................................................................................................242


1.1 Shape and Terminology Associated with Holding Pattern .....................................................242
1.2 Speeds, Rate of Turn, Timing, Distance and Limiting Radial ................................................242
1.3 Entry ......................................................................................................................................244
2 OBSTACLE CLEARANCE ...............................................................................................................246
2.1 Holding Area..........................................................................................................................246
2.2 Buffer Area ............................................................................................................................246
2.3 Minimum Holding Level .........................................................................................................246
HOLDING SPEEDS AND DEVIATIONS .................................................................................................247

PART V Noise Abatement Procedures

3 AEROPLANE OPERATING PROCEDURES ...................................................................................250


3.2 Operational Limitations..........................................................................................................250
3.4 Aeroplane Operating Procedures – Approach.......................................................................250
3.5 Aeroplane Operating Procedures – Landing .........................................................................250
3.6 Displaced Thresholds ............................................................................................................250
APPENDIX TO CHAPTER 3 – (Noise Abatement Departure Climb Guidance).................................251
1 GENERAL .............................................................................................................................251
2 NOISE ABATEMENT CLIMB – EXAMPLE OF A PROCEDURE
ALLEVIATING NOISE CLOSE TO THE AERODROME (NADP 1) .......................................251
3 NOISE ABATEMENT CLIMB – EXAMPLE OF A PROCEDURE
ALLEVIATING NOISE DISTANT FROM THE AERODROME (NADP 2) ...............................252
SUPERCEDED NOISE ABATEMENT PROCEDURES ........................................................252
PART VI Altimeter Setting Procedures

3 ALTIMETER CORRECTIONS..........................................................................................................254
3.2 Pressure Correction...............................................................................................................254
3.3 Temperature Correction.........................................................................................................254
PART VII Simultaneous Operations on Parallel or Near-Parallel Instrument Runways

1 MODES OF OPERATION ................................................................................................................255


1.1 Introduction............................................................................................................................255
1.2 Equipment Requirements ......................................................................................................256
1.4 Vectoring to the ILS Localizer Course or MLS Final Approach Track ....................................256
1.5 Termination of Radar Monitoring ...........................................................................................256
1.6 Track Divergence ...................................................................................................................256
1.7 Suspension of Independent Parallel Approaches to
Closely Spaced Parallel Runways .........................................................................................256
© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
24 FEB 06 AIR TRAFFIC CONTROL EH-III

TABLE OF CONTENTS
PART VIII Secondary Surveillance Radar (SSR) Transponder Operating Procedures

1 OPERATION OF TRANSPONDERS ...............................................................................................257


1.1 General..................................................................................................................................257
1.2 Use of Mode C.......................................................................................................................257
1.3 Use of Mode S.......................................................................................................................257
1.4 Emergency Procedures .........................................................................................................257
1.5 Communication Failure Procedures ......................................................................................257
1.6 Unlawful Interference with Aircraft in Flight ...........................................................................257
1.7 Transponder Failure Procedures when the Carriage of a Transponder is Mandatory ...........257
2 PHRASEOLOGY .............................................................................................................................258
2.2 Used by Pilots........................................................................................................................258
3 OPERATION OF ACAS EQUIPMENT .............................................................................................258
3.1 General..................................................................................................................................258
3.2 Use of ACAS Indications .......................................................................................................258
PART IX Operational Flight Information

1 AERODROME SURFACE OPERATIONS........................................................................................259

3 STABILIZED APPROACH PROCEDURE ........................................................................................259


3.1 General..................................................................................................................................259
3.2 Parameters for the Stabilized Approach ................................................................................259
3.3 Elements of the Stabilized Approach.....................................................................................259
3.4 Go-Around Policy ..................................................................................................................259
PART XII En Route Criteria

1 EN ROUTE CRITERIA.....................................................................................................................260
1.1 General..................................................................................................................................260
1.2 Obstacle Clearance Areas.....................................................................................................260
1.3 Charting Accuracies ..............................................................................................................260
1.4 Obstacle Clearance ...............................................................................................................260
1.5 Turns......................................................................................................................................260
1.6 RNAV Routes ........................................................................................................................260
1.7 RNP Routes...........................................................................................................................260
APPENDIX 1 — Acceleration Segments

1 DEPARTURE ROUTES....................................................................................................................262

2 MISSED APPROACH PROCEDURE ..............................................................................................263


2.1 Acceleration and Subsequent Climb Portions Within the Final Phase ..................................263

ICAO RULES OF THE AIR ANNEX 2 (Series “300”) ....................................................................................301

CHAPTER 1 – DEFINITIONS .................................................................................................................301


Refer to ‘ICAO DEFINITIONS’ (Series “100” AIR TRAFFIC CONTROL Pages)
CHAPTER 2 – APPLICABILITY OF THE RULES OF THE AIR..............................................................301
2.1 Territorial Application of the Rules of the Air .........................................................................301
2.2 Compliance with the Rules of the Air.....................................................................................301
2.3 Responsibility for Compliance with the Rules of the Air ........................................................301
2.4 Authority of Pilot-in-Command of an Aircraft .........................................................................301
2.5 Problematic Use of Psychoactive Substances ......................................................................301
CHAPTER 3 – GENERAL RULES ..........................................................................................................301
3.1 Protection of Persons and Property.......................................................................................301
3.2 Avoidance of Collisions..........................................................................................................302
3.3 Flight Plans............................................................................................................................305
3.4 Signals...................................................................................................................................306
3.5 Time.......................................................................................................................................306
3.6 Air Traffic Control Service ......................................................................................................306
3.7 Unlawful Interference.............................................................................................................308
3.8 Interception............................................................................................................................308
3.9 VMC Visibility and Distance from Clouds Minima..................................................................308
CHAPTER 4 – VISUAL FLIGHT RULES .................................................................................................309

CHAPTER 5 – INSTRUMENT FLIGHT RULES ......................................................................................310


5.1 Rules Applicable to All IFR Flights ........................................................................................310
5.2 Rules Applicable to IFR Flights Within Controlled Airspace ..................................................310
5.3 Rules Applicable to IFR Flights Outside Controlled Airspace................................................310
APPENDIX 1 – Signals ..........................................................................................................................310
1 Distress and Urgency Signals ...............................................................................................310
© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
EH-IV AIR TRAFFIC CONTROL 24 FEB 06

TABLE OF CONTENTS
2 Signals for Use in the Event of Interception...........................................................................311
3 Visual Signals Used to Warn an Unauthorized Aircraft Flying in,
or About to Enter a Restricted, Prohibited or Danger Area ...................................................311
4 Signals for Aerodrome Traffic ................................................................................................311
5 Marshalling Signals ...............................................................................................................313
APPENDIX 2 – Interception of Civil Aircraft........................................................................................320
1 Principles to be Observed by States .....................................................................................320
2 Action by Intercepted Aircraft ................................................................................................320
3 Radio Communication During Interception............................................................................320
APPENDIX 3 – Tables of Cruising Levels............................................................................................321

APPENDIX 4 – Unmanned Free Balloons............................................................................................323


1 Classification of Unmanned Free Balloons............................................................................323

ICAO ATS AIRSPACE CLASSIFICATIONS (ANNEX 11)


2.6 Classification of Airspaces.....................................................................................................351

AIR TRAFFIC MANAGEMENT (DOC 4444)

1 DEFINITIONS ..................................................................................................................................401
Refer to "ICAO DEFINITIONS" (Series "100" AIR TRAFFIC CONTROL Pages)
4 GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES ..............................................................401
4.1 Responsibility for the Provision of Air Traffic Control Service ........................................401
4.2 Responsibility for the Provision of Flight Information Service and Alerting Service .......401
4.3 Division of Responsibility for Control Between Air Traffic Control Units.........................401
4.4 Flight Plan.......................................................................................................................402
4.5 Air Traffic Control Clearances .........................................................................................403
4.8 Change from IFR to VFR Flight ......................................................................................404
4.9 Wake Turbulence Categories..........................................................................................404
4.10 Altimeter Setting Procedures..........................................................................................404
4.11 Position Reporting ..........................................................................................................404
4.12 Reporting of Operational and Meteorological Information ..............................................405

5 SEPARATION METHODS AND MINIMA .........................................................................................407


5.2 General Provisions for the Separation of Controlled Traffic ...........................................407
5.3 Vertical Separation .........................................................................................................407
5.4 Horizontal Separation .....................................................................................................407
5.5 Separation of Aircraft Holding in Flight ...........................................................................410
5.6 Minimum Separation Between Departing Aircraft...........................................................411
5.7 Separation of Departing Aircraft from Arriving Aircraft ...................................................411
5.9 Clearances to Fly Maintaining Own Separation while in Visual Meteorological
Conditions.......................................................................................................................412
5.10 Essential Traffic Information ...........................................................................................412

6 SEPARATION IN THE VICINITY OF AERODROMES .....................................................................412


6.3 Procedures for Departing Aircraft ...................................................................................412
6.5 Procedures for Arriving Aircraft ......................................................................................413
6.6 Information for Arriving Aircraft.......................................................................................414
6.7 Operations on Parallel or Near-Parallel Runways ..........................................................414

7 PROCEDURES FOR AERODROME CONTROL SERVICE............................................................418


7.5 Control of Aerodrome Traffic ..........................................................................................418
7.6 Control of Traffic in the Traffic Circuit .............................................................................419
7.10 Reduced Runway Separation Minima Between Aircraft Using the Same Runway ........419
7.11 Procedures for Low Visibility Operations........................................................................420

8 RADAR SERVICES..........................................................................................................................421
8.2 Presentation of Radar Information..................................................................................421
8.5 Use of SSR Transponders..............................................................................................421

9 FLIGHT INFORMATION SERVICE AND ALERTING SERVICE ......................................................422


9.1 Flight Information Service...............................................................................................422
9.2 Alerting Service ..............................................................................................................422

12 PHRASEOLOGIES ..........................................................................................................................425
12.2 General...........................................................................................................................425
12.3 Phraseologies.................................................................................................................426
12.4 Radar Phraseologies ......................................................................................................441

13 AUTOMATIC DEPENDENT SURVEILLANCE (ADS) SERVICES ...................................................442


© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
27 OCT 06 AIR TRAFFIC CONTROL EH-V

TABLE OF CONTENTS
13.1 General....................................................................................................................................... 442
13.2 ADS Ground System Capabilities .............................................................................................. 442
13.4 Use of ADS in the Provision of Air Tarffic Control Service ......................................................... 442
13.5 Use of ADS in the Application of Separation Minima ................................................................. 443

14 CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) ...................................................443


14.1 General....................................................................................................................................... 443
14.2 Establishment of CPDLC............................................................................................................ 443

15 PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE


AND CONTINGENCIES .....................................................................................................................443
15.1 Emergency Procedures.............................................................................................................. 444
15.2 Special Procedures for Inflight Contingencies in Oceanic Airspace........................................... 444
15.3 Air-Ground Communication Failure ............................................................................................ 446
15.6 ATC Contingencies..................................................................................................................... 448

16 MISCELLANEOUS PROCEDURES ..................................................................................................448


16.3 Air Traffic Incident Report........................................................................................................... 448
16.4 Use of Repetitive Flight Plans (RPLs) ........................................................................................ 448

APPENDIX 1 - Instruments for Air-Reporting by Voice Communications

1 REPORTING INSTRUCTIONS ............................................................................................................451


1 ROUTINE AIR-REPORTS.......................................................................................................... 451
2 SPECIAL AIR-REPORTS........................................................................................................... 451
3 DETAILED REPORTING INSTRUCTIONS ................................................................................ 452
4 FORWARDING OF METEOROLOGICAL INFORMATION RECEIVED
BY VOICE COMMUNICATIONS ................................................................................................453

2 SPECIAL AIR-REPORT OF VOLCANIC ACTIVITY (MODEL VAR) ....................................................455

3 EXAMPLES ..........................................................................................................................................456

APPENDIX 2 - Flight Plan

1 ICAO MODEL FLIGHT PLAN FORM ...................................................................................................457

2 INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM .......................................458


2.1 General....................................................................................................................................... 458
2.2 Instructions for Insertion of ATS Data......................................................................................... 458
2.3 Filed By ...................................................................................................................................... 463

5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM ...........................................................................464

6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM....................................................465

7 INSTRUCTIONS FOR THE COMPLETION OF THE REPETITIVE


FLIGHT PLAN (RPL) LISTING FORM .................................................................................................466
7.1 General....................................................................................................................................... 466
7.4 Instructions for Insertion of RPL Data ........................................................................................ 466

8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL) ...................................................468

APPENDIX 4 - Air Traffic Incident Report

1 ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM ..................................................................469

2 INSTRUCTIONS FOR THE COMPLETION OF THE AIR TRAFFIC


INCIDENT REPORT FORM .................................................................................................................472

AERONAUTICAL TELECOMMUNICATIONS................................................................................................473

The following section has been extracted from ANNEX 10 (Vol II) – Aeronautical Telecommunications

5 AERONAUTICAL MOBILE SERVICE – VOICE COMMUNICATIONS .................................................473


5.2 Radiotelephony Procedures ....................................................................................................... 473
© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
EH-VI AIR TRAFFIC CONTROL 27 OCT 06

TABLE OF CONTENTS
TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) .................................................................475

MACH NUMBER TECHNIQUE

1 INTRODUCTION ..................................................................................................................................501

2 OBJECTIVES .......................................................................................................................................501

3 PREREQUISITES ................................................................................................................................501
3.1 Area of Application ..................................................................................................................... 501
3.2 Aircraft Instrumentation .............................................................................................................. 501
3.3 Flight Progress Information for ATC ........................................................................................... 501
3.4 Adherence to Assigned Mach Number....................................................................................... 501

4 GENERAL PROCEDURES ..................................................................................................................501

REQUIRED NAVIGATIONAL PERFORMANCE (RNP) - AREA NAVIGATION (RNAV)

1 GENERAL ............................................................................................................................................551
1.1 RNP............................................................................................................................................ 551
1.2 RNAV.......................................................................................................................................... 551

2 RNP AND RNAV REQUIREMENTS ....................................................................................................552


2.1 Approval and Certification .......................................................................................................... 552
2.2 B-RNAV Certification and Operational Requirements ................................................................ 552

3 SYSTEM DESCRIPTION .....................................................................................................................552


3.1 RNP............................................................................................................................................ 552
3.2 RNAV.......................................................................................................................................... 552

4 GENERAL OPERATIONAL LIMITATIONS ...........................................................................................552


4.1 System Availability...................................................................................................................... 553
4.2 Contingency ............................................................................................................................... 553

5 FUNCTIONAL REQUIREMENTS ........................................................................................................553


5.1 Navigation Data Base................................................................................................................. 553
5.2 RNP............................................................................................................................................ 553
5.3 RNAV.......................................................................................................................................... 554
5.4 Navigation .................................................................................................................................. 554
5.5 Contingency Procedures ............................................................................................................ 554
5.6 Operations Manual ..................................................................................................................... 554

JOINT AVIATION AUTHORITIES (JAA) - AERODROME OPERATING MINIMUMS (AOM) (Series “600”)

GENERAL ...............................................................................................................................................601

DEFINITIONS..........................................................................................................................................601
1 Aircraft Operators Responsibility................................................................................................ 601
2 Aircraft Categories ..................................................................................................................... 602
3 Portrayal of AOM ........................................................................................................................ 602
4 Met Visibility/RVR Conversion.................................................................................................... 602
5 Take-off Minimums ..................................................................................................................... 602
6 Circle-to-land Minimums............................................................................................................. 604
7 Visual Approach ......................................................................................................................... 604
8 Non-precision Approach Minimums ........................................................................................... 604
9 Precision Approach (Cat I) Minimums........................................................................................ 605
10 Precision Approach (Cat II) Minimums....................................................................................... 607
11 Precision Approach (Cat III) Minimums...................................................................................... 607
12 Effect on AOM of Temporarily Failed or Downgraded Ground Equipment ................................. 608
13 Commencement and Continuation of Approach (Approach Ban) .............................................. 609
14 Planning Minimums (IFR Flights) ............................................................................................... 610

© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED


27 OCT 06 AIR TRAFFIC CONTROL EH-VII

TABLE OF CONTENTS
REGIONAL PROCEDURES (DOC 7030)

EUROPE
Reduced Vertical Separation Minimum (RVSM) EUR......................................................................... E-1
RVSM and RVSM Transition EUR....................................................................................................... E-7
8.33kHz Channel Spacing ................................................................................................................ E-11
Procedures for Area Navigation (RNAV) Operations EUR................................................................ E-21
Basic RNAV (B-RNAV) in the Airspace of the Member States of the
European Civil Aviation Conference (ECAC) .................................................................................... E-25

EURASIA
Reduced Vertical Separation Minimum (RVSM) EUR.......................................................................EE-1
RVSM and RVSM Transition EUR.....................................................................................................EE-7
8.33kHz Channel Spacing ..............................................................................................................EE-11
Procedures for Area Navigation (RNAV) Operations ......................................................................EE-21
Basic RNAV (B-RNAV) in the Airspace of the Member States of the
European Civil Aviation Conference (ECAC) ..................................................................................EE-25

MIDDLE EAST/SOUTH ASIA


Reduced Vertical Separation Minimum (RVSM) Middle East .......................................................... ME-1

STATE RULES AND PROCEDURE PAGES


Afghanistan ...................................................................................................................... AFGHANISTAN-1
Albania ....................................................................................................................................... ALBANIA-1
Algeria ........................................................................................................................................ALGERIA-1
Angola ........................................................................................................................................ ANGOLA-1
Armenia ..................................................................................................................................... ARMENIA-1
Austria ........................................................................................................................................ AUSTRIA-1
Azerbaijan ........................................................................................................................... AZERBAIJAN-1
Azores .........................................................................................................................................AZORES-1
Bahrain ...................................................................................................................................... BAHRAIN-1
Bangladesh .......................................................................................................................BANGLADESH-1
Belarus ......................................................................................................................................BELARUS-1
Belgium ....................................................................................................... BELGIUM & LUXEMBOURG-1
Benin .......................................................................................................................... see WEST AFRICA-1
Botswana............................................................................................................................... BOTSWANA-1
Bulgaria ................................................................................................................................... BULGARIA-1
Burkina Faso .............................................................................................................. see WEST AFRICA-1
Burundi ...................................................................................................................................... BURUNDI-1
Cameroon................................................................................................................... see WEST AFRICA-1
Canary Is ................................................................................................................................ CANARY IS-1
Cape Verde ........................................................................................................................ CAPE VERDE-1
Central African Republic............................................................................................. see WEST AFRICA-1
Chad........................................................................................................................... see WEST AFRICA-1
China, P.R. of......................................................................................................................CHINA, P.R. of-1
Congo, D.R. of ................................................................................................................. CONGO, D.R. of-1
Congo, Rep. of ........................................................................................................... see WEST AFRICA-1
Croatia........................................................................................................................................ CROATIA-1
Cyprus ........................................................................................................................................ CYPRUS-1
Czech ............................................................................................................................................ CZECH-1
Denmark.................................................................................................................................. DENMARK-1
Djibouti ...................................................................................................................................... DJIBOUTI-1
Egypt ..............................................................................................................................................EGYPT-1
Equatorial Guinea....................................................................................................... see WEST AFRICA-1
Eritrea.........................................................................................................................................ERITREA-1
Estonia .......................................................................................................................................ESTONIA-1
Ethiopia .....................................................................................................................................ETHIOPIA-1
Faroe Is ..................................................................................................................................... FAROE IS-1
Finland........................................................................................................................................ FINLAND-1
France .........................................................................................................................................FRANCE-1
Gabon......................................................................................................................... see WEST AFRICA-1
Georgia......................................................................................................................................GEORGIA-1
Germany...................................................................................................................................GERMANY-1
Ghana............................................................................................................................................GHANA-1
Greece........................................................................................................................................ GREECE-1
Greenland............................................................................................................................ GREENLAND-1
Guinea Republic ..................................................................................................................GUINEA REP.-1
Hong Kong........................................................................................................................... HONG KONG-1
Hungary.................................................................................................................................... HUNGARY-1
Iceland........................................................................................................................................ICELAND-1
India..................................................................................................................................................INDIA-1
Iran ....................................................................................................................................................IRAN-1
Iraq ....................................................................................................................................................IRAQ-1
Ireland ........................................................................................................................................IRELAND-1
Israel..............................................................................................................................................ISRAEL-1
Italy....................................................................................................................................................ITALY-1
Ivory Coast ................................................................................................................. see WEST AFRICA-1
© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED
EH-VIII AIR TRAFFIC CONTROL 27 OCT 06

TABLE OF CONTENTS
Jordan .........................................................................................................................................JORDAN-1
Kazakhstan........................................................................................................................ KAZAKHSTAN-1
Kenya .............................................................................................................................................KENYA-1
Korea, D.P.R. of .............................................................................................................. KOREA D.P.R. of-1
Kuwait........................................................................................................................................... KUWAIT-1
Kyrgyzstan ............................................................................................................................. see RUSSIA-1
Latvia............................................................................................................................................. LATVIA-1
Lebanon ................................................................................................................................... LEBANON-1
Lesotho..................................................................................................................................... LESOTHO-1
Liberia...........................................................................................................................................LIBERIA-1
Libya, S.P.A. Jamahiriya ........................................................................................................ LIBYA, SPAJ-1
Lithuania..................................................................................................................................LITHUANIA-1
Luxembourg .............................................................................................BELGIUM and LUXEMBOURG-1
Macao, P.R. of China ............................................................................................ MACAO P.R. of CHINA-1
Macedonia, the former Yugoslav Rep of ............................................................... FYROM MACEDONIA-1
Madagascar...................................................................................................................... MADAGASCAR-1
Madeira Is........................................................................................................................see PORTUGAL-1
Malawi ......................................................................................................................................... MALAWI-1
Maldives .................................................................................................................................. MALDIVES-1
Mali............................................................................................................................. see WEST AFRICA-1
Malta............................................................................................................................................... MALTA-1
Mauritania................................................................................................................... see WEST AFRICA-1
Mauritius.................................................................................................................................MAURITIUS-1
Moldova ....................................................................................................................................MOLDOVA-1
Mongolia................................................................................................................................. MONGOLIA-1
Morocco.................................................................................................................................. MOROCCO-1
Mozambique......................................................................................................................MOZAMBIQUE-1
Namibia .......................................................................................................................................NAMIBIA-1
Nepal .............................................................................................................................................. NEPAL-1
Netherlands .....................................................................................................................NETHERLANDS-1
Niger........................................................................................................................... see WEST AFRICA-1
Nigeria .........................................................................................................................................NIGERIA-1
Norway ....................................................................................................................................... NORWAY-1
Oman...............................................................................................................................................OMAN-1
Pakistan.................................................................................................................................... PAKISTAN-1
Poland .........................................................................................................................................POLAND-1
Portugal ..................................................................................................................................PORTUGAL-1
Qatar ...................................................................................................................................see BAHRAIN-1
Romania ....................................................................................................................................ROMANIA-1
Russia .......................................................................................................................................... RUSSIA-1
Rwanda ......................................................................................................................................RWANDA-1
Sao Tome and Principe ..................................................................................SAO TOME and PRINCIPE-1
Saudi Arabia..................................................................................................................... SAUDI ARABIA-1
Senegal ...................................................................................................................... see WEST AFRICA-1
Serbia-Montenegro............................................................................................SERBIA-MONTENEGRO-1
Seychelles ..........................................................................................................................SEYCHELLES-1
Sierra Leone....................................................................................................................SIERRA LEONE-1
Slovakia .................................................................................................................................... SLOVAKIA-1
Slovenia....................................................................................................................................SLOVENIA-1
Somalia ..................................................................................................................................... SOMALIA-1
South African Rep ............................................................................................... SOUTH AFRICAN REP.-1
South West Africa.................................................................................................................see NAMIBIA-1
Spain ............................................................................................................................................... SPAIN-1
Sri Lanka .................................................................................................................................SRI LANKA-1
Sudan ............................................................................................................................................ SUDAN-1
Swaziland ..............................................................................................................................SWAZILAND-1
Sweden ......................................................................................................................................SWEDEN-1
Switzerland.......................................................................................................................SWITZERLAND-1
Syria ................................................................................................................................................SYRIA-1
Tajikistan................................................................................................................................ see RUSSIA-1
Tanzania ................................................................................................................................... TANZANIA-1
Togo............................................................................................................................ see WEST AFRICA-1
Tunisia ......................................................................................................................................... TUNISIA-1
Turkey .......................................................................................................................................... TURKEY-1
Turkmenistan ......................................................................................................................... see RUSSIA-1
Uganda....................................................................................................................................... UGANDA-1
Ukraine ...................................................................................................................................... UKRAINE-1
United Arab Emirates ...................................................................................................................... U.A.E.-1
United Kingdom..........................................................................................................UNITED KINGDOM-1
Uzbekistan........................................................................................................................... UZBEKISTAN-1
West Africa ........................................................................................................................WEST AFRICA-1
Yemen ...........................................................................................................................................YEMEN-1
Zambia ......................................................................................................................................... ZAMBIA-1
Zimbabwe............................................................................................................................... ZIMBABWE-1

© JEPPESEN SANDERSON, INC., 1996, 2006. ALL RIGHTS RESERVED


16 DEC 05 AIR TRAFFIC CONTROL 1

INTRODUCTION
This Air Traffic Control Section is designed to provide pilots with International Civil Aviation Organiza­
INTRODUCTION

tion (ICAO) Standards, Recommended Practices and Procedures for international operations. In addi­
tion, on a State-by-State basis, flight procedures unique to each state, or different from the published
ICAO rules and procedures, are included.
A complete description of each part of this Air Traffic Control Section is provided below.

ICAO DEFINITIONS (SERIES “100” They are compiled by Jeppesen using the State’s
Aeronautical Information Publication (AIP) as the pri­
PAGES) mary source material.
These definitions are applicable to the ICAO infor­ The State name is shown with the page number,
mation contained in this ATC section and have been such as Australia-1, Bulgaria-1, etc. Information is
extracted from appropriate ICAO publications. presented as follows:

FLIGHT PROCEDURES (SERIES GENERAL


“200” PAGES) A general statement concerning conformance, or
non-conformance with ICAO.procedures and units of
Details of the “PANS-OPS” instrument departure
measurement used by the State are provided.
and approach procedure information useful to the pi­
lot-in-command in the execution of an instrument de­
parture or approach procedure are included. The in­ FLIGHT PROCEDURES
formation is extracted from the latest amended
edition of “Procedures for Air Navigation Services —
Aircraft Operations, Document 8168, Volume I, HOLDING
Flight Procedures.” References to earlier editions Holding speed tables are provided in the Flight Pro­
are included. Jeppesen assigned paragraph num­ cedures (Series “200”) Air Traffic Control pages.
bers are for continuity, and include some explanato­ Reference to the specific, applicable table is includ­
ry information. However, the official paragraph num­ ed on the State Rules and Procedures page. If the
bers (enclosed within parentheses) are retained. State has exceptions to the published holding tables,
a complete tabulation of holding speeds is provided.
ICAO RULES OF THE AIR, ANNEX 2
and ICAO ATS AIRSPACE PROCEDURE LIMITATIONS AND OPTIONS
CLASSIFICATIONS (ANNEX 11) Statements concerning conformance with ICAO
(SERIES “300” PAGES) PANS-OPS are included here. (The latest version of
PANS-OPS, Volume I is provided in the FLIGHT
ICAO Rules of the Air consist of an extraction of PROCEDURES (Series “200”) AIR TRAFFIC CON­
ICAO Annex 2. ICAO ATS Airspace Classifications TROL pages. A statement indicating that “Instru­
contain definitions and requirements for airspace ment Procedures are in conformance with the new
classifications and the requirements for Visual Flight PANS-OPS Document 8168, Volume II” indicates
Rules. compliance with this document.
Procedure limitations, non-standard circling protect­
ed area, airspeed restrictions, and similar type infor­
ICAO RULES OF THE AIR AND AIR mation is included. Significant State differences with
TRAFFIC SERVICES, PANS-RAC ICAO PANS-OPS (Instrument Departure Proce­
(DOC 4444) (SERIES “400” PAGES) dures) are also published under this heading.

These pages contain those extracts of the AIRPORT OPERATING MINIMUMS


PANS-RAC Document 4444 which ICAO has specifi­
cally identified as being of particular interest to pi­ The type landing, take-off and alternate minimums
lots-in-command. published by the State are detailed. If the State pub­
lishes Obstruction Clearance Altitude/Height
(OCA/H), or the earlier PANS-OPS Obstruction
MACH NUMBER TECHNIQUE (SERIES Clearance Limit (OCL) information, the information
“500” PAGES) is noted. Approach ban information is also included.

These pages contain the objectives, prerequisites PILOT CONTROLLED LIGHTING (PCL)
and general procedures for Mach Number Tech­
nique as layed out in ICAO DOC 9426. The pilot operating procedures are included for
those States utilizing a standard PCL system.
STATE PAGES RULES AND NOISE ABATEMENT PROCEDURES
PROCEDURES
Standard procedures, unique to all airports within a
STATE RULES AND PROCEDURES pages contain State and not published elsewhere by Jeppesen, are
flight information applicable to the specific State. listed here.

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.


2 AIR TRAFFIC CONTROL 16 DEC 05

INTRODUCTION
ATS AIRSPACE CLASSIFICATION
New standard airspace classifications were desig­
nated by ICAO applicable 14 November 1991. The
new classifications are explained beginning on AIR
TRAFFIC CONTROL – ICAO ATS AIRSPACE
CLASSIFICATIONS (and elsewhere, in the INTRO-
DUCTION and ENROUTE Sections). Statements
under the “ATS AIRSPACE CLASSIFICATIONS”
heading indicate that the State has implemented the
ICAO classifications, and include any State excep­
tions, or note that the State has not implemented the
change, and provide a brief description of the sys­
tem still in effect.

SPECIAL REQUIREMENTS AND


REGULATIONS
Special restrictions to filing flight plans, night opera­
tions, special reporting procedures, use of non-stan­
dard altimeter setting procedures, etc., are listed un­
der this heading.

DIFFERENCES FROM ICAO


STANDARDS AND PROCEDURES
Information published is limited to significant State
differences with ICAO Definitions, ICAO Annex 2,
Rules of the Air, and PANS-RAC, Document 4444
provided by Jeppesen, referenced to specific para­
graph numbers.

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.


AIR TRAFFIC CONTROL 24 SEP 99 105

INTERNATIONAL CIVIL AVIATION ORGANIZATION — DEFINITIONS


CONTROL AREA — A controlled airspace ex­ DECISION ALTITUDE (DA) OR DECISION HEIGHT
tending upwards from a specified limit above the (DH) — A specified altitude, or height, in the preci­
earth. sion approach at which a missed approach must be
initiated if the required visual reference to continue
CONTROLLED AERODROME — An aerodrome at the approach has not been established.
which air traffic control service is provided to
aerodrome traffic.
NOTE 1: Decision altitude (DA) is referenced
NOTE: The term "controlled aerodrome" indi­ to mean sea level and decision height (DH) is
cates that air traffic control service is referenced to the threshold elevation.
provided to aerodrome traffic but does not
necessarily imply that a control zone exists. NOTE 2: The required visual reference
means that section of the visual aids or of the
CONTROLLED AIRSPACE — An airspace of approach area which should have been in
defined dimensions within which air traffic control view for sufficient time for the pilot to have
service is provided to IFR flights and to VFR flights in made an assessment of the aircraft position
accordance with the airspace classification. and rate of change of position, in relation to
the desired flight path. In Category III opera­
NOTE: Controlled airspace is a generic term tions with a decision height the required
which covers ATS airspace Classes A, B, C, visual reference is that specified for the par­
D and E. ticular procedure and operation.
CONTROLLED FLIGHT — Any flight which is NOTE 3: For convenience where both
subject to an air traffic control clearance. expressions are used they may be written in
the form "decision altitude/height" and abbre­
CONTROLLER-PILOT DATA LINK COMMUNICA­ viated "DA/H".
TIONS (CPDLC) — A means of communication
between controller and pilot, using data link for ATC DEPENDENT PARALLEL APPROACHES —
communications. Simultaneous approaches to parallel or near-parallel
instrument runways where radar separation minima
CONTROL ZONE — A controlled airspace between aircraft on adjacent extended runway centre
extending upwards from the surface of the earth to a lines are prescribed.
specified upper limit.
DETRESFA — The code word used to designate a
CRUISE CLIMB — An aeroplane cruising technique distress phase.
resulting in a net increase in altitude as the
aeroplane mass decreases. DISCRETE CODE — A four-digit SSR Code with the
last two digits not being "00".
CRUISING LEVEL — A level maintained during a
significant portion of a flight. DISTRESS PHASE — A situation wherein there is a
reasonable certainty that an aircraft and its
CURRENT FLIGHT PLAN — The flight plan, occupants are threatened by grave and imminent
including changes, if any, brought about by danger or require immediate assistance.
subsequent clearances.
DME DISTANCE — The line of sight distance (slant
DANGER AREA — An airspace of defined range) from the source of a DME signal to the
dimensions within which activities dangerous to the receiving antenna.
flight of aircraft may exist at specified times. ELEVATION — The vertical distance of a point or a
level, on or affixed to the surface of the earth,
DATA CONVENTION — An agreed set of rules
measured from mean sea level.
governing the manner or sequence in which a set of
EMERGENCY PHASE — A generic term meaning,
data may be combined into a meaningful
as the case may be, uncertainty phase, alert phase
communication.
or distress phase.
DATA LINK COMMUNICATIONS — A form of
ESTIMATED ELAPSED TIME — The estimated
communication intended for the exchange of
time required to proceed from one significant point to
messages via a data link.
another.
DEAD RECKONING (DR) NAVIGATION — The
ESTIMATED OFF-BLOCK TIME — The estimated
estimating or determining of position by advancing
time at which the aircraft will commence movement
an earlier known position by the application of
associated with departure.
direction, time and speed data.

© JEPPESEN SANDERSON, INC.,1999-2000. ALL RIGHTS RESERVED.


106 24 SEP 99 AIR TRAFFIC CONTROL

INTERNATIONAL CIVIL AVIATION ORGANIZATION — DEFINITIONS


ESTIMATED TIME OF ARRIVAL — For IFR flights, NOTE 1: A pressure type altimeter calibrated
the time at which it is estimated that the aircraft will in accordance with the Standard
arrive over that designated point, defined by Atmosphere:
reference to navigation aids, from which it is intended a. when set to a QNH altimeter setting, will
that an instrument approach procedure will be indicate altitude;
commenced, or if no navigation aid is associated b. when set to a QFE altimeter setting, will
with the aerodrome, the time at which the aircraft will indicate height above the QFE reference
arrive over the aerodrome. For VFR flights, the time datum;
at which it is estimated that the aircraft will arrive over c. when set to a pressure of 1013.2 hecto­
the aerodrome. pascals (hPa), may be used to indicate
flight levels.
EXPECTED APPROACH TIME — The time at which
ATC expects that an arriving aircraft, fol-lowing a NOTE 2: The terms "height" and "altitude",
delay, will leave the holding point to complete its used in Note 1 above, indicate altimetric
approach for a landing. rather than geometric heights and altitudes.

NOTE: The actual time of leaving the holding FLIGHT PLAN — Specified information provided to
point will depend upon the approach air traffic services units, relative to an intended flight
clearance. or portion of a flight of an aircraft.

FILED FLIGHT PLAN — The flight plan as filed with NOTE: Specifications for flight plans are con­
an ATS unit by the pilot or a designated tained in ICAO Rules of the Air, Annex 2. A
representative, without any subsequent changes. Model Flight Form is contained in ICAO
Rules of the Air and Air Traffic Services,
FINAL APPROACH — That part of an instrument PANS-RAC (Doc 4444), Appendix 2.
approach procedure which commences at the
specified final approach fix or point, or, where such a FLIGHT STATUS — An indication of whether a given
fix or point is not specified: aircraft requires special handling by air traffic
a. at the end of the last procedure turn, base turn or services units or not.
inbound turn of a racetrack procedure, if speci­
fied; or FLIGHT VISIBILITY — The visibility forward from the
b. at the point of interception of the last track speci­ cockpit of an aircraft in flight.
fied in the approach procedure; and ends at a
point in the vicinity of an aerodrome from which: FLOW CONTROL — Measures designed to adjust
(1) landing can be made; or the flow of traffic into a given airspace, along a given
(2) a missed approach procedure is initiated. route, or bound for a given aerodrome, so as to
ensure the most effective utilization of the airspace.
FINAL APPROACH SEGMENT — That segment of
an instrument approach procedure in which FORECAST — A statement of expected
alignment and descent for landing are accomplished. meteorological conditions for a specified time or
period, and for a specified area or portion of
FLIGHT CREW MEMBER — A licensed crew airspace.
member charged with duties essential to the
operation of an aircraft during flight time. GLIDE PATH — A descent profile determined for
vertical guidance during a final approach.
FLIGHT INFORMATION CENTRE — A unit
established to provide flight information service and GROUND EFFECT — A condition of improved
alerting service. performance (lift) due to the interference of the
surface with the airflow pattern of the rotor system
FLIGHT INFORMATION REGION — An airspace of when a helicopter or other VTOL aircraft is operating
defined dimensions within which flight information near the ground.
service and alerting service are provided.
NOTE: Rotor efficiency is increased by
FLIGHT INFORMATION SERVICE — A service ground effect to a height of about one rotor
provided for the purpose of giving advice and diameter for most helicopters.
information useful for the safe and efficient conduct
of flights. GROUND-TO-AIR COMMUNICATION — One-way
communication from stations or locations on the
FLIGHT LEVEL (FL) — A surface of constant atmo­ surface of the earth to aircraft.
spheric pressure which is related to a specific
pressure datum, 1013.2 hectopascals (hPa), and is GROUND VISIBILITY — The visibility at an
separated from other such surfaces by specific pres­ aerodrome, as reported by an accredited observer.
sure intervals.
HEADING — The direction in which the longitudinal
axis of an aircraft is pointed, usually expressed in
degrees from North (true, magnetic, compass or
grid).

© JEPPESEN SANDERSON, INC.,1999. ALL RIGHTS RESERVED.


AIR TRAFFIC CONTROL 24 SEP 99 107

INTERNATIONAL CIVIL AVIATION ORGANIZATION — DEFINITIONS


HEIGHT — The vertical distance of a level, a point or INTERMEDIATE APPROACH SEGMENT — That
an object considered as a point, measured from a segment of an instrument approach procedure
specified datum. between either the intermediate approach fix and the
final approach fix or point, or between the end of a
HOLDING POINT — A specified location, identified reversal, racetrack or dead reckoning track
by visual or other means, in the vicinity of which the procedure and the final approach fix or point, as
position of an aircraft in flight is maintained in appropriate.
accordance with air traffic control clearances.
LANDING AREA — That part of a movement area
HOLDING PROCEDURE — A predetermined intended for the landing or take-off of aircraft.
manoeuvre which keeps an aircraft within a specified
airspace while awaiting further clearance. LEVEL — A generic term relating to the vertical
position of an aircraft in flight and meaning variously,
IFR — The symbol used to designate the instrument height, altitude or flight level.
flight rules.
LOCATION INDICATOR — A four-letter code group
IFR FLIGHT — A flight conducted in accordance formulated in accordance with rules prescribed by
with the instrument flight rules. ICAO and assigned to the location of an aeronautical
fixed station.
IMC — The symbol used to designate instrument
meteorological conditions. MANOEUVRING AREA — That part of an
aerodrome to be used for the take-off, landing and
INCERFA — The code word used to designate an taxiing of aircraft, excluding aprons.
uncertainty phase.
METEOROLOGICAL INFORMATION —
INDEPENDENT PARALLEL APPROACHES — Meteorological report, analysis, forecast, and any
Simultaneous approaches to parallel or near-parallel other statement relating to existing or expected
instrument runways where radar separation minima meteorological conditions.
between aircraft on adjacent extended runway centre
lines are not prescribed. METEOROLOGICAL OFFICE — An office
designated to provide meteorological service for
INDEPENDENT PARALLEL DEPARTURES — international air navigation.
Simultaneous departures from parallel or near­
parallel instrument runways. METEOROLOGICAL REPORT — A statement of
observed meteorological conditions related to a
INITIAL APPROACH SEGMENT — That segment of specified time and location.
an instrument approach procedure between the
initial approach fix and the intermediate approach fix MINIMUM DESCENT ALTITUDE (MDA) OR
or, where applicable, the final approach fix or point. MINIMUM DESCENT HEIGHT (MDH) — A speci­
fied altitude or height in a non-precision approach or
INSTRUMENT APPROACH PROCEDURE — A circling approach below which descent must not be
series of predetermined manoeuvres by reference to made without the required visual reference.
flight instruments with specified protection from
obstacles from the initial approach fix, or where NOTE 1: Minimum descent altitude (MDA) is
applicable, from the beginning of a defined arrival referenced to mean sea level and minimum
route to a point from which a landing can be descent height (MDH) is referenced to the
completed and thereafter, if a landing is not aerodrome elevation or to the threshold ele­
completed, to a position at which holding or en-route vation if that is more than 2m (7 ft) below the
obstacle clearance criteria apply. aerodrome elevation. A minimum descent
height for a circling approach is referenced to
INSTRUMENT METEOROLOGICAL CONDITIONS the aerodrome elevation.
— Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling, less than NOTE 2: The required visual reference
the minima specified for visual meteorological means that section of the visual aids or of the
conditions. approach area which should have been in
view for sufficient time for the pilot to have
NOTE 1: The specified minima for visual made an assessment of the aircraft position
meteorological conditions are contained in and rate of change of position, in relation to
ICAO Rules of the Air, Annex 2, Chapter 4. the desired flight path. In the case of a cir­
cling approach the required visual reference
NOTE 2: In a control zone, a VFR flight may is the runway environment.
proceed under instrument meteorological
conditions if and as authorized by air traffic NOTE 3: For convenience when both expres­
control. sions are used they may be written in the
form "minimum descent altitude/ height"
abbreviated "MDA/H".

© JEPPESEN SANDERSON, INC.,1999-2000. ALL RIGHTS RESERVED.


108 24 SEP 99 AIR TRAFFIC CONTROL

INTERNATIONAL CIVIL AVIATION ORGANIZATION — DEFINITIONS


MINIMUM SECTOR ALTITUDE — The lowest NO-TRANSGRESSION ZONE (NTZ) — In the
altitude which may be used which will provide a context of independent parallel approaches, a
minimum clearance of 300m (1,000 ft) above all corridor of airspace of defined dimensions located
objects located in an area contained within a sector centrally between the two extended runway centre
of a circle of 46 km (25 NM) radius centred on a radio lines, where a penetration by an aircraft requires a
aid to navigation. controller intervention to manoeuvre any threatened
aircraft on the adjacent approach.
MISSED APPROACH POINT (MAP) — That point in
an instrument approach procedure at or before which OBSTACLE ASSESSMENT SURFACE (OAS) — A
the prescribed missed approach procedure must be defined surface intended for the purpose of
initiated in order to ensure that the minimum obstacle determining those obstacles to be considered in the
clearance is not infringed. calculation of obstacle clearance altitude/height for a
specific ILS facility and procedure.
MISSED APPROACH PROCEDURE — The
procedure to be followed if the approach cannot be OBSTACLE CLEARANCE ALTITUDE (OCA) OR
continued. OBSTACLE CLEARANCE HEIGHT (OCH) — The
lowest altitude or the lowest height above the eleva­
MODE (SSR) — The conventional identifier related tion of the relevant runway threshold or the
to specific functions of the interrogation signals aerodrome elevation as applicable, used in establish­
transmitted by an SSR interrogator. There are four ing compliance with appropriate obstacle clearance
modes specified in ICAO Annex 10 (not published criteria.
herein): A, C, S and intermode.
NOTE 1: Obstacle clearance altitude is refer­
MOVEMENT AREA — That part of an aerodrome to enced to mean sea level and obstacle
be used for the take-off, landing and taxiing of clearance height is referenced to the thresh­
aircraft, consisting of the manoeuvring area and the old elevation or in the case of non-precision
apron(s). approaches to the aerodrome elevation or
the threshold elevation if that is more than
NEAR-PARALLEL RUNWAYS — Non-intersecting 2m (7 ft) below the aerodrome elevation. An
runways whose extended centre lines have an angle obstacle clearance height for a circling
of convergence / divergence of 15 degrees or less. approach is referenced to the aerodrome
elevation.
NON-RADAR SEPARATION — The separation
used when aircraft position information is derived NOTE 2: For convenience when both expres­
from sources other than radar. sions are used they may be written in the
form "obstacle clearance altitude/ height" and
NORMAL OPERATING ZONE (NOZ) — Airspace of abbreviated "OCA/H".
defined dimensions extending to either side of an ILS
localizer course and/or MLS final approach track. OPERATIONAL CONTROL — The exercise of
Only the inner half of the normal operating zone is authority over the initiation, continuation, diversion or
taken into account in independent parallel termination of a flight in the interest of the safety of
approaches. the aircraft and the regularity and efficiency of the
flight.
NOTAM (ICAO) — A notice distributed by means of
telecommunication containing information OPERATOR — A person, organization or enterprise
concerning the establishment, condition or change in engaged in or offering to engage in an aircraft
any aeronautical facility, service, procedure or operation.
hazard, the timely knowledge of which is essential to
personnel concerned with flight operations. PILOT-IN-COMMAND — The pilot responsible for
the operation and safety of the aircraft during flight
NOTAM (Old) — A notice containing information time.
concerning the establishment, condition or change in
any aeronautical facility, service, procedure or haz­ PRECISION APPROACH PROCEDURE — An
ard, the timely knowledge of which is essential to instrument approach procedure utilizing azimuth and
personnel concerned with flight operations. glide path information provided by ILS or PAR.
Class I distribution: Distribution by means of
telecommunication. PRECISION APPROACH RADAR (PAR) — Primary
Class II distribution: Distribution by means other radar equipment used to determine the position of an
than telecommunication. aircraft during final approach, in terms of lateral and
vertical deviations relative to a nominal approach
path, and in range relative to touchdown.

NOTE: Precision approach radars are desig­


nated to enable pilots of aircraft to be given
guidance by radio communication during the
final stages of the approach to land.

© JEPPESEN SANDERSON, INC.,1999. ALL RIGHTS RESERVED.


9 DEC 05 AIR TRAFFIC CONTROL 201

FLIGHT PROCEDURES (DOC 8168)


Extracted from ICAO Document 8168, Volume I - Fourth Edition — Flight Procedures, PROCEDURES
FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, herein known as PANS-OPS.

1 GENERAL individual States is explained under the subtitle


“Flight Procedures”.
1.1 This section describes operational proce­
dures and outlines the parameters on which the cri­
teria of ICAO Document 8168, Volume II – Construc­
tion of Visual and Instrument Flight Procedures, are
based, so as to illustrate the need for pilots to ad­
here strictly to the published procedures.
1.1.1 With the exception of this introductory
material, paragraphs have been extracted in whole
or in part from PANS-OPS. The PANS-OPS para­
graph numbers are used beginning with Part II.
1.2 PANS-OPS VERSUS PREVIOUS
EDITIONS TO PANS-OPS
1.2.1 Instrument Departure and Approach
Procedures
1.2.1.1 There are instrument departure and
approach procedures published that were developed
prior to the ICAO procedures initially established
with ICAO Document 8168, Volume I, First and Sec­
ond Editions. These procedures may have applied
different procedure criteria.
1.2.1.2 Procedures developed in accordance
with the ICAO Procedures are indicated with a mar­
gin notation “PANS-OPS”, “PANS-OPS 3” or
“PANS-OPS 4”.
PANS-OPS — indicates that the State has speci­
fied that the approach procedure complies with
ICAO Document 8168, Volume II, First or Second
Edition.
PANS-OPS 3 — further indicates that holding
speeds to be used are those specified in ICAO Doc­
ument 8168, Volume II, Third Edition.

NOTE: For applying the correct holding speed, refer


to the respective State RULES AND PROCEDURES
page.

PANS-OPS 4 — further indicates that the acceler­


ation segment criteria have been deleted, as former­
ly published in ICAO Document 8168, Volume II,
First, Second and Third Editions.

NOTE: Acceleration Segment criteria published in


previous editions of Document 8168 are contained
in Appendix 1.

1.2.2 Obstacle Clearance Limit — OCL


1.2.2.1 A few approach charts which still
show an OCL in the profile section have not been
converted to the PANS-OPS standard. The airspace
protected for the IAP is smaller, and normally the
speed is restricted to a maximum 150 KTAS with an
omnidirectional wind of 60 kt.
1.3 STATE PAGES — RULES AND
PROCEDURES
1.3.1 On RULES AND PROCEDURES pages,
the conversion status of the IAPs applicable for the

© JEPPESEN SANDERSON, INC. 2002, 2005. ALL RIGHTS RESERVED.


202 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


1 GENERAL CRITERIA 1.2.8 Establishment of a Departure
Procedure
1.1 INTRODUCTION
1.2.8.1 A departure procedure will be estab­
1.1.1 The criteria in this part are designed to lished for each runway where instrument departures
provide flight crews and other flight operations per­ are expected to be used and will define a departure
sonnel with an appreciation, from the operational procedure for the various categories of aircraft
point of view, of the parameters and criteria used in based on all-engines PDG (procedure design gradi­
the design of instrument departure procedures ent) of 3.3 per cent or an increased PDG if required
which include but are not limited to standard instru­ to achieve minimum obstacle clearance.
ment departure routes and associated procedures.
NOTE: Development of contingency procedures is
1.1.2 These procedures assume that all en­ the responsibility of the operator.
gines are operating. In order to ensure acceptable
clearance above obstacles during the departure 1.2.8.2 The procedures will assume that pi­
phase, instrument departure procedures may be lots will not compensate for wind effects when being
published as specific routes to be followed or as om­ radar vectored; and will compensate for known or
nidirectional departures, together with procedure de­ estimated wind effects when flying departure routes
sign gradients and details of significant obstacles. which are expressed as tracks to be made good.
Omnidirectional departures may specify sectors to
be avoided.
1.3 OBSTACLE CLEARANCE
1.2 THE INSTRUMENT DEPARTURE 1.3.1 Obstacle clearance is a primary safety
PROCEDURE consideration in the development of instrument de­
parture procedures. The protected areas and obsta­
1.2.1 The design of an instrument departure cle clearance applicable to individual types of depar­
procedure is, in general, dictated by the terrain sur­ ture are specified in subsequent chapters.
rounding the aerodrome, but may also be required to 1.3.2 Unless otherwise promulgated, a PDG of
cater for ATC requirements in the case of standard 3.3 per cent is assumed. The PDG is made up of:
instrument departure routes. These factors in turn
a. 2.5 per cent gradient of obstacle identification
influence the type and siting of navigation aids in re­
surfaces or the gradient based on the most criti­
lation to the departure route. Airspace restrictions
cal obstacle penetrating these surfaces, which­
may also affect the routing and siting of navigation
ever is the higher gradient (see Figures II-3-2
aids.
and II-4-1); and
1.2.2 At many aerodromes, a prescribed de­
b. 0.8 per cent increasing obstacle clearance.
parture route is not required for ATC purposes. Nev­
ertheless, there may be obstacles in the vicinity of 1.3.3 Gradients published will be specified to
the aerodrome that will have to be considered in de­ an altitude / height after which the minimum gradient
termining whether restrictions to departures are to of 3.3 per cent is considered to prevail (see the con­
be prescribed. In such cases, departure procedures trolling obstacle in Figure II-4-1). For conversion of
may be restricted to a given sector(s) or may be pub­ climb gradient for cockpit use see Figure II-4-2. The
lished with a procedure design gradient in the sector final PDG continues until obstacle clearance is en­
containing the obstacle. Departure restrictions will sured for the next phase of flight (i.e., enroute, hold­
be published as described in Chapter 4. ing or approach). At this point the departure proce­
dure ends and is marked by a significant point.
1.2.4 Where no suitable navigation aid is avail­
able, the criteria for omnidirectional departures are 1.3.4 The minimum obstacle clearance equals
applied. zero at the DER (departure end of runway) and
thereafter will increase by 0.8 per cent of the hori­
1.2.5 Where obstacles cannot be cleared by
zontal distance in the direction of flight assuming a
the appropriate margin when the aeroplane is flown
maximum divergence of 15°.
on instruments, aerodrome operating minima are es­
tablished to permit visual flight clear of obstacles. 1.3.5 In the turn initiation area and turn area, a
minimum obstacle clearance of 90m (295 ft) is pro­
1.2.6 Wherever possible a straight departure
vided.
will be specified which is aligned with the runway
centerline. 1.3.7 Whenever a suitably located DME exists,
additional specific height / distance information in­
1.2.7 When a departure route requires a turn
tended for obstacle avoidance may be published.
of more than 15° to avoid an obstacle, a turning de­
RNAV way-point or other suitable fixes may be used
parture is constructed. Flight speeds for turning de­
to provide a means of monitoring climb perfor­
parture are specified in Table II-2-1 (see 2.3.3).
mance.
Wherever other limiting speeds than those specified
in Table II-2-1 are promulgated, they must be com­ 1.3.8 Pilots should not accept radar vectors
plied with to remain within the appropriate areas. If during departure unless:
an aeroplane operation requires a higher speed, a. they are above the minimum altitude(s)/height(s)
then an alternative departure procedure must be re­ required to maintain obstacle clearance in the
quested. event of engine failure. This relates to engine fail­
ure between V1 and minimum sector altitude or
the end of the contingency procedure as appro­
priate; or

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FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


b. the departure route is non-critical with respect to and the associated obstacle clearance criteria are
obstacle clearance. based on the definition of tracks to be followed by
the aeroplane. When flying the published track, the
2 STANDARD INSTRUMENT pilot is expected to correct for known wind to remain
DEPARTURES within the protected airspace.
2.2 STRAIGHT DEPARTURES
2.1 GENERAL
2.2.1 A straight departure is one in which the
2.1.1 A SID is normally developed to accom­ initial departure track is within 15° of the alignment
modate as many aircraft categories as possible. De­ of the runway centerline.
partures which are limited to specific aircraft catego­
ries are clearly annotated. 2.2.2 Track guidance may be provided by a
suitably located facility (VOR or NDB) or by RNAV.
2.1.2 The SID terminates at the first fix / facility See Figure II-2-1.
/ way-point of the enroute phase following the depar­
ture procedure. 2.2.3 When obstacles exist affecting the depar­
ture route, procedure design gradients greater than
2.1.3 There are two basic types of departure 3.3 per cent are promulgated to an altitude / height
route: straight and turning. Departure routes are after which the 3.3 per cent gradient is considered to
based on track guidance acquired within 20 km prevail. Gradients to a height of 60m (200 ft) or less,
(10.8 NM) from the departure end of the runway caused by close-in obstacles, are not specified. In
(DER) on straight departures and within 10 km (5.4 such cases, the corresponding obstacles are pub­
NM) after completion of turns on departures requir­ lished as indicated in Chapter 4. See Figure II-2-2.
ing turns. The design of instrument departure routes

Figure II-2-1. Area for Straight Departure with Track Guidance

Figure II-2-2. Procedure Design Gradient

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204 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


2.3 TURNING DEPARTURES bles III-1-1 and III-1-2, increased by 10 per cent to
account for increased aeroplane mass in departure
2.3.1 When a departure route requires a turn (see Table II-2-1). In exceptional cases, where ac­
of more than 15°, a turning area is constructed. ceptable terrain clearances cannot otherwise be pro­
Turns may be specified at an altitude / height, at a vided, turning departure routes are constructed with
fix, and at a facility. Straight flight is assumed until maximum speeds as low as the intermediate missed
reaching an altitude / height of at least 120m (394 approach speed increased by 10 per cent, in such
ft), or 90m (295 ft) for helicopters, above the eleva­ cases the procedure is annotated with a cautionary
tion of the DER. No provision is made in this docu­ note (see 2.3.4 c.).
ment for turning departures requiring a turn below
120m (394 ft), or 90m (295 ft) for helicopters, above Table II-2-1. Maximum Speeds for Turning
the elevation of the DER. Where the location and/or Departures
height of obstacles precludes the construction of
turning departures which satisfy the minimum turn Aeroplane Maximum Speed km/h (kt)
height criterion, departure procedures should be de­ Category
veloped on a local basis in consultation with the op­ A 225 (120)
erators concerned. B 305 (165)
2.3.3 Turn areas at a facility or DME distance C 490 (265)
(see Figure II-2-3) are constructed in the same man­
ner, and using the same parameters as for the D 540 (290)
missed approach, except that the speeds employed E 560 (300)
are the final missed approach speeds listed in Ta­

Figure II-2-3. Turning Departure — Turn at a Fix

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9 DEC 05 AIR TRAFFIC CONTROL 205

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


2.3.4 Parameters of construction of the turning 3 OMNIDIRECTIONAL DEPARTURES
areas are based on the following conditions:
a. altitude: 3.1 Where no track guidance is provided in the
design, the departure criteria are developed by us­
1. turn designated at an altitude/height: turn al­ ing the omnidirectional method.
titude/height;
2. turn at a designated turning point: aero­ 3.2 The departure procedure commences at the
drome elevation plus the height based on a departure end of the runway (DER), which is the end
10 per cent climb from the DER to the turning of the area declared suitable for take-off (i.e., the
point; end of the runway or clearway as appropriate). Since
the point of lift-off will vary, the departure procedure
b. temperature: ISA + 15° C corresponding to a. is constructed on the assumption that a turn at 120m
above; (394 ft) above the elevation of the aerodrome will not
c. indicated airspeed: the speed tabulated for “fi­ be initiated sooner than 600m from the beginning of
nal missed approach” in Tables III-1-1 and III-1-2 the runway.
for the speed category for which the departure
procedure is designed, increased by 10 per cent 3.3 Unless otherwise specified, departure proce­
to account for the increased aircraft mass at de­ dures are developed on the assumption of a 3.3 per
parture. However, where operationally required cent procedure design gradient (PDG) and a straight
to avoid obstacles, reduced speeds as slow as climb on the extended runway centerline until reach­
the IAS tabulated for “intermediate missed ap­ ing 120m (394 ft) above the aerodrome elevation.
proach” in Tables III-1-1 and III-1-2, increased by 3.4 The basic procedure ensures:
10 per cent may be used, provided the proce­
dure is annotated “Departure turn limited to a. the aircraft will climb on the extended runway
______ km/h (kt) IAS maximum”. centerline to 120m (394 ft) before turns can be
specified; and
d. true air speed: the IAS in c. above adjusted for
altitude a. and temperature b.; b. at least 90m (295 ft) of obstacle clearance will be
provided before turns greater than 15° can be
e. wind: maximum 95 per cent probability wind on specified.
an omnidirectional basis, where statistical wind
data are available. Where no wind data are avail­ 3.5 The omnidirectional departure procedure is
able, an omnidirectional 56 km/h (30 kt) is used; designed using any one of a combination of the fol­
f. bank angle: 15° average achieved; lowing:
g. fix tolerance: as appropriate for the type of fix; a. Standard case: Where no obstacles penetrate
the 2.5 per cent OIS (obstacle identification sur­
h. flight technical tolerances: pilot reaction time 3 face), and 90m (295 ft) of obstacle clearance
seconds and bank establishment time 3 seconds prevails, a 3.3 per cent climb to 120m (394 ft) will
(total 6 seconds; see Figure II-2-3); satisfy the obstacle clearance requirements for a
i. turn boundary: calculated as shown in turn in any direction (see Figure II-3-1 — Area
PANS-OPS, Volume II Part III, 7.3.3 (not pub­ 1).
lished herein); and b. Specified turn altitude / height: Where obsta­
j. secondary areas: secondary areas are speci­ cle(s) preclude omnidirectional turns at 120m
fied when track guidance is available. (394 ft), the procedure will specify a 3.3 per cent
climb to an altitude/height where omnidirectional
2.3.5 When obstacles exist prohibiting the turn
turns can be made (see Figure II-3-2 — Area 2).
before DER or prior to reaching an altitude/height,
an earliest turn point or a minimum turning alti­ c. Specified procedure design gradient: Where
tude/height will be specified. obstacle(s) exist, the procedure may define a
minimum gradient of more than 3.3 per cent to a
2.5 CONTINGENCY PROCEDURES specified altitude / height before turns are per­
mitted (see Figure II-3-2 — Area 3).
2.5.1 Development of contingency proce­
dures, required to cover the case of engine failure or d. Sector departures: Where obstacle(s) exist, the
an emergency in flight which occurs after V1 is the procedure may identify sector(s) for which either
responsibility of the operator, in accordance with An­ a minimum gradient or a minimum turn altitude /
nex 6. Where terrain and obstacles permit, these height is specified (e.g., “climb straight ahead to
procedures should follow the normal departure altitude / height... before commencing a turn to
route. the east/the sector 0° - 180° and to altitude /
height... before commencing a turn to the west /
2.5.2 When it is necessary to develop turning the sector 180° - 360°”).
procedures to avoid an obstacle which would have
become limiting, then the procedure should be de­ 3.6 Where obstacles do not permit development
tailed in the appropriate operator’s manual. The of omnidirectional procedures, it is necessary to:
point for start of turn in this procedure must be readi­ a. fly a departure route; or
ly identifiable by the pilot when flying under instru­ b. ensure that ceiling and visibility will permit obsta­
ment conditions. cles to be avoided by visual means.

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206 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


Figure II-3-1. Areas 1 and 2 and Turn Initiation Area for Omnidirectional Departure

Figure II-3-2. Area 3 for Omnidirectional Departures

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FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


4 PUBLISHED INFORMATION 4.4 For omnidirectional departures, the restric­
tions will be expressed as sectors to be avoided or
4.1 The information listed in the following para­ sectors in which minimum gradients and/or minimum
graphs will be published for operational personnel. altitudes are specified to enable an aeroplane to
safely overfly obstacles.
4.2 For departure routes, the following informa­
tion is promulgated: 4.5 The published minimum gradient will be the
a. Significant obstacles which penetrate the OIS; highest in any sector that may be expected to be
overflown. The altitude to which the minimum gradi­
b. The position and height of close-in obstacles ent is specified will permit the aircraft to continue at
penetrating the OIS. A note is included on the the 3.3 per cent minimum gradient through that sec­
SID chart whenever close-in obstacles exist tor, a succeeding sector, or to an altitude authorized
which were not considered for the published for another phase of flight (i.e., enroute, holding or
PDG; approach). See Figure II-4-1. A fix may also be des­
c. The highest obstacle in the departure area, and ignated to mark the point at which a gradient in ex­
any significant obstacle outside the area which cess of 3.3 per cent is no longer required.
dictates the design of the procedure;
4.6 When it is necessary, after a turn, to fly a
d. The altitude / height at which a gradient in ex­ heading to intercept a specified radial / bearing, the
cess of 3.3 per cent is not longer used. A note is procedure will specify the turning point, the track to
included whenever the published procedure de­ be made good and the radial / bearing to be inter­
sign gradient is based only on airspace restric­ cepted (e.g., “at DME 4 km turn left to track 340° to
tion (i.e., PDG based only on airspace restric­ intercept VOR R020”; or “at DME 2 turn left to track
tion). 340° to intercept VOR R020”).
e. All navigation facilities, fixes or waypoints, radials
and DME distances depicting route segments 4.7 Departures which are limited to specific air­
are clearly indicated on the SID chart. craft categories will be clearly annotated.

4.3 Departure routes are labelled as RNAV only 4.8 When cloud base and visibility minima are
when that is the primary means of navigation uti­ limiting criteria then this information will be pub­
lized. lished.

Figure II-4-1. Climb Gradient Reduction in Departure

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208 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


Figure II-4-2. Conversion Nomogram

5 AREA NAVIGATION (RNAV) manding one for the flight. Prior to the flight, the pilot
must verify that the aircraft will be able to meet the
DEPARTURE PROCEDURES AND RNP requirement specified for each segment. In
RNP BASED DEPARTURE some cases this may require the pilot to manually
PROCEDURES update the aircraft’s navigation system immediately
prior to take-off. During the flight, the pilot must
5.1 The general principles of RNAV approach check that the system complies with the RNP re­
procedures apply also to RNAV departure proce­ quirements of the segment concerned and must
dures. check in particular the RNP changes along the
route.
5.2 Departures may be based on RNAV
VOR/DME, RNAV DME/DME, basic GNSS or RNP 5.3 It is assumed that the system provides infor­
criteria. Most FMS-equipped aircraft are capable of mation which the pilot monitors and uses to inter­
following RNAV procedures based on more than one vene, and thus limit, excursions of the flight technical
of the above systems. However, in some cases the error (FTE) to values within those taken into account
procedure may specify constraints on the system during the system certification process.
used. To follow a procedure based on RNP, the 5.4 There are four kinds of turns:
RNAV system must be approved for the promulgated
RNP and it is assumed that all navaids on which the – turn at a fly-by waypoint;
RNP procedure is based are in service (see NOTA- – turn at a fly-over waypoint;
Ms related to DME stations, GNSS, etc.). A route – turn at an altitude/height; and
may consist of segments where different RNP val­
– fixed radius turn (generally associated with pro­
ues are applicable. It should be noted that the seg­
cedures based on RNP).
ment with the lowest RNP value is the most de­

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FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


6 USE OF FMS / RNAV EQUIPMENT amend the equipment suffix for subsequent flight
plans.
TO FOLLOW CONVENTIONAL
DEPARTURE PROCEDURES 7.2.1.4 Navigation database. Departure
and approach waypoint information are contained in
6.1 Where FMS / RNAV equipment is available, it a navigation database. If the navigation database
does not contain the departure or approach proce-
may be used when flying the conventional departure
dure, then the basic GNSS receiver cannot be used
procedures defined in PANS-OPS, Volume II, Part II,
for these procedures.
provided:
a. the procedure is monitored using the basic dis- 7.2.1.5 Performance integrity. The basic
play normally associated with that procedure; GNSS receiver verifies the integrity (usability) of the
and signals received from the satellite constellation
through receiver autonomous integrity monitoring
b. the tolerances for flight using raw data on the ba-
(RAIM). Aircraft equipped with a multi-sensor RNAV
sic display are complied with.
capability may utilize aircraft autonomous integrity
6.2 Lead radials are for use by monitoring (AAIM) to perform the RAIM integrity
non-RNAV-equipped aircraft and are not intended to function. AAIM integrity performance must be at
restrict the use of turn anticipation by the FMS. least equivalent to RAIM. RAIM generates an alert
indicating the possibility of an unacceptable position
7 AREA NAVIGATION (RNAV) error if it detects an inconsistency amongst the set of
DEPARTURE PROCEDURES FOR satellite range measurements currently in use. The
RAIM function will be temporarily unavailable when
BASIC GNSS an insufficient number of satellites are being tracked
or the satellite geometry is unsuitable. Since the rel-
7.1 BACKGROUND ative positions of the satellites are constantly chang-
7.1.1 This chapter describes GNSS departures ing, prior experience with the airport does not guar-
based on the use of area navigation systems that antee reception at all times, so a RAIM availability
may exist in different avionics implementations, prediction for the expected arrival time should al-
ranging from either a basic GNSS stand-alone re- ways be checked pre-flight. When RAIM is unavail-
ceiver to a multi-sensor area navigation (RNAV) sys- able, the GNSS procedure must not be used. In this
tem that utilizes information provided by a basic case, the pilot must use another type of approach
GNSS sensor. navigation system, select another destination or de-
lay the flight until RAIM is predicted to be available.
7.2 GNSS RNAV RAIM outages will be more frequent for approach
mode than for enroute mode due to the more strin-
7.2.1 General gent alert limits. Since factors such as aircraft atti-
7.2.1.1 Introduction. Section 7.2 describes tude and antenna location may affect reception of
GNSS departures based on the use of basic GNSS signals from one or more satellites, and since, on in-
receivers. Basic GNSS receivers must include integ- frequent occasions, unplanned satellite outages will
rity monitoring routines and be capable of turn antic- occur, RAIM availability predictions cannot be 100
ipation. Flight crews should be familiar with the spe- per cent reliable.
cific functionality of the equipment. 7.2.1.6 Equipment operation. There are a
7.2.1.2 Operational approval. Aircraft number of manufacturers of basic GNSS receivers
equipped with basic GNSS receivers, which have on the market, and each employs a different method
been approved by the State of the Operator for de- of interface. It is expected that flight crews will be-
parture and non-precision approach operations, may come thoroughly familiar with the operation of their
use these systems to carry out basic GNSS proce- particular receiver prior to using it in flight opera-
dures provided that before conducting any flight the tions. The equipment shall be operated in accor-
following criteria are met: dance with the provisions of the applicable aircraft
operating manual. It is also strongly recommended
a. the GNSS equipment is serviceable; to have one of the appropriate checklists available
b. the pilot has current knowledge of how to oper- on board the aircraft for easy reference in the se-
ate the equipment so as to achieve the optimum quential loading and operation of the equipment.
level of navigation performance;
7.2.1.7 Operating modes and alert limits.
c. satellite availability is checked to support the in- The basic GNSS receiver has three modes of opera-
tended operation; tion - enroute, terminal and approach mode - based
d. an alternate airport with conventional navaids upon manual flight of the aircraft. The RAIM alert
must be selected; and limits are automatically coupled to the receiver
e. the procedure must be retrievable from an air- modes and are set to ±3.7, 1.9, and 0.6 km (±2.0,
borne navigation database. 1.0 and 0.3 NM) respectively.
7.2.1.3 Flight Plan. Aircraft relying on basic
GNSS receivers are considered to be
RNAV-equipped. Appropriate equipment suffixes are
assigned to each type for inclusion in the flight plan.
Where the basic GNSS receiver becomes inopera-
tive, the pilot should immediately advise ATC and

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210 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


7.2.1.8 Course deviation indicator (CDI) 7.2.3.3 Straight departures. Where the
sensitivity. The CDI sensitivity is automatically cou- alignment of the initial departure track is determined
pled to the operating mode of the receiver and is set by the position of the first waypoint located after the
to ±9.3, 1.9 or 0.6 km (±5.0, 1.0 or 0.3 NM) for en- DER, there are no unique requirements for the basic
route, terminal and approach respectively. Although GNSS receiver.
a manual selection for CDI sensitivity is available, 7.2.3.4 Turning Departures. Turns are spec-
overriding an automatically selected CDI sensitivity ified as a “turn at a fly-by waypoint”, “turn at a flyover
during an approach will cancel the approach mode. waypoint” or “turn at an altitude/height”. For some
7.2.2 Pre-flight systems, turns at an altitude/height cannot be coded
in the database, and in this case, such turns must be
7.2.2.1 All basic GNSS IFR operations shall executed manually.
be conducted in accordance with the aircraft operat-
ing manual. Prior to the conduct of IFR flight opera- 7.3 MULTI-SENSOR RNAV
tions using basic GNSS receivers, the operator shall
7.3.1 General
ensure that the equipment and the installation are
approved and certified for the intended IFR opera- 7.3.1.1 Introduction. For GNSS proce-
tion, as not all equipment is certified for approach dures, multi-sensor RNAV systems such as a flight
and/or departure procedures. management computer (FMC) must include a basic
7.2.2.2 Prior to any basic GNSS IFR opera- GNSS sensor that includes integrity monitoring rou-
tion, a review of all the NOTAMs appropriate to the tines supporting system sensor selection and usage,
satellite constellation should be accomplished. as well as status and alerting indications. In this type
of implementation, GNSS is just one of several dif-
NOTE: Some GNSS receivers may contain the ca- ferent navigation positioning sources (e.g. IRS/INS,
pability to deselect the affected satellite. VOR/DME, DME/DME) that may be used individual-
ly or in combination with each other. The FMC will
7.2.2.3 The pilot/operator shall follow the provide an automatic selection of the best (most ac-
specific start-up and self-test procedures for the curate) source, as well as a capability to deselect or
equipment as outlined in the aircraft operation man- inhibit from use in calculating position, a sensor type
ual. or specific navigation aid. The FMC may be the
7.2.3 Departure source of flight director cues or may also be con-
nected to an autoflight system for automatic flight
7.2.3.1 Equipment capabilities. Basic operations. With this type of avionics, the pilot typi-
GNSS receivers differ widely in their capabilities. cally interfaces with the FMC through a control and
The basic GNSS receiver operating manual must be display unit. Flight crews should be familiar with the
checked to ascertain: functionality of the FMC, specific when GNSS is the
a. the correct annunciation for the receiver depar- primary positioning source.
ture mode. If the departure mode is not avail- NOTE: For text simplicity in this section, the term FC
able, then a mode appropriate for the GNSS is used to denote the general category of multi-sen-
equipment used during departure must be se- sor RNAV systems.
lected to ensure the required integrity, or the
GNSS equipment must not be used during de- 7.3.1.2 Operational approval. Aircraft
parture; equipped with an FMC system that has been ap-
b. whether the database contains the required tran- proved by the State of the Operator for departure
sitions and departures. Databases may not con- and non-precision approach operations may use the
tain all of the transitions or departures from all system to carry out RNAV procedures based on
runways, and some basic GNSS receivers do GNSS providing that before conducting any flight the
not contain SIDs in their databases at all; and criteria in 7.2.1.2 are met.
c. whether terminal RAIM alarm alert limits are au- 7.3.1.3 Flight plan. Aircraft relying on FMCs
tomatically provided by the receiver (terminal using GNSS are considered to be RNAV-equipped.
RAIM alarm alert limits may not be available un- Appropriate equipment suffixes are assigned to
less the waypoints are part of the active flight each type for inclusion in the flight plan. Where a
plan). GNSS sensor for the FMC becomes inoperative and
the resulting equipment configuration is insufficient
7.2.3.2 Equipment set-up. The basic GNSS
for the conduct or continuation of the procedures,
receiver must be selected to appropriate mode for
the pilot should immediately advise ATC and request
use in departure, as indicated for the departure pro-
an available alternative procedure consistent with
cedure (for example the charted procedure may indi-
the capability of the RNAV system. It should be not-
cate that terminal mode is appropriate if departure
ed that depending on the type of certification of the
mode is not available, see 7.2.3.1) with CDI sensitiv-
FMC being used, the FMC being used, the manufac-
ity of ±1.9 km (±1.0 NM). The departure navigation
turer’s aircraft flight manuals and data may allow for
routes must be loaded into the active flight plan from
continued operation.
a current navigation database in order to fly the pub-
lished SID. Certain segments of a SID may require 7.3.1.4 Navigation database. The criteria of
some manual intervention by the pilot, especially 7.2.1.4 apply for an FMC system.
when radar vectored to a track or when required to
intercept a specific track to a waypoint.

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7.3.1.5 Performance integrity. Most air car­ generate SBAS messages for uplink to the geosta­
rier and corporate aircraft GNSS implementations tionary satellites, which broadcast the SBAS mes­
employ FMCs that rely on the integrity capability of sage to the users.
the GNSS sensors incorporating RAIM, as well as 8.1.1.1 By providing extra ranging signals via
FMCs relying on both GNSS sensor RAIM and air­ geostationary satellites and enhanced integrity infor­
craft autonomous integrity monitoring (AAIM). RAIM mation for each navigation satellite, SBAS delivers a
relies only on satellite signals to perform the integrity higher availability of service than the core satellite
function whereas AAIM uses information from other constellations.
on-board navigation sensors in addition to GNSS
signals to perform the integrity function to allow con­ 8.1.1.2 A more detailed description of SBAS
tinued use of GNSS information in the event of a mo­ and the performance levels supported by SBAS is
mentary loss of RAIM due to an insufficient number provided in Annex 10, Volume I, Chapter 3, and At­
of satellites or the satellite constellation. AAIM integ­ tachment D, Section 6, and the Global Navigation
rity performance must be at least equivalent to RAIM Satellite System (GNSS) Manual (currently in prepa­
performance. ration).
7.3.1.6 Equipment operation. The criteria of 8.1.2 SBAS receiver. An SBAS receiver is a
7.2.1.6 apply for an FMC system. type of GNSS avionics that at least meets require­
ments for an SBAS receiver as laid down in Annex
7.3.1.7 Operating modes and alert limits. 10, Volume I, and specifications of RTCA DO-229C,
An FMC using GNSS will contain either the three as amended by FAA TSO-C145A/146A (or equiva­
system modes of operation described in 7.2.1.7, or lent).
will be equivalent (for example, be required to be op­
erated in conjunction with a flight director system or 8.2 DEPARTURE
coupled autopilot system to ensure the required lev­
el of performance is provided). 8.2.1 Departure procedure. The entire depar­
ture procedure must be selected from the airborne
7.3.1.8 CDI sensitivity. The criteria of database. Pilot entry of the departure procedure is
7.2.1.8 apply for an FMC system. Some FMC GNSS not authorized. When integrity requirements cannot
implementations may incorporate different display be met to support the SBAS departure operation,
sensitivities for departure operations. These different the SBAS receiver will annunciate the procedure is
display sensitivities may be used when guidance is not available.
provided by a flight director, auto-pilot or enhanced
guidance displays. 8.2.2 Straight departure. From the DER to the
turn initiation point of the first waypoint in the depar­
7.3.2 Pre-flight ture procedure, the SBAS receiver provides a nomi­
nal full-scale deflection (FSD) of 0.3 NM. Larger
The criteria of 7.2.2.1 apply for an FMC system.
FSDs may be acceptable with augmentations, such
7.3.3 Departure as an autopilot, that can control the flight technical
error.
7.3.3.1 Equipment capabilities. The crite­
ria of 7.2.3.1 apply for an FMC system. Some FMC 8.2.2.1 Terminal operation mode rever­
installations may not provide the terminal RAIM sion. At the turn initiation point for the first waypoint
alarm alert but should provide an equivalent capabil­ in the departure procedure, the SBAS receiver will
ity appropriate to the operation. revert to the terminal operation mode with an FSD of
1 NM. The SBAS receiver will continue to function in
7.3.3.2 Equipment set-up. The criteria of the terminal integrity mode until the last waypoint of
7.2.3.2 apply for an FMC system. Some FMC instal­ the departure procedure is sequenced. After this
lations will rely on a combination of indications and waypoint, the SBAS receiver will provide en-route in­
situation information on electronic map displays and tegrity.
primary flight displays, in conjunction with required
operating configurations (for example, conduct of 8.2.3 Turning departure. The criteria are de­
procedures using the flight director), providing equiv­ pendent on whether the first waypoint is a fly-by or
alency to conduct the operation based upon the CDI. flyover waypoint. For a fly-by waypoint, turn anticipa­
tion is always provided. At turn initiation, FSD is as
7.3.3.3 The criteria of 7.2.3.3 and 7.2.3.4 ap­ described in 8.2.2. For a flyover waypoint, there is no
ply for an FMC system. turn anticipation. FSD and integrity performance
8 AREA NAVIGATION (RNAV) transitions occur when the waypoint is sequenced.
The SBAS receiver will not transition to en-route in­
DEPARTURE PROCEDURES FOR tegrity performance until the final waypoint in the de­
SATELLITE-BASED parture procedure is sequenced.
AUGMENTATION SYSTEM (SBAS)
8.1 GENERAL CRITERIA
8.1.1 Introduction. An SBAS augments core
satellite constellations by providing ranging, integrity
and correction information via geostationary satel­
lites. The system comprises a network of ground ref­
erence stations that observe satellite signals, and
master stations that process observed data and

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212 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART II. DEPARTURE PROCEDURES


9 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES FOR
GROUND-BASED AUGMENTATION
SYSTEM (GBAS)
9.1 DEPARTURE OPERATIONS
No departure criteria specifically designed for GBAS
exist. Departure operations based upon basic GNSS
or SBAS may be flown by aircraft with a GBAS re­
ceiver using the optional GBAS positioning service.
(See Chapter 7, “Area Navigation (RNAV) Departure
Procedures for Basic GNSS” and Chapter 8, “Area
Navigation (RNAV) Departure Procedures for Satel­
lite-based Augmentation System (SBAS)”.)

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9 DEC 05 AIR TRAFFIC CONTROL 213

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Only a few instrument approach procedures (IAPs) are left which are constructed in accordance with
the standards in an earlier version of PANS-OPS. This means IAPs are constructed on a basic criteria
which includes tangible values as follows:
– maximum TAS 150 kt;
– omnidirectional wind speed up to 60 kt.

1 GENERAL CRITERIA 1.6.2 Operators may specify two types of ap­


proach procedures for non-precision approaches.
1.2 THE INSTRUMENT APPROACH The first is that described as: “descend immediately
PROCEDURE to not below the minimum stepdown fix alti­
tude/height or MDA/H as appropriate”. This method
1.2.1 The design of an instrument approach is acceptable as long as the achieved descent gradi­
procedure is, in general, dictated by the terrain sur­ ent remains below 15 per cent and the missed ap­
rounding the aerodrome, the type of operations con­ proach is initiated at or before the MAP. Alternatively,
templated and the aircraft to be accommodated. operators are encouraged to use a stabilized ap­
Theses factors in turn influence the type and siting proach technique for non-precision approaches.
of navigation aids in relation to the runway or aero­ This technique requires a continuous descent with a
drome. Airspace restrictions may also affect the sit­ rate of descent adjusted to achieve a constant de­
ing of navigation aids. scent gradient to a point 15m (50 ft) above thresh­
old, taking due regard of the minimum crossing alti­
1.2.2 An instrument approach procedure may tudes/heights specified for the FAF and any
have five separate segments. They are the arrival, prescribed stepdown fix. If the required visual refer­
initial, intermediate, final and missed approach seg­ ence approaching MDA/H is not achieved, or if the
ments. The approach segments begin and end at MAP is reached before reaching the MDA/H, the
designated fixes. However, under some circum­ missed approach must be initiated. In either case,
stances certain of the segments may begin at speci­ aircraft are not permitted to go below the MDA/H at
fied points where no fixes are available; e.g., the fi­ any time. The stabilized approach technique is also
nal approach segment of a precision approach may associated with operator-specified limits of speed,
originate at the point of intersection of the designat­ power, configuration and displacement at (a) speci­
ed intermediate flight altitude with the nominal glide fied height(s) designed to ensure the stability of the
path. approach path and a requirement for an immediate
1.2.3 Whenever possible, a straight-in ap­ go-around if these requirements are not met.
proach will be specified which is aligned with the
runway centerline. In the case of non-precision ap­ NOTE:
proaches, a straight-in approach is considered ac­ 1. To achieve a constant descent gradient where
ceptable if the angle between the final approach stepdown fixes are specified, descent may be
track and the runway centerline is 30° or less. delayed until after passing the FAF, or the FAF
crossed at an increased altitude/height. If a
1.2.4 In those cases where terrain or other greater height is used, ATC clearance should be
constraints cause the final approach track alignment obtained to ensure separation.
or descent gradient to fall outside the criteria for a 2. When using the “stabilized approach” technique
straight-in approach, a circling approach will be
in a non-precision approach, the height/altitude
specified. The final approach track of a circling ap­
at which the missed approach maneuver is initi­
proach procedure is in most cases aligned to pass
ated is a matter of pilot judgement based on the
over some portion of the usable landing surface of
prevailing conditions and the overriding require­
the aerodrome.
ment to remain above the MDA/H. Where an op­
1.2.5 Minimum sector altitudes/terminal ar­ erator specifies an advisory initiation alti­
rival altitudes. Minimum sector altitudes or terminal tude/height (above MDA/H) based on average
arrival altitudes are established for each aerodrome conditions, the associated visibility requirements
and provide at least 300 m (984 ft) obstacle clear­ should be based on the MDA/H and not the advi­
ance within 46 km (25 NM) of the navigation aid, ini­ sory altitude/height.
tial approach fix or intermediate fix associated with 3. In all cases, regardless of the flight technique
the approach procedure for that aerodrome. used, cold temperature correction must be ap­
1.6 FACTORS AFFECTING plied to all minimum altitudes (see Part VI, Chap­
ter 3, 3.3).
OPERATIONAL MINIMA
The following ICAO tables indicate the specified
1.6.1 In general, minima are developed by add­
range of handling speeds for each category of air­
ing the effect of a number of operational factors to
craft to perform the maneuvers specified. This speed
OCA/H to produce, in the case of precision ap­
ranges have been assumed for use in calculating
proaches, decision altitude (DA) or decision height
airspace and obstacle clearance requirements for
(DH) and, in the case of non-precision approaches,
each procedure.
minimum descent altitude (MDA) or minimum de­
scent height (MDH). The general operational factors
to be considered are specified in Annex 6.

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214 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Table III-1-1. Speeds for procedure calculations in kilometres per hour (km/h)
Range of Range of Max speeds Max speeds for missed
Aircraft speeds for final for visual approach
V at
category initial approach approach maneuvering Intermediate Final
speeds (circling)
A <169 165/280 (205*) 130/185 185 185 205
B 169/223 220/335 (260*) 155/240 250 240 280
C 224/260 295/445 215/295 335 295 445
D 261/306 345/465 240/345 380 345 490
E 307/390 345/467 285/425 445 425 510
H N/A 130/220** 110/165*** N/A 165 165
CAT H N/A 130/220 110/165 N/A 130 or 165 130 or 165
(PinS)***

Vat - Speed at threshold based on 1.3 times stall ing configuration at maximum certificated landing
speed Vso or 1.23 times stall speed Vs1g in the land- mass. (Not applicable to helicopters.)

* Maximum speed for reversal and racetrack procedures.


** Maximum speed for reversal and racetrack procedures up to and including 6000 ft is 185 km/h, and
maximum speed for reversal and racetrack procedures above 6000 ft is 205 km/h.
*** Helicopter point-in-space procedures based on basic GNSS may be designed using maximum speeds
of 220 km/h for initial and intermediate segments and 165 km/h on final and missed approach segments,
or 165 km/h for initial and intermediate segments and 130 km/h on final and missed approach segments
based on operational need.

Table III-1-2. Speeds for procedure calculations in knots (kt)


Range of Range of Max speeds Max speeds for missed
Aircraft speeds for final for visual approach
V at
category initial approach approach maneuvering Intermediate Final
speeds (circling)
A <91 90/150 (110*) 70/100 100 100 110
B 91/120 120/180 (140*) 85/130 135 130 150
C 121/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
E 166/210 185/250 155/230 240 230 275
H N/A 70/120** 60/90*** N/A 90 90
CAT H N/A 70/120 60/90 N/A 70 or 90 70 or 90
(PinS)***

Vat - Speed at threshold based on 1.3 times stall speed Vso or 1.23 times stall speed Vs1g in the landing config­
uration at maximum certificated landing mass. (Not applicable to helicopters.)

* Maximum speed for reversal and racetrack procedures.


** Maximum speed for reversal and racetrack procedures up to and including 6000 ft is 100 kt and
maximum speed for reversal and racetrack procedures above 6000 ft is 110 kt.
*** Helicopter point-in-space procedures based on basic GNSS may be designed using maximum speeds
of 120 KIAS for initial and intermediate segments and 90 KIAS on final and missed approach segments,
or 90 KIAS for initial and intermediate segments and 70 KIAS on final and missed approach segments
based on operational need.

NOTE: The Vat speeds given in Column 1 of Table III-1-1 are converted exactly from those in Table III-1-2,
since they determine the category of aircraft. The speeds given in the remaining columns are converted and
rounded to the nearest multiple of five for operational reasons and from the standpoint of operational safety are
considered to be equivalent.

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9 DEC 05 AIR TRAFFIC CONTROL 215

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


1.7 PROMULGATION 1.7.3 FAF altitude-procedure altitude/height.
The descent path reaches a certain altitude at the
1.7.1 Descent gradients/angles for charting. FAF. In order to avoid overshooting the descent path,
Descent gradients/angles for charting shall be pro­ the FAF published procedure altitude/height should
mulgated to the nearest one-tenth of a per cent/de­ be 15 m (50 ft) below this altitude. The procedure al­
gree. Descent gradients/angles shall originate at a titude/height shall not be less than the OCA/H of the
point 15 m (50 ft) above the landing runway thresh­ segment preceding the final approach segment. See
old. For precision approaches, different origination Figure III-1-4.
points may apply (see RDH in specific chapters).
Earth curvature is not considered in determining the 1.7.4 Both the procedure altitude/height and
descent gradient/angle. the minimum altitude for obstacle clearance shall be
published. In no case will the procedure alti­
1.7.2 Descent angles for database coding. tude/height be lower than any minimum alti­
Paragraph 1.7.1 applies, except only to descent an­ tude/height for obstacle clearance.
gles and that the angles shall be published to the
nearest one-hundredth of a degree.

Figure III-1-4. Procedure altitude/height vs. minimum altitudes with stepdown fix

2 APPROACH PROCEDURE DESIGN 2.4.2 Adequate space for descent is provided


by establishing a maximum allowable descent gradi­
2.1 INSTRUMENT APPROACH AREAS ent for each segment of the procedure. The mini­
mum descent gradient/angle in the final approach of
2.1.4 Non-precision approach procedures and a non-precision procedure with FAF is 4.3 per
procedures with vertical guidance will be developed cent/2.5° (43 m/km (260 ft/NM)). The optimum de­
to include not only the minimum altitudes/heights to scent gradient/angle in the final approach of a proce­
ensure obstacle clearance, but also procedure alti­ dure with FAF is 5.2 per cent/3.0° (52 m/km (318
tudes/heights. Procedure altitude/heights will be de­ ft/NM)). Where a steeper descent gradient is neces­
veloped to place the aircraft at altitudes/heights that sary, the maximum permissible is 6.5 per cent/3.7°
would normally be flown to intercept and fly an opti­ (65 m/km (395 ft/NM)) for Cat A and B aircraft, 6.1
mum 5.2 per cent (3.0°) descent path angle in the fi­ percent/3.5° (61 m/km (370 ft/NM)) for Cat C, D and
nal approach segment to a 15 m (50 ft) threshold E aircraft, and 10 per cent (5.7°) for CAT H. For pro­
crossing. In no case will a procedure altitude/height cedures with VOR or NDB on aerodrome and no
be less than any OCA/H. FAF, rates of descent in the final approach phase are
given in Table III-2-1. In the case of a precision ap­
2.4 DESCENT GRADIENT
proach, the operationally preferred glide path angle
2.4.1 In designing instrument approach proce­ is 3.0° as specified in Annex 10, Volume I. An ILS
dures, adequate space is allowed for descent from glide path/MLS elevation angle in excess of 3.0° is
the facility crossing altitude/height to the runway used only where alternate means available to satisfy
threshold for straight-in approach or to OCA/H for obstacle clearance requirements are impractical.
circling approaches.

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216 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


2.4.3 In certain cases the maximum descent rate required for non-precision final approach seg­
gradient of 6.5 per cent (65 m/km (400 ft/NM)) re- ments before starting the approach.
sults in descent rates which exceed the recommend­ 2.4.4 Any constant descent angle shall clear all
ed rates of descent for some aircraft; e.g. at 280 step-down fix minimum crossing altitudes within any
km/h (150 kt) it results in a 5 m/s (1000 ft/min) rate of segment.
descent. Pilots should consider carefully the descent

Table III-2-1. Rate of Descent in the Final Approach Segment of a Procedure with no FAF
Rate of descent
Aircraft Categories
Minimum Maximum
120 m/min 200 m/min
A, B
(394 ft/min) (655 ft/min)
180 m/min 305 m/min
C, D, E
(590 ft/min) (1000 ft/min)

3 ARRIVAL AND APPROACH Table III-3-1. Charted altitudes/flight levels


SEGMENTS Altitude/Flight Level 17000 FL220
“Window” 10 000 10 000
3.1 GENERAL
“At or Above” 7 000 FL60
3.1.3 In addition to minimum IFR altitudes es­ Altitude/Flight Level
tablished for each segment of the procedure, proce­ “At or Below” 5 000 FL50
dure altitudes/heights will also be provided. Proce­ Altitude/Flight Level
dure altitudes/heights will, in all cases, be at or
above any minimum crossing altitude associated “Mandatory” 3000 FL30
with the segment. Procedure altitude/height will be Altitude/Flight Level
established taking into account the air traffic control “Recommended” 5 000 FL50
needs for that phase of flight. Procedure
Altitude/Flight Level
3.2 STANDARD INSTRUMENT
ARRIVALS “Expected” Expect 5 000 Expect
Altitude/Flight Level FL50
3.2.1 When necessary or where an operational
advantage is obtained, arrival routes from the en- 3.3 INITIAL APPROACH SEGMENT
route phase to a fix or facility used in the procedure
are published. When arrival routes are published, 3.3.1 General
the width of the associated area decreases from the
3.3.1.1 The initial approach segment com­
“enroute” value until the “initial approach” value with
mences at the initial approach fix (IAF) and ends at
a convergence angle of 30° each side of the axis.
the intermediate fix (IF). In the initial approach, the
This convergence begins at 46 km (25 NM) before
aircraft has departed the enroute structure and is
the IAF if the length of the arrival route is greater
maneuvering to enter the intermediate approach
than or equal to 46 km (25 NM). It begins at the
segment. Aircraft speed and configuration will de­
starting point of the arrival route if the length of the
pend on the distance from the aerodrome, and de­
arrival route is less than 46 km (25 NM). The arrival
scent required. The initial approach segment pro­
route normally ends at the initial approach fix. Omni­
vides at least 300m (984 ft) of obstacle clearance in
directional or sector arrivals can be provided taking
the primary area.
into account minimum sector altitudes (MSA).
3.3.1.3 Where no suitable initial approach fix
3.2.2 Terminal radar is a suitable complement
or intermediate fix is available to construct the instru­
to published arrival routes. When terminal radar is
ment procedure in the form shown in Figure III-3-1, a
employed the aircraft is vectored to a fix, or onto the
reversal procedure, racetrack or holding pattern is
intermediate or final approach track, at a point where
required.
the approach may be continued by the pilot through
reference to the instrument approach chart.
3.2.3 Arrival procedures may be developed to
procedurally separate air traffic. In doing so, the pro­
cedure may be accompanied with altitudes/flight lev­
els that are not associated with any obstacle clear­
ance requirement, but are developed to separate
arriving and departing air traffic procedurally. These
altitudes/flight levels shall be charted as indicated in
Table III-3-1. The method of charting of alti­
tudes/flight levels to correctly depict the designed
procedure may differ between avionics manufactur­
ers.

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9 DEC 05 AIR TRAFFIC CONTROL 217

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Figure III-3-1. Segments of Instrument Approach

3.3.2 Types of Maneuvers The 80°/260° procedure turn is an alternative to


the 45°/180° procedure turn (paragraph a.
3.3.2.1 Reversal procedure — The reversal above) unless specifically excluded.
procedure may be in the form of a procedure or base
turn. Entry is restricted to a specific direction or sec­ NOTE: The duration of the initial outbound leg of
tor. In these cases, a particular pattern, normally a a procedure may be varied in accordance with
base turn or procedure turn is prescribed, and to re­ aircraft speed categories in order to reduce the
main within the airspace provided requires strict ad­ over-all length of the protected area.
herence to the directions and timing specified. It
should be noted that the airspace provided for these c. Base turn — consisting of a specified outbound
procedures does not permit a racetrack or holding track and timing or DME distance from a facility,
maneuver to be conducted unless so specified. followed by a turn to intercept the inbound track
(see Figure III-3-2 C.). The outbound track
There are three generally recognized maneuvers re­
and/or the timing may be different for the various
lated to the reversal procedure, each with its own air­
categories of aircraft.
space characteristics:
a. 45°/180° procedure turn (see Figure III-3-2 A.) 3.3.2.2 Racetrack procedure — A racetrack
starts at a facility or fix and consists of: procedure consists of a turn from the inbound track
through 180° from overhead the facility or fix on to
– a straight leg with track guidance; this the outbound track, for 1, 2 or 3 minutes, followed by
straight leg may be timed or limited by a radi­ a 180° turn in the same direction to return to the in­
al or DME distance; bound track (see Figure III-3-2 D.). As an alternative
– a 45° turn; to timing, the outbound leg may be limited by a DME
– a straight leg without track guidance. This distance or intersecting radial / bearing. Normally a
straight leg is timed; it is 1 minute from the racetrack procedure is used when aircraft arrive
start of the turn for categories A and B air­ overhead the fix from various directions. In these
craft and 1 minute 15 seconds from the start cases, aircraft are expected to enter the procedure
of the turn for categories C, D and E aircraft; in a manner comparable to that prescribed for hold­
ing procedure entry with the following consider­
– a 180° turn in the opposite direction to inter­
ations:
cept the inbound track.
a. Offset entry from sector 2 shall limit the time on
The 45°/180° procedure turn is an alternative to
the 30° offset track to 1 minute 30 seconds, after
the 80°/260° procedure turn (paragraph b. be­
which the pilot is expected to turn to a heading
low) unless specifically excluded.
parallel to the outbound track for the remainder
b. 80°/260° procedure turn (see Figure III-3-2 B.) of the outbound time. If the outbound time is only
starts at a facility or fix and consists of: 1 minute, the time on the 30° offset track shall be
– a straight leg with track guidance; this 1 minute also.
straight leg may be timed or limited by a radi­ b. Parallel entry shall not return directly to the facili­
al or DME distance; ty without first intercepting the inbound track
– an 80° turn; when proceeding to the final segment of the ap­
proach procedure.
– a 260° turn in the opposite direction to inter­
cept the inbound track.

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218 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


c. All maneuvering shall be done in so far as possi- segment to accommodate the required loss of al-
ble on the maneuvering side of the inbound titude and when entry into a reversal procedure
track. is not practical. They may also be specified as al-
ternatives to reversal procedures to increase op-
NOTE: Racetrack procedures are used where erational flexibility.
sufficient distance is not available in a straight

Figure III-3-2. Types of Reversal and Racetrack Procedures

3.3.3 Flight Procedures for Racetrack and ensure that the aircraft remains within the limits of
Reversal Procedures the protected areas.

3.3.3.1 Entry — Unless the procedure speci- 3.3.3.3 Bank angle. Procedures are based
fies particular entry restrictions, reversal procedures on average achieved bank angle of 25°, or the bank
shall be entered from a track within ±30° of the out- angle giving a rate of turn of 3°/second, whichever is
bound track of the reversal procedure. However, for less.
base turns, where the ±30° direct entry sector does 3.3.3.4 Descent. The aircraft shall cross the
not include the reciprocal of the inbound track, the fix or facility and fly outbound on the specified track
entry sector is expanded to include it. For racetrack descending as necessary to the specified altitude. If
procedures, entry shall be as paragraph 3.3.2.2, un- a further descent is specified after the inbound turn,
less other restrictions are specified. See Figures this descent shall not be started until established on
III-3-3, III-3-4 and III-3-5. the inbound track (“established” is considered as be-
3.3.3.2 Speed restrictions. These may be ing within half full scale deflection for the ILS and
specified in addition to, or instead of, aircraft catego- VOR, or within ±5° of the required bearing for the
ry restrictions. The speeds must not be exceeded to NDB).

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9 DEC 05 AIR TRAFFIC CONTROL 219

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Figure III-3-3. Direct Entry to Procedure Turn

Figure III-3-4. Direct Entry to Base Turn

Figure III-3-5. Example of Omnidirectional Arrival Using a Holding Procedure in Association with a
Reversal Procedure

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220 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


3.3.3.5 Outbound timing – racetrack pro­ full use should be made of the indications available
cedure. When the procedure is based on a facility, from the aid and estimated or known winds. When a
outbound timing starts from abeam the facility or on DME distance or radial / bearing is specified it shall
attaining the outbound heading, whichever comes not be exceeded when flying on the outbound track.
later. When the procedure is based on a fix, the out­ 3.3.3.7 Descent rates. The specified tim­
bound timing starts from attaining the outbound ings and procedure altitudes are based on rates of
heading. The turn on to the inbound track should be descent that do not exceed the values shown in Ta­
started within the specified time (adjusted for wind) ble III-3-2.
or when encountering any DME distance or the
radial / bearing specifying a limiting distance, which­ 3.3.3.8 Shuttle. A shuttle is normally pre­
ever occurs first. scribed where the descent required between the end
of initial approach and the beginning of final ap­
3.3.3.6 Wind effect. Due allowance should proach exceeds the values shown in Table III-3-2.
be made in both heading and timing to compensate
for the effects of wind to regain the inbound track as NOTE: A shuttle is descent or climb conducted in a
accurately and expeditiously as possible to achieve holding pattern.
a stabilized approach. In making these corrections,

Table III-3-2. Maximum/minimum descent to be specified on a reversal or racetrack procedure


OUTBOUND TRACK MAXIMUM* MINIMUM*
CAT A/B 245m (804 ft) N/A
CAT C/D/E 365m (1,197 ft) N/A
INBOUND TRACK MAXIMUM* MINIMUM*
CAT A/B 200m (655 ft) 120m (394 ft)
CAT C/D/E 305m (1,000 ft) 180m (590 ft)
* Maximum/minimum descent for 1 minute nominal outbound time (m (ft)).

3.3.3.9 Dead reckoning segment — Where track will intersect the localizer at 45° and will not be
an operational advantage can be obtained, an ILS more than 19 km (10 NM) in length. The point of in­
procedure may include a dead reckoning segment terception is the beginning of the intermediate seg­
from a fix to the localizer (see Figure III-3-6). The DR ment and will allow for proper glide path interception.

Figure III-3-6. Dead Reckoning Segment

3.4 INTERMEDIATE APPROACH stacle clearance requirement reduces from 300m


SEGMENT (984 ft) to 150m (492 ft) in the primary area, reduc­
ing laterally to zero at the outer edge of the second­
3.4.1 General ary area.

3.4.1.1 This is the segment during which the 3.4.1.2 Where a final approach fix is avail­
aircraft speed and configuration should be adjusted able, the intermediate approach segment begins
to prepare the aircraft for final approach. For this when the aircraft is on the inbound track of the pro­
reason, the descent gradient is kept as shallow as cedure turn, base turn or final inbound leg of the
possible. During the intermediate approach the ob­ racetrack procedure.

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9 DEC 05 AIR TRAFFIC CONTROL 221

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


NOTE: Where no final approach fix is specified, the 3.5.2.2 The FAF is crossed at the procedure
inbound track is the final approach segment. altitude/height in descent but no lower than the mini­
mum crossing altitude associated with FAF under
3.5 FINAL APPROACH SEGMENT ISA conditions. The descent is normally initiated pri­
or to the FAF in order to achieve the prescribed de­
3.5.1 General scent gradient/angle. Delaying the descent until
reaching the FAF at the procedure altitude/height
This is the segment in which alignment and descent
will cause a descent gradient/angle to be greater
for landing are made. Final approach may be made
than 3°. The descent gradient/angle is published in
to a runway for a straight-in landing or to an aero­
one-tenth of a degree for chart presentation and in
drome for a visual maneuver.
one-hundredth of a degree for database coding pur­
3.5.2 Final Approach – Non-precision with poses. Where range information is available, de­
Final Approach Fix scent profile information is provided.

3.5.2.1 This segment begins at a facility or 3.5.2.3 A stepdown fix may be incorporated
fix, called the final approach fix (FAF) and ends at in some non-precision approach procedures, in
the missed approach point (MAP) (see Figure which case two OCA/H values will be published: a
III-3-1). The FAF is sited on the final approach track higher value applicable to the primary procedure,
at a distance that permits selection of final approach and a lower value applicable only if the stepdown fix
configuration, and descent from intermediate ap­ is positively identified during the approach (see Fig­
proach altitude / height to the MDA/H applicable ei­ ure III-3-7). Normally only one stepdown fix is speci­
ther for a straight-in approach or for a visual circling. fied, but in the case of a VOR/DME procedure, sev­
The optimum distance for locating the FAF relative to eral DME fixes may be depicted, each with its
the threshold is 9.3 km (5.0 NM). The maximum associated minimum crossing altitude.
length should not normally be greater than 19 km
(10 NM).

Figure III-3-7. Stepdown Fix

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222 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


3.5.2.3.1 Where a stepdown procedure us­ gle, interception occurs between 6 km (3 NM) and
ing a suitably located DME is published, the pilot 19 km (10 NM) from the threshold.
shall not commence descent until established on the 3.5.5.3 The width of the ILS / MLS final ap­
specified track. Once established on track, the pilot proach area is much narrower than those of
shall commence descent maintaining the aeroplane non-precision approaches. Descent on the glide
on or above the published DME distance / height re­ path / MLS elevation angle must never be initiated
quirements. until the aircraft is within the tracking tolerance of the
NOTE: The use of DME distance provides an addi­ localizer / azimuth. The ILS obstacle clearance sur­
tional check for enroute radar descent distances. faces assume that the pilot does not normally devi­
ate from the centerline more than half a scale deflec­
3.5.3 Final Approach — Non-precision with tion after being established on track. Thereafter the
no Final Approach Fix aircraft should adhere to the on-course, on-glide
path / elevation angle position since a more than half
3.5.3.1 When an aerodrome is served by a course sector deflection or a more than half course
single facility located on or near the aerodrome, and fly-up deflection combined with other allowable sys­
no other facility is suitably situated to form a FAF, a tem tolerances could place the aircraft in the vicinity
procedure may be designed where the facility is both of the edge or bottom of the protected airspace
the IAF and the MAP. where loss of protection from obstacles can occur.
3.5.3.2 These procedures will indicate a mini­ 3.5.5.4 The intermediate approach track or
mum altitude/height for a reversal procedure or race­ radar vector has been designed to place the aircraft
track, and an OCA/H for final approach. In the ab­ on the localizer or the MLS azimuth specified for the
sence of a FAF, descent to MDA/H is made once the final approach track at an altitude / height that is be­
aircraft is established inbound on the final approach low the nominal glide path / MLS elevation angle.
track. Procedure altitudes/heights will not be devel­
3.5.5.5 The final approach area contains a fix
oped for non-precision approach procedures without
or facility that permits verification of the glide path /
a FAF.
MLS elevation angle / altimeter relationship. The out­
3.5.3.3 In procedures of this type, the final er marker or equivalent DME fix is normally used for
approach track cannot normally be aligned on the this purpose. Prior to crossing the fix, descent may
runway centerline. Whether OCA/H for straight-in be made on the glide path / MLS elevation angle to
approach limits are published or not depends on the the published fix crossing altitude / height.
angular difference between the track and the runway
3.5.5.5.1 Descent below the fix crossing al­
and position of the track with respect to the runway
titude / height should not be made prior to crossing
threshold.
the fix.
3.5.4 Final Approach Segment —
3.5.5.5.2 It is assumed that the aircraft al­
Non-Precision Approaches — timeter reading on crossing the fix is correlated with
Constant Approach Slope the published altitude, allowing for altitude error and
3.5.4.1 Compatible with the primary safety altimeter tolerances. See Part VI.
consideration of obstacle clearance, non-precision NOTE: Pressure altimeters are calibrated to indicate
approach design shall provide the optimum final ap­ true altitude under International Standard Atmo­
proach descent gradient of 5.2 per cent, or constant sphere (ISA) conditions. Any deviation from ISA will
approach slope of 3°, providing a rate of descent of therefore result in an erroneous reading on the altim­
50m per km (318 ft per NM). Consistent with 3.5.2.2, eter. In the case when the temperature is higher
information provided in approach charts shall display than ISA, the true altitude will be higher than the fig­
the optimum constant approach slope. ure indicated by the altimeter; and the true altitude
3.5.4.2 Operators shall include in their stan­ will be lower when the temperature is lower than
dard operating procedures specific guidance to uti­ ISA. The altimeter error may be significant under
lize on-board technology, combined with conditions of extremely cold temperatures.
ground-based aids such as distance measuring
equipment (DME), to facilitate the execution of opti­ 3.5.5.6 In the event of loss of glide path /
mum constant approach slope descents during MLS elevation angle guidance during the approach,
the procedure becomes a non-precision approach.
non-precision approaches. The OCA/H and associated procedure published for
3.5.5 Final Approach Segment — Precision the glide path / MLS elevation angle inoperative
Approach — ILS / MLS case will then apply.

3.5.5.1 The final approach segment begins at


the final approach point (FAP). This is a point in
space on the centerline of the localizer or the MLS
azimuth specified for the final approach track where
the intermediate approach altitude / height intersects
the nominal glide path / MLS elevation angle.
3.5.5.2 Generally glide path / MLS elevation
angle interception occurs at heights from 300m
(984 ft) to 900m (2,955 ft) above runway elevation.
In that case, on a 3° glide path / MLS elevation an­

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FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


3.5.6 Determination of Decision Altitude craft category related allowance (see 3.5.6.3). In as­
(DA) or Decision Height (DH) – sessing these obstacles the operational variables of
ILS/MLS the aircraft category, approach coupling, category of
operation and missed approach climb performance
3.5.6.1 In addition to the physical characteris­ are considered. The OCA or OCH values, as appro­
tics of the ILS/MLS installation, the procedures spe­ priate, are promulgated on the instrument approach
cialist considers obstacles both in the approach and chart for those categories of aircraft for which the
in the missed approach areas in the calculation of procedure is designed. The values are based
the OCA/H for a procedure. The calculated OCA/H amongst others on the following standard condi­
is the height of the highest approach obstacle or tions:
equivalent missed approach obstacle, plus an air­

Aircraft category Wing span (m) Vertical distance between the flight paths of
the wheels and the GP antenna (m)
H 30 3
A, B 60 6
C, D 65 7
DL 80 8

NOTE: OCA/H for DL aircraft is published when necessary.

ILS: missed approach performance and use of autopilot


a. Cat I flown with pressure altimeter; in Cat II approach when applicable.
b. Cat II flown with radio altimeter and flight direc­ 3.5.6.1.2 Procedures involving glide paths
tor; greater than 3.5° or any angle when the nominal rate
of descent (Vat for the aircraft type x the sine of the
c. missed approach climb gradient is 2.5 per cent;
and glide path angle) exceeds 5 m/sec (1000 ft/min), are
non-standard. They require increase of height loss
d. glide path angle: margin (which may be aircraft-type specific), adjust­
– minimum: 2.5° ment of the origin of the missed approach surface,
– optimum: 3.0° the slope of the W surface, re-survey of obstacles,
and the application of related operational con­
– maximum: 3.5° (3° for Cat II/III operations).
straints. They are normally restricted to specifically
MLS: approved operators and aircraft, and are promulgat­
a. Cat I flown with pressure altimeter; ed with appropriate aircraft and crew restrictions an­
notated on the approach chart. They are not to be
b. Cat II flown autocoupled / flight director, with ra­
used as a means to introduce noise abatement pro­
dio altimeter;
cedures.
c. missed approach climb gradient is 2.5 per cent;
and 3.5.6.3 Table III-3-3 shows the allowance
used by the procedures specialist for vertical dis­
d. elevation angle: placement during initiation of a missed approach. It
– minimum: 2.5° takes into account type of altimeter used and the
– optimum: 3.0° height loss due to aircraft characteristics. It should
be recognized that no allowance has been included
– maximum: 3.5° (3° for Cat II/III operations).
in the table for any abnormal meteorological condi­
Additional values of OCA/H may be promulgated to tions; for example, wind shear and turbulence.
cater for specific aircraft dimensions, improved

Table III-3-3. Height loss / altimeter margin


Margin using Radio Altimeter Margin using Pressure Altimeter
Aircraft Category (Vat)
Metres Feet Metres Feet
A – 169 km/h (90 kt) 13 42 40 130
B – 223 km/h (120 kt) 18 59 43 142
C – 260 km/h (140 kt) 22 71 46 150
D – 306 km/h (165 kt) 26 85 49 161

3.6 MISSED APPROACH the design of the missed approach has been kept as
simple as possible and consists of three phases (ini­
3.6.1 General tial, intermediate and final). See Figure III-3-8.
3.6.1.1 During the missed approach phase of
the instrument approach procedure the pilot is faced
with the demanding task of changing the aircraft
configuration, attitude and altitude. For this reason

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FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Figure III-3-8. Missed Approach Phases

3.6.1.2 A missed approach procedure, de­ NOTE 1: This does not preclude flying over the
signed to provide protection from obstacles through­ missed approach point (MAP) at an altitude / height
out the missed approach maneuver, is established greater than that required by the procedure.
for each instrument approach procedure. It specifies
a point where the missed approach begins and a NOTE 2: In the case of a missed approach with a
point or an altitude / height where it ends. The turn at an altitude/height, when an operational need
missed approach is assumed to be initiated not low­ exists, an additional protection is provided for the
er than the DA/H in precision approach procedures, safeguarding of early turns. When it is not possible,
or at a specified point in non-precision approach a Note is published on the profile view of the ap­
procedures not lower than the MDA/H. proach chart to specify that turns must not com­
mence before the MAP (or before an equivalent
3.6.1.3 The missed approach point (MAP) in point in the case of a precision approach).
a procedure may be:
a. the point of intersection of an electronic glide 3.6.1.7 Normally procedures are based on a
path with the applicable DA/H; or nominal missed approach climb gradient of 2.5 per
b. a navigational facility; or cent. A gradient of 2 per cent may be used in the
procedure construction if the necessary survey and
c. a fix; or safeguarding can be provided; with the approval of
d. a specified distance from the final approach fix the appropriate authority, gradients of 3, 4 or 5 per
(FAF). cent may be used for aircraft whose climb perfor­
When the MAP is defined by a navigational facility or mance permits an operational advantage to be thus
a fix, the distance from the FAF to the MAP is nor­ obtained. When other than a 2.5 per cent gradient is
mally published as well, and may be used for timing used this will be indicated on the instrument ap­
to the MAP. In all cases where timing may not be proach chart and, in addition to the OCA/H for the
used, the procedure shall be annotated “timing not specific gradient used, the OCA/H applicable to the
authorized for defining the MAP”. nominal gradient will also be shown.
3.6.1.8 It is emphasized that a missed ap­
NOTE: Timing from the FAF based on ground speed
proach procedure which is based on the nominal
may also be used to assist the planning of a stabi­
climb gradient of 2.5 per cent cannot be used by all
lized approach. (See Part III, 3.3.3.6.)
aeroplanes when operating at or near maximum cer­
3.6.1.4 If upon reaching the MAP, the re­ tificated gross mass and engine-out conditions. The
quired visual reference is not established, the proce­ operation of such aeroplanes needs special consid­
dure requires that a missed approach be initiated at eration at aerodromes which are critical due to ob­
once in order for protection from obstacles to be stacles on the missed approach area and may result
maintained. in a special procedure being established with a pos­
sible increase in the decision altitude / height or min­
3.6.1.5 Only one missed approach procedure imum descent altitude / height.
is published for each approach procedure.
3.6.2 Initial Phase
3.6.1.6 It is expected that the pilot will fly the
missed approach procedure as published. In the The initial phase begins at the missed approach
event a missed approach is initiated prior to arriving point (MAP) and ends at the point where the climb is
at the missed approach point, it is expected that the established. The maneuver in this phase necessi­
pilot will normally proceed to the missed approach tates the concentrated attention of the pilot on estab­
point (or to the middle marker fix or specified DME lishing the climb and the changes in aeroplane con­
distance for precision approach procedures) and figuration. For this reason guidance equipment
then follow the missed approach procedure in order cannot normally be fully utilized during these ma­
to remain within the protected airspace. neuvers and therefore no turns should be specified
in this phase.

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FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


3.6.3 Intermediate Phase 3.6.4.6 As with any turning maneuver, speed
is a controlling factor in determining the aircraft track
The intermediate phase is the phase within which during the turn. The outer boundary of the turning
the climb is continued, normally straight ahead. It ex­ area is based on the highest speed of the category
tends to the first point where 50m (164 ft) obstacle for which the procedure is authorized. The inner
clearance is obtained and can be maintained. The boundary caters for the slowest aircraft, which is ex­
intermediate missed approach track may be pected to have an IAS of at least 185 km/h (100 kt)
changed by a maximum of 15° from that of the initial prior to reaching the turning point.
missed approach phase. During this phase, it is as­
sumed that the aircraft will begin track corrections. 4 VISUAL MANOEUVRING
3.6.4 Final Phase (CIRCLING) IN THE VICINITY OF
THE AERODROME
3.6.4.1 General — The final phase begins at
the point where 50m (164 ft) obstacle clearance is 4.1 GENERAL
first obtained and can be maintained. It extends to
the point where a new approach, holding or a return Visual maneuvering (circling) is the term used to de­
to enroute flight is initiated. Turns may be prescribed scribe the visual phase of flight after completing an
in this phase. instrument approach, to bring an aircraft into posi­
3.6.4.2 Turning missed approach — Turns tion for landing on a runway which is not suitably lo­
in a missed approach procedure are only prescribed cated for straight-in approach.
where terrain or other factors make a turn neces­ 4.2 THE VISUAL MANEUVERING
sary. When turns greater than 15° are required in a (CIRCLING) AREA
missed approach procedure, they shall not be pre­
scribed until at least 50m (164 ft) of vertical clear­ 4.2.1 The visual maneuvering area for a cir­
ance above obstacles has been ensured. If a turn cling approach is determined by drawing arcs cen­
from the final approach track is made, a specially tered on each runway threshold and joining those
constructed turning missed approach area is speci­ arcs with tangent lines (see Figure III-4-1). The radi­
fied. The turning point (TP) is defined in one of two us of the arcs is related to:
ways:
a. aircraft category;
a. at a designated facility or fix — the turn is made
b. speed: speed for each category;
upon arrival overhead the facility or fix; or
c. wind speed: 46 km/h (25 kt) throughout the turn;
b. at a designated altitude — the turn is made upon
and
reaching the designated altitude unless an addi­
tional fix or distance is specified to limit early d. bank angle: 20° average or 3° per second,
turns. whichever requires less bank.
3.6.4.3 The protected airspace for turns is NOTE: See Tables III-4-1 and III-4-2, and Figure
based on the speed shown in Tables III-1-1 and III-4-1.
III-1-2, final missed approach. However, where oper­
ationally required to avoid obstacles, the IAS as slow Figure III-4-1. Visual Maneuvering (Circling
as for intermediate missed approach in Tables III-1-1 Approach) Area
and III-1-2 may be used provided the instrument ap­
proach chart is noted “Missed approach turn limited
to _____ km/h (kt) IAS maximum”. In addition, where
an obstacle is located early in the missed approach
procedure, the instrument approach chart will be
noted “Missed approach turn as soon as operation­
ally practicable to ____ heading”.

NOTE: Flight personnel are expected to comply with


such annotations on approach charts and execute
the appropriate maneuvers without undue delay.

3.6.4.5 Parameters of construction of the


turning missed approach area are based on the fol­
lowing assumed conditions:
a. bank angle: 15° average achieved;
b. speed: for each category of aircraft (see Tables
III-1-1 and III-1-2);
c. wind: where statistical data are available, a max­
imum 95 per cent probability on omnidirectional
basis is used. Where no data are available, om­
nidirectional wind of 56 km/h (30 kt) is used;
d. pilot reaction time: -0 to +3 s; and
e. bank establishment time: -0 to +3 s.

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226 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Table III-4-1. Example of determining radii for visual maneuvering (circling) area
for aerodromes at 300m MSL (SI units)
Category of Aircraft/IAS (km/h) A/185 B/250 C/335 D/380 E/445
TAS at 300m MSL + 46 km/h wind factor 241 310 404 448 516
Radius (r) of turn (km) 1.28 2.08 3.46 4.34 5.76
Straight segment (km) 0.56 0.74 0.93 1.11 1.30
Radius (R) from threshold (km) 3.12 4.90 7.85 9.79 12.82

Table III-4-2. Example of determining radii for visual maneuvering (circling) area
for aerodromes at 1000 ft MSL (non-SI units)
Category of Aircraft/IAS (kt) A/100 B/135 C/180 D/205 E/240
TAS at 1000 ft MSL + 25 kt wind factor 131 168 215 242 279
Radius (r) of turn (NM) 0.69 1.13 1.85 2.34 3.12
Straight segment (NM) (this is a constant value) 0.30 0.40 0.50 0.60 0.70
Radius (R) from threshold (NM) 1.68 2.66 4.20 5.28 6.94
NOTE: Radius (R) from threshold = 2r + straight segment.

Table III-4-3. OCA/H for visual maneuvering (circling) approach


Lowest OCH Above
Obstacle Clearance Minimum Visibility
Aircraft Category Aerodrome Elevation
m (ft) Km (NM)
m (ft)
A 90 (295) 120 (394) 1.9 (1.0)
B 90 (295) 150 (492) 2.8 (1.5)
C 120 (394) 180 (591) 3.7 (2.0)
D 120 (394) 210 (689) 4.6 (2.5)
E 150 (492) 240 (787) 6.5 (3.5)

4.3 VISUAL MANEUVERING (CIRCLING) outside the final approach and missed approach ar-
AREA NOT CONSIDERED FOR ea.
OBSTACLE CLEARANCE 4.3.2 When this option is exercised, the pub­
lished procedure prohibits circling within the total
4.3.1 It is permissible to eliminate from consid- sector in which the obstacle exists (see Figure
eration a particular sector where a prominent obsta- III-4-2).
cle exists in the visual maneuvering (circling) area

Figure III-4-2. Visual Maneuvering (Circling) Area — Prohibition on Circling

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9 DEC 05 AIR TRAFFIC CONTROL 227

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


4.4 OBSTACLE CLEARANCE used to define the track — or other characteristic
features near the track — are shown. Note that:
When the visual maneuvering (circling) area has – navigation is primarily by visual reference and
been established, the obstacle clearance altitude / any radio navigational information presented is
height (OCA/H) is determined for each category of advisory only;
aircraft (see Table III-4-3).
– the missed approach for the normal instrument
NOTE: The information in Table III-4-3 should not be procedure applies, but the prescribed tracks pro­
construed as operating minima. vide for maneuvering to allow for a go-around
and to achieve a safe altitude / height thereafter
4.5 MINIMUM DESCENT ALTITUDE / (joining the downwind leg of the prescribed track
HEIGHT (MDA/H) procedure or the instrument missed approach
trajectory).
Descent below MDA(H) should not be made until:
a. visual reference has been established and can 4.8.1.3 Since visual maneuvering with a pre­
be maintained; scribed track is intended for use where specific ter­
rain features warrant such a procedure, it is neces­
b. the pilot has the landing threshold in sight; and sary for the flight crew to be familiar with the terrain
c. the required obstacle clearance can be main­ and visual cues to be used in weather conditions
tained and the aircraft is in a position to carry out above the aerodrome operating minima prescribed
a landing. for this procedure.
NOTE: The procedure does not provide protec­ 4.8.2 Standard Track (General Case)
tion from obstacles when the aircraft is below the
(see Figure III-4-3)
OCA/H.
Figure III-4-3. Standard Track General Case
4.6 VISUAL FLIGHT MANEUVER
A circling approach is a visual flight maneuver. Each
circling situation is different because of variables
such as runway layout, final approach track, wind ve­
locity and meteorological conditions. Therefore,
there can be no single procedure designed that will
cater for conducting a circling approach in every sit­
uation. After initial visual contact, the basic assump­
tion is that the runway environment, (i.e., the runway
threshold or approach lighting aids or other mark­
ings identifiable with the runway) should be kept in
sight while at MDA/H for circling.
4.7 MISSED APPROACH PROCEDURE 4.8.2.1 The direction and the length of each
WHILE CIRCLING segment are defined. If a speed restriction is pre­
scribed, it must be published on the chart.
If visual reference is lost while circling to land from
4.8.2.2 The length of the final segment is cal­
an instrument approach, the missed approach spec­
culated to allow for 30 seconds of flight before the
ified for that particular procedure must be followed. It
threshold (at IAS for final approach as shown in Ta­
is expected that the pilot will make an initial climbing
bles III-1-1 and III-1-2).
turn toward the landing runway and overhead the
aerodrome where the pilot will establish the aircraft 4.8.2.3 When a minimum altitude/height is
climbing on the missed approach track. Inasmuch as specified at the beginning of the segment, the length
the circling maneuver may be accomplished in more of the final segment has to be adjusted, if necessary,
than one direction, different patterns will be required taking into account the descent gradient/angle indi­
to establish the aircraft on the prescribed missed ap­ cated on the chart.
proach course depending on its position at the time
4.8.3 Area Associated with the Prescribed
visual reference is lost.
Track
4.8 VISUAL MANEUVERING USING
This area is based on a corridor with a constant
PRESCRIBED TRACK
width, centered on the nominal track. The corridor
4.8.1 General starts at the “divergence” point and follows the track,
including a go-around for a second visual maneuver­
4.8.1.1 In those locations where clearly de­ ing with prescribed track (see Table III-4-4 and Fig­
fined visual features permit, and if it is operationally ure III-4-4).
desirable, a specific track for visual maneuvering
may be prescribed (in addition to the circling area)
by a State.
4.8.1.2 This procedure is described, for each
aircraft category or group of categories (i.e., A and
B) on a special chart on which the visual features

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FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Table III-4-4. Semi-width of the Corridor
Aircraft Category A B C D E
Semi-width of the corridor (∫)
metres 1,400 1,500 1,800 2,100 2,600
feet 4,593 4,921 5,905 6,890 8,530

Figure III-4-4. Area this system is that the way-point and, in some cases,
data contained in the navigational data base, have
been calculated and promulgated by States and in-
serted by the operator or crew. However, the com-
puter cannot identify data input errors. Furthermore,
while the computer is designed so that calculation
errors are minimal and do not affect the accuracy of
the output significantly, the actual computed position
will contain any errors introduced into the navigation-
al database.
5.4 The aid used in the construction of the proce-
dure is the reference VOR/DME indicated on the ap-
proach plate. The passage of the stipulated fixes
4.8.4 Minimum Obstacle Clearance and shall be verified by means of the reference facility.
OCA/H
5.5 The pilot shall not commence a VOR/DME
The OCA/H for visual maneuvering on prescribed RNAV approach if either the VOR or DME compo-
tracks shall provide the minimum obstacle clearance nent of the reference facility is unserviceable.
(MOC) over the highest obstacle within the pre-
5.6 The factors on which the navigational accu-
scribed track area. It shall also conform to the limits
racy of the VOR/DME RNAV depends are:
specified in Table III-4-3 and be not less than the
OCA/H calculated for the instrument approach pro- – ground station tolerance;
cedure which leads to the visual maneuver. – airborne receiving system tolerance;
4.8.5 Visual Aids – flight technical tolerance;
Visual aids associated with the runway used for the – system computation tolerance;
prescribed track (i.e., sequenced flashing lights, PA- – distance from reference facility.
PI, VASIS...) are shown on the chart with their main
characteristics (i.e., slope of the PAPI or VASIS). 5.7 The fixes used in the procedure are indicated
Lighting on obstacles is specified on the chart. as way-points. These way-points are referred to by
alphanumeric indicators and their positions are
5 AREA NAVIGATION (RNAV) specified in latitude and longitude (degrees, minutes
APPROACH PROCEDURES BASED and seconds with an accuracy to the nearest second
of arc or equivalent). A radial and DME distance (to
ON VOR/DME an accuracy of 0.18 km (0.1 NM)) from the reference
facility are also provided.
5.1 Area Navigation (RNAV) approach proce-
dures based on VOR/DME are assumed to be 5.8 Arrival. Standard instrument arrivals
based on one reference facility composed of a VOR (STARs) can be based on RNP criteria (limited to
and collocated DME equipment. The reference facili- RNP 1 or better) or on specific RNAV criteria. When
ty will be indicated. specific criteria are used, the same principles apply
to the protection of all of the arrival phase, except
5.2 Aircraft equipped with RNAV systems which that the FTT is assumed to be equal to 3.7 km (2.0
have been approved by the State of the Operator for NM) before a point located at 46 km (25 NM) from
the appropriate level of RNAV operations may use the IAF and equal to 1.9 km (1.0 NM) after this point.
these systems to carry out VOR/DME RNAV ap-
proaches, providing that before conducting any flight 5.9 The final approach segment is generally
it is ensured that: aligned with the runway.
a. the RNAV equipment is serviceable; 5.10 When the procedure requires a track rever-
b. the pilot has a current knowledge of how to oper- sal, a racetrack pattern may be established.
ate the equipment so as to achieve the optimum
level of navigation accuracy; 5.11 A runway threshold way-point is provided.
c. the published VOR/DME facility upon which the 5.12 The VOR/DME RNAV approach procedure is
procedure is based is serviceable. a non-precision approach procedure.
5.3 The accuracy and limitations of RNAV sys- 5.13 The minimum obstacle clearance in the pri-
tems are those of a computer employed to convert mary area of the final approach segment is 75m
navigational data inputs into aircraft position, to cal- (246 ft).
culate track and distance and to provide steering
guidance to the next way-point. A disadvantage of

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FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


5.14 Missed Approach. The missed approach a. the GNSS equipment is serviceable;
point (MAP) is defined by a flyover waypoint. From b. the pilot has current knowledge of how to oper-
the earliest MAP, the area splays at 15° on each side ate the equipment so as to achieve the optimum
of the missed approach track, at least until the SOC level of navigation performance;
is reached, to take into account the limitations of c. satellite availability is checked to support the in-
some RNAV systems, and the pilot’s workload at the tended operation;
beginning of the missed approach phase. A missed
approach holding fix (MAHF) defines the end of the d. an alternate airport with conventional navaids
missed approach segment and is located at or after must be selected; and
the point where the aircraft, climbing at the minimum e. the procedure must be retrievable from an air-
prescribed gradient, reaches the minimum altitude borne navigation database.
for enroute or holding, whichever is appropriate.
7.2.1.3 Flight plan. Aircraft relying on basic
6 USE OF FMS / RNAV EQUIPMENT GNSS receivers are to be considered to be
RNAV-equipped. Appropriate equipment suffixes are
TO FOLLOW CONVENTIONAL assigned to each type for inclusion in the flight plan.
NON-PRECISION APPROACH Where the basic GNSS receiver becomes inopera-
PROCEDURES tive, the pilot should immediately advise ATC and
amend the equipment suffix, where possible, for
6.1 Where FMS / RNAV equipment is available, subsequent flight plans.
it may be used when flying the conventional non-pre- 7.2.1.4 Navigation database. Departure
cision approach procedures defined in PANS-OPS, and approach waypoint information is contained in a
Volume II, Part III, (not published herein) provided: navigation database. If the navigation database
a. the procedure is monitored using the basic dis- does not contain the departure or approach proce-
play normally associated with that procedure; dures, then the basic GNSS receiver cannot be used
and for these procedures.
b. the tolerances for flight using raw data on the ba- 7.2.1.5 Performance integrity. The basic
sic display are complied with. GNSS receiver verifies the integrity (usability) of the
signals received from the satellite constellation
6.2 Lead radials are for use by through receiver autonomous integrity monitoring
non-RNAV-equipped aircraft and are not intended to (RAIM) to determine if a satellite is providing cor-
restrict the use of turn anticipation by the FMS. rupted information. RAIM outages may occur due to
7 AREA NAVIGATION (RNAV) an insufficient number of satellites or due to unsuit-
able satellite geometry which causes the error in the
APPROACH PROCEDURES FOR position solution to become too large. Loss of satel-
NAVIGATION SYSTEMS USING lite reception and RAIM warnings may also occur
due to aircraft dynamics (changes in pitch or bank
BASIC GNSS RECEIVERS angle). Antenna location on the aircraft, satellite po-
sition relative to the horizon, and aircraft attitude
7.1 BACKGROUND may affect reception of one or more satellites. Since
The use of GNSS departures and non-precision ap- the relative positions of the satellites are constantly
proach procedures are based on the use of RNAV changing, prior experience with the airport does not
systems that may exist in different avionics imple- guarantee reception at all times, and RAIM availabil-
mentations, ranging from either a basic GNSS ity should always be checked. If RAIM is not avail-
stand-alone receiver to a multi-sensor RNAV system able, another type of navigation and approach sys-
that utilizes information provided by a basic GNSS tem must be used, another destination selected, or
sensor. Flight crews should be familiar with the spe- the flight delayed until RAIM is predicted to be avail-
cific functionality of the equipment. able on arrival. On longer flights, pilots should con-
sider rechecking the RAIM prediction for the destina-
7.2 GNSS RNAV tion during the flight. This may provide early
indications that an unscheduled satellite outage has
7.2.1 General occurred since take-off.
7.2.1.1 Introduction. Basic GNSS 7.2.1.7 Operating modes and alert limits.
stand-alone receivers must include integrity monitor- The basic GNSS receiver has three modes of opera-
ing routines and provide an RNAV capability that in- tion: enroute, terminal and approach mode. The
cludes turn anticipation. With this type of avionics, RAIM alert limits are automatically coupled to the re-
the pilot interfaces directly with the receiver. Flight ceiver modes and are set to ±3.7, 1.9 and 0.6 km
crews should be familiar with the specific functional- (±2.0, 1.0 and 0.3 NM) respectively.
ity of the equipment.
7.2.1.8 Course deviation indicator (CDI)
7.2.1.2 Operational approval. Aircraft sensitivity. The CDI sensitivity is ±9.3, 1.9 or 0.6
equipped with basic GNSS receivers, which have km (±5.0, 1.0 or 0.3 NM) and is similarly coupled to
been approved by the State of the Operator for de- the operating mode of the receiver. Although a man-
parture and non-precision approach operations may ual selection for CDI sensitivity is available, the pilot
use these systems to carry out basic GNSS proce- may only manually select a CDI sensitivity other
dures provided that before conducting any flight the than ±0.6km (±0.3 NM). Overriding an automatically
following criteria are met: selected CDI sensitivity during an approach will can-

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230 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


cel the approach mode and approach mode annun- flight plan and prior to flying the procedure. Some
ciation. GNSS avionics implementations provide a moving
map display which aids the pilot in conducting this
7.2.2 PRE-FLIGHT
reasonableness check.
7.2.2.1 All basic GNSS IFR operations 7.2.3.5 Pilots should not attempt to fly any
should be conducted in accordance with the aircraft approach unless the procedure is contained in the
operating manual. Prior to an IFR flight using basic current navigation database. Flying from one ap-
GNSS receivers, the operator should ensure that the proach waypoint to another waypoint that has not
GNSS equipment and the installation are approved been loaded from a database does not ensure com-
and certified for the intended IFR operation since not pliance with the published approach procedure. The
all basic GNSS receivers are certified for approach proper RAIM alert limit will not be selected, and the
and/or departure procedures. CDI sensitivity will not automatically change to ±0.6
7.2.2.2 Prior to any GNSS IFR operation, a km (±0.3 NM). Manually setting CDI sensitivity does
review of all the NOTAMs appropriate to the satellite not automatically change the RAIM alert limit on
constellation should be accomplished. some GNSS avionics implementations.
7.2.3.6 Approaches must be flown in accor-
NOTE: Some GNSS receivers may contain the ca-
pability to deselect the affected satellite. dance with the aircraft operating manual and the
procedures depicted on an appropriate instrument
7.2.2.3 The pilot/operator shall follow the approach chart.
specific start-up, initialization, and self-test proce- 7.2.3.7 Operators must be intimately familiar
dures for the equipment as outlined in the aircraft with their State’s basic GNSS implementation proce-
operating manual. dures. The aircraft must have the appropriate avion-
ics installed and operational to receive the naviga-
7.2.2.4 The pilot must select the appropriate
airport(s), runway/approach procedure and initial tion aids. The operator is responsible for checking
approach fix on the aircraft’s GNSS receiver to de- NOTAMs to determine the operational status of the
alternate airport navigational aids.
termine RAIM availability for that approach. Air traffic
services personnel may not be able to provide any 7.2.3.8 Procedures must be established in
information about the operational integrity of the the event that GNSS outages occur. In these situa-
navigation services and approach procedure. This is tions, the operator must rely on other instrument pro-
especially important when the aircraft has been cedures.
“cleaned for the approach”. Procedures should be
7.2.3.9 To begin the basic GNSS approach,
established in the event that GNSS navigation out-
ages are predicted or occur. In these situations, the the appropriate airport, runway/approach procedure
pilot must revert to an alternative method of naviga- and initial approach fix (IAF) must first be selected.
Pilots must maintain situational awareness to deter-
tion.
mine the bearing and distance to the GNSS proce-
7.2.3 GNSS APPROACH PROCEDURES dure IAF before flying the procedure. This can be
critical to ascertain whether entering a right or left
7.2.3.1 Usually, flying a basic GNSS non-pre- base when entering the terminal approach area in
cision instrument approach procedure is very similar the vicinity of the extended runway centerline. All
to a traditional approach. The differences include the sectors and stepdowns are based on the bearing
navigational information displayed on the GNSS and distance to the IAF for that area, which the air-
equipment and the terminology used to describe craft should be proceeding direct to, unless on radar
some of the features. Flying a basic GNSS approach vectors.
is normally point-to-point navigation and indepen-
dent of any ground-based navaids. 7.2.3.10 Pilots must fly the full approach from
the IAF unless specifically cleared otherwise. Ran-
7.2.3.2 GNSS procedures utilize a straight domly joining an approach at an intermediate fix
line (TO-TO) flight from waypoint to waypoint, as se- does not ensure terrain clearance.
quenced in the database. Slight differences between
the published track and the track presented by the 7.2.3.11 When an approach has been loaded in
GNSS receiver may occur. These differences are the airborne navigation database, the following ac-
usually due to rounding of the track bearing and/or tions are required. Depending on the GNSS equip-
the application of magnetic variation. ment, some or all of these actions may take place
automatically:
7.2.3.3 The approach cannot be flown unless
that instrument approach is retrievable from the avi- a. upon reaching a distance of 56 km (30 NM) to
onics database which: the aerodrome reference point, basic GNSS re-
ceivers will give an “arm” annunciation or where
a. contains all the waypoints depicted in the ap- the systems automatically arm the operation, an
proach to be flown; indication that the aircraft is in the terminal area;
b. presents them in the same sequence as the pub- b. at this annunciation, the pilot must arm the ap-
lished procedure chart; and proach mode. Some, but not all, GNSS avionics
c. is updated for the current AIRAC cycle. implementations will arm the approach mode au-
7.2.3.4 To ensure the correctness of the tomatically;
GNSS database display, pilots should check the
data displayed as reasonable for the GNSS ap-
proach after loading the procedure into the active

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9 DEC 05 AIR TRAFFIC CONTROL 231

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


c. if the pilot arms the approach mode early (e.g. same waypoint in order to start GNSS sequencing at
where the IAF is beyond a range of 56 km (30 the proper place in the sequence of waypoints.
NM) from the aerodrome reference point), no 7.2.3.14 GNSS procedures are developed
changes to the CDI sensitivity occur until reach­ based upon features built into the basic GNSS re­
ing a range of 56 km (30 NM). This does not ap­ ceiver. These features are provided to permit a re­
ply to systems that automatically arm for the op­ duced flight technical error (FTE) as a result of in­
eration; creasing the sensitivity of the CDI at specific points
d. when both the approach mode is armed and the during the approach.
aircraft is within 56 km (30 NM) of the aerodrome
7.2.3.15 Some basic GNSS receivers may
reference point, the basic GNSS receiver chang­
provide altitude information. However, the pilot must
es to terminal mode sensitivity at 56 km (30 NM)
comply with the published minimum altitudes using
and the associated RAIM setting. If the pilot fails
the barometric altimeter.
to ensure the approach is armed at or before a
range of 56 km (30 NM) from the aerodrome ref­ 7.2.3.16 The equipment will automatically
erence point, the receiver does not change to present the waypoints from the IAF to the missed
terminal mode, and obstacle clearance is not en­ approach holding fix (MAHF).
sured. The obstacle clearance criteria assumes
7.2.3.17 At the MAP, the equipment may not
the receiver is in terminal mode, and the areas
automatically sequence to the next required way-
are based on this assumption;
point; in this case it may be necessary to manually
e. on reaching a distance of 3.7 km (2 NM) before sequence the GNSS equipment to the next way­
the FAWP, and provided the approach mode is point.
armed (which it should be, see item c.), the CDI
sensitivity and RAIM ramp to smoothly reach the 7.2.3.18 With radar vectors, it may be required
approach values (0.6 km (0.3 NM)) at the FAWP. to manually select the next waypoint so that GNSS is
In addition, the “approach active” annunciator correctly using the appropriate database points and
associated flight paths.
will appear;
f. the pilot must check the “approach active” an­ 7.2.4 Initial approach segment
nunciator at or before passing the FAF and exe­ 7.2.4.1 Offset IAFs. Offset IAFs in proce­
cute a missed approach if it is not present or if it dures based on the “Y” or “T” bar design concept for
has been cancelled by overriding an automati­ basic GNSS are aligned such that a course change
cally selected sensitivity; and of 70° to 90° is required at the IF. A capture region is
g. if the CDI is not centered when the CDI sensitivi­ associated with each IAF of the basic GNSS proce­
ty changes, any displacement will be magnified dure from which the aircraft will enter the procedure.
and give the incorrect impression that the aircraft The capture region for tracks inbound to the offset
is diverging further, although it may be on a sat­ IAFs extends 180° about the IAFs, thus providing a
isfactory intercept heading. To avoid this phe­ Sector 3 entry in cases where the track change at
nomenon, pilots should ensure they are well es­ the IF is 70°. The central IAF is aligned with the final
tablished on the correct track at least 3.7 km (2.0 approach track, the angle being identical to the track
NM) before the FAF. change at the IF for the corresponding offset IAF. In
this way, there are no gaps between the capture re­
7.2.3.12 The pilot must be aware of the bank
gions of all IAFs regardless of the course change at
angle/turn rate the particular receiver uses to com­
the IF. Its capture region is 70° to 90° either side of
pute turn anticipation and whether wind and air­
the final track. For turns greater than 110° at the
speed are included in the calculations. This informa­
IAFs, Sector 1 or 2 entries should be used (see Fig­
tion must be in the manual describing avionics
ures III-7-1 and III-7-2).
functionality. Over- or under-banking the turn onto
the final approach course may significantly delay 7.2.4.1.1 When used, the central initial ap­
achieving course alignment and may result in high proach segment has no maximum length. The opti­
descent rates to achieve the next segment altitude. mum length is 9.3 km (5.0 NM). The minimum seg­
ment length is established by using the highest initial
7.2.3.13 Pilots must pay particular attention to
approach speed of the fastest category of aircraft for
the exact operation of the basic GNSS receivers for
which the approach is designed and the minimum
performing holding patterns and, in the case of over­
distance between waypoints required by the aircraft
lay approaches, operations such as procedure turns
avionics in order to correctly sequence the way­
and course reversals. These procedures may re­
points.
quire manual intervention by the pilot to stop the se­
quencing of waypoints by the receiver and to resume NOTE: The optimum length of 9.3 km (5.0 NM) en­
automatic GNSS navigation sequencing once the sures that the minimum segment length for aircraft
maneuver is complete. The same waypoint may ap­ speeds up to 390 km/h (210 kt) below 3 050 m
pear in the route of flight more than once consecu­ (10 000 ft) will be accommodated.
tively (IAF, FAF, MAHF on a procedure turn/course
reversal). Care must be exercised to ensure that the
receiver is sequenced to the appropriate waypoint
for the segment of the procedure being flown, espe­
cially if one or more flyovers are omitted (FAF rather
than IAF if the procedure turn is not flown). The pilot
may have to bypass one or more flyovers of the

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232 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


7.2.5 Intermediate approach segment normally located 9.3 km (5.0 NM) from the runway
threshold.
The intermediate segment consists of two compo­
nents — a turning component abeam the IF followed 7.2.6.2 The course deviation indicator (CDI)
by a straight component immediately before the final sensitivity related to GNSS equipment varies with
approach fix (FAF). The length of the straight com­ the mode of operation. In the enroute phase, prior to
ponent is variable but will not be less than 3.7 km the execution of the instrument approach, the dis­
(2.0 NM) allowing the aircraft to be stabilized prior to play sensitivity full-scale deflection is 9.3 km (5.0
overflying the FAF. NM) either side of centerline.

7.2.6 Final approach segment


7.2.6.1 The final approach segment for a
GNSS approach will begin at a named way-point

Figure III-7-1. Basic GNSS RNAV Approach

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9 DEC 05 AIR TRAFFIC CONTROL 233

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Figure III-7-2. Example of Implementation of Reversal Procedures when Local Conditions Prevent an
Offset Leg from being used

7.2.6.2.1 Upon activation of the approach 7.2.7.3 For the basic GNSS receiver, missed
mode, the display sensitivity transitions from full approach routings in which the first track is via a
scale deflection of 9.3 km (5.0 NM) to 1.9 km (1.0 specified course rather than direct to the next way-
NM) either side of centerline. point requires additional action by the pilot to set the
course. Being familiar with all of the inputs required
7.2.6.2.2 At a distance of 3.7 km (2.0 NM)
is especially critical during this phase of flight.
inbound to the FAF, the display sensitivity begins to
transition to a full-scale deflection of 0.6 km (0.3 NM) 7.3 MULTI-SENSOR RNAV
either side of the centerline. Some GNSS avionics
may provide an angular display between the FAF 7.3.1 General
and MAP that approximates the course sensitivity of
7.3.1.1 Introduction. For GNSS non-preci-
the localizer portion of an ILS. sion approach procedures and approach procedures
7.2.6.3 Stepdown fixes. A stepdown fix is with vertical guidance, multi-sensor RNAV systems
flown in the same manner as a ground-based ap- such as a flight management computer (FMC) must
proach. Any required stepdown fixes prior to the include a basic GNSS sensor that includes integrity
missed approach waypoint will be identified by monitoring that supports system sensor selection
along-track distances. and usage, as well as status and alerting indica-
tions. In this type of implementation, GNSS is just
7.2.6.4 Descent gradient/angle. The opti- one of several different navigation positioning sourc-
mum descent gradient is 5.2 per cent/3°, however, es (e.g. IRS/INS, VOR/DME, DME/DME, and localiz-
where a higher gradient is necessary, the maximum er) that may be used individually or in combination
permissible is 6.5 per cent/3.7°. The descent gradi- with each other. The FMC will provide an automatic
ent will be published. selection of the best (most accurate) source, as well
7.2.7 Missed Approach Segment as a capability to deselect or inhibit from use in cal-
culating position, a sensor type or specific naviga-
7.2.7.1 CDI sensitivity. For basic GNSS re- tion aid. The FMC may be the source of guidance
ceivers, sequencing of the guidance past the MAP cues for flight or may also be connected to an autof-
activates transition of the CDI sensitivity and RAIM light system that provides guidance cues for auto-
alert limit to terminal mode (1.9 km (1.0 NM)). matic flight operations. With this type of avionics, the
pilot typically interacts with the FMC through a con-
7.2.7.2 A GNSS missed approach requires trol and display unit. Flight crews should be familiar
pilot action to sequence the receiver past the MAP with the functionality of the FMC, specifically when
to the missed approach portion of the procedure. GNSS is the primary positioning source.
The pilot must be thoroughly familiar with the activa-
tion procedure for the particular basic GNSS receiv- NOTE: For text simplicity in this section, the term
er installed in the aircraft and must initiate appropri- FMC is used to denote the general category of
ate action after the MAP. Activating the missed multi-sensor RNAV systems.
approach prior to the MAP will cause CDI sensitivity
to immediately change to terminal (±1.0 NM sensitiv- 7.3.1.2 Operational approval. Aircraft
ity), and navigation guidance will continue to the equipped with an FMC system that has been ap-
MAP. The guidance will not be provided beyond proved by the State of the Operator for departure
MAP or initiate a missed approach turn without pilot and non-precision approach operations may use the
action. If the missed approach is not activated, the system to carry out RNAV procedures based on
basic GNSS avionics implementation will display an GNSS providing that before conducting any flight the
extension of the inbound final course and the criteria in 7.2.1.2 are met.
along-track distance will increase from the MAP until
it is manually sequenced after crossing the MAP.

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234 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


7.3.1.3 Flight plan. Aircraft relying on FMCs 7.3.3.2 The criteria of 7.2.3.6 through 7.2.3.8
using GNSS are considered to be RNAV-equipped. apply for an FMC system. For installations where the
Appropriate equipment suffixes are assigned to FMC includes an AAIM capability, there may be no
each type for inclusion in the flight plan. Where a disruption to the operation unless the outage ex-
GNSS sensor for the FMC becomes inoperative and ceeds the FMC capability to sustain the required lev-
the resulting equipment configuration is insufficient el of performance.
for the conduct of the procedures, the pilot should 7.3.3.3 The criteria of 7.2.3.9 through
immediately advise ATC and request an available al- 7.2.3.11 apply for an FMC system. Some FMC im-
ternative procedure consistent with the capability of plementations do not conform to the display sensitiv-
the RNAV system. It should be noted that depending ities discussed but instead provide comparable oper-
on the type of certified FMC being used, the manu- ations as described in the aircraft operating manual.
facturer’s aircraft flight manuals and data may allow
for continued operation. 7.3.3.4 The criteria of 7.2.3.12 apply for an
FMC system. In installations where an FMC pro-
7.3.1.4 Navigation database. The criteria vides navigation information on an electronic map
specified in 7.2.1.4 apply for an FMC system. display and/or provides guidance information or
7.3.1.5 Performance integrity. GNSS imple- cues to the flight crew, pilot familiarization with the
mentations could rely on the integrity capability of displays for their intended use in operations is re-
the GNSS sensors incorporating RAIM, as well as quired.
aircraft autonomous integrity monitoring (AAIM). 7.3.3.5 Pilots must pay particular attention to
RAIM relies only on satellite signals to perform the the exact operation of avionics implementations for
integrity function. AAIM uses information from other performing holding patterns and in the case of over-
on-board navigation sensors in addition to GNSS lay approaches, operations such as procedure turns
signals to perform the integrity function to allow con- and course reversals. For FMC installations provid-
tinued use of GNSS information in the event of a mo- ing a control display unit or graphical user interface
mentary loss of RAIM due to an insufficient number and an electronic map display, the pilot should have
of satellites or the satellite constellation. AAIM integ- sufficient situational awareness and means to con-
rity performance must be at least equivalent to RAIM veniently monitor and ensure that the procedure to
performance. be flown is consistent with the cleared procedure.
7.3.1.7 Operating modes and alert limits. 7.3.3.6 The criteria of 7.2.3.14 apply for an
An FMC using GNSS will contain either the three FMC system. For FMC installations, the same may
systems modes of operation described in 7.2.1.7, be true where pilot tracking performance relies on
“Operating modes and alert limits”, or be required to the CDI. In the cases where flight director guidance
operate in conjunction with a flight director system or cues or FMC/autopilot coupled operation is provid-
coupled autopilot system to ensure the required lev- ed, along with an electronic map display, the FTE is
el of performance is provided. managed and reduced based upon the choice of
7.3.1.8 CDI sensitivity. Some FMC GNSS guidance control as well as the method of displaying
implementations may incorporate different display the tracking information.
sensitivities for approach operations that differ from 7.3.3.7 FMCs provide altitude information.
those in 7.2.1.8, “Course deviation indicator (CDI) However, the pilot must comply with the published
sensitivity”. These different display sensitivities may minimum altitudes using the barometric altimeter.
be used when guidance is provided by a flight direc- Where the FMC provides vertical information, flight
tor or autopilot. Regardless of the approach display director guidance cues, or coupled autopilot opera-
sensitivity differences with the FMC GNSS imple- tion, the pilot should follow the appropriate informa-
mentations, equivalent integrity must still be provid- tion or cues along with any necessary cross checks
ed. with the barometric altimetry.
7.3.2 Pre-flight 7.3.3.8 The criteria of 7.2.3.16 apply for an
FMC system.
The pre-flight criteria of 7.2.2.1 through 7.2.2.3 ap-
ply for an FMC system. For an FMC system, any 7.3.3.9 At the MAP, the FMC will provide for
special conditions or limitations for approach opera- automatic sequencing.
tions and alternatives will be specified in the aircraft 7.3.3.10 With radar vectors and for FMC in-
operating manual. One type may utilize steps identi- stallations, the systems typically provide what is
cal to those described in 7.2.2. Other types may re- known as a direct-to capability to support radar vec-
quire an operations control center to perform an as- tors under FMC guidance.
sessment of RAIM availability and provide this data
as part of the flight dispatch information. 7.3.4 Initial approach segment
7.3.3 GNSS approach procedures The criteria of 7.2.4 apply for an FMC system.
7.3.3.1 The criteria of 7.2.3.1 through 7.2.3.5 7.3.5 Intermediate approach segment
apply for an FMC system. An FMC using GNSS may
contain either the same RAIM alert limits as the ba- The criteria of 7.2.5 apply for an FMC system. The
sic GNSS receiver, or appropriate navigation perfor- intermediate segment will be contained within the
mance indications and alerts for ±0.6 km (±0.3 NM). approach procedure contained in the FMC naviga-
Manually setting CDI sensitivity does not automati- tion database. It will correspond to the charted pro-
cally change the RAIM alert limit on some avionics cedure.
implementations.

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9 DEC 05 AIR TRAFFIC CONTROL 235

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


7.3.6 Final approach segment b. the pilot has a current knowledge of how to oper­
ate the equipment so as to achieve the optimum
7.3.6.1 The criteria of 7.2.6.1 and 7.2.6.2 ap­ level of navigation accuracy.
ply for an FMC system. The appropriate course sen­
sitivity may be achieved with the flight crew selection 8.3 The standard assumptions for airborne and
of the appropriate electronic map scale. Where the ground equipment on which DME/DME procedures
map scale selections are unsuitable (that is, too are based are:
large or resolution is insufficient), mitigation may be a. In the case specified in 8.1 a), the aircraft is
possible with the use of flight director guidance cues equipped with at least a single FMC capable of
or FMC/autopilot coupled operations. DME/DME navigation and capable of automatic
reversion to updated IRS navigation, approved
7.3.6.2 Step-down fixes. The criteria of for operations within the TMA;
7.2.6.3 apply for an FMC system. Where the FMC
includes a vertical navigation capability, the naviga­ b. In the case specified in 8.1 b), the aircraft is
tion database procedure may contain a continuous equipped with at least a single FMC capable of
descent flight path that remains above the stepdown DME/DME navigation, approved for operations
procedure vertical profile. Use of FMC vertical navi­ within the TMA; and
gation capability will be subject to flight crew famil­ c. Waypoints and DME station coordinates meeting
iarity, training and any other requirement of the oper­ the WGS-84 requirements.
ational approval.
8.4 The factors on which the navigation accuracy
7.3.6.3 Descent angle. Where the FMC pro­ of the DME/DME RNAV depends are:
vides the capability to define a vertical flight path, it a. DME tolerance, function of the theoretical maxi­
will be specified as an angle. The typical angle will mum radio horizon, based on the specified alti­
be 3°. When the continuous descent profile is chart­ tude/height at the way-points;
ed, it will be depicted with an angle.
b. flight technical tolerance; and
7.3.7 Missed approach segment
c. system computation tolerance.
7.3.7.1 CDI sensitivity. While the criteria of 8.5 For procedures based on two DME stations
7.2.7.1 may apply, some FMC GNSS implementa­
only, the maximum DME tolerance is factored in or­
tions may incorporate different display sensitivities
der to take into account both the effects of track ori­
for missed approach operations. These different dis­
entation relative to the DME facilities and the inter­
play sensitivities may be used when there is guid­
sect angle between the two DME stations. For
ance provided by flight director cues or autopilot.
procedures based on more than two DME stations, a
Regardless of the missed approach display sensitiv­
90° intersect angle is assumed and the maximum
ity differences with the FMC GNSS implementations,
DME tolerance is not factored.
equivalent integrity in the operation must still be pro­
vided. 8.6 The protected airspace required for obstacle
7.3.7.2 The criteria of 7.2.7.2 generally apply. clearance, where only two DME stations are avail­
There will also be installations, especially those us­ able, is larger than the case where more than two
ing navigation information on the moving map dis­ DME stations are available. In both cases, it is as­
play, where the FMC path guidance will be continu­ sumed that a navigation database with stored
ously displayed for the missed approach. way-points with coordinates based on WGS-84 in­
cluding speed and vertical constraints containing the
7.3.7.3 The missed approach tracks are typi­ procedures to be flown can automatically be loaded
cally included in the FMC's navigation database, into the FMC flight plan.
such that no pilot action is required.
8.7 Arrival. Standard instrument arrivals
8 AREA NAVIGATION (RNAV) (STARs) can be based on RNP criteria (limited to
APPROACH PROCEDURES BASED RNP 1 or better) or on specific RNAV criteria. When
specific criteria are used, the same principles apply
ON DME/DME to the protection of all the arrival phase, except that
the FTT is assumed to be equal to 3.7 km (2.0 NM)
8.1 Area navigation (RNAV) approach proce­ before a point located at 46 km (25 NM) from the IAF
dures based on DME/DME are non-precision ap­ and equal to 1.9 km (1.0 NM) after this point.
proach procedures. These procedures are not re­
quired to specify a reference facility, and are based 8.8 Procedures (approach, departure and arrival
on two different cases: routes) may be identified as “RNAV”. When this is
a. Two DME stations only are available; and applied, any of the following navigation sensors ((ba­
sic) GNSS), DME/DME or VOR/DME can be used.
b. more than two DME stations are available. However, some procedures may identify specific
8.2 Aircraft equipped with RNAV systems which sensor(s) that are required for the procedure, or sep­
have been approved by the State of the Operator for arate procedures may be published, each identifying
the appropriate level of RNAV operations may use a permitted sensor. Many current FMS may down­
these systems to carry out DME/DME RNAV ap­ grade the navigation sensor to VOR/DME or IRS up­
proaches, providing that before conducting any flight date in a specific order. When this occurs, the ap­
it is ensured that: proach procedure must be discontinued, a missed
approach initiated, and ATC must be informed that
a. the RNAV equipment is serviceable; the navigation accuracy fails to meet the require­
ments. In case of infrequent reversions to IRS only,

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236 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


the route or procedure can be continued for a specif­ database design). In the same way, the MAP is re­
ic amount of time. This time depends on the certifi­ placed by an aircraft-category-dependent DA/H.
cation of the IRS and the navigation accuracy to
9.1.5 The RNAV/baro-VNAV minimum DH is
which the procedure has been designed.
75m (246 ft) plus a height loss margin. However, this
NOTE: The maximum flight time to remain within the minimum DH limit must be increased by the operator
protected airspace is based on the lateral protected to at least 90m (295 ft) plus a height loss margin
airspace. The following maximum flight times have when the lateral navigation system is not certificated
been found to be acceptable: to ensure the aircraft will arrive within the Annex 14
inner approach, inner transitional and balked landing
surfaces (extended as necessary above the inner
Flight Phase Time (min.) horizontal surface to OCH) with a high degree of
Enroute 50 probability.
TMA 25 NOTE: Acceptable means of compliance can be
Approach 12 found in documents such as the United States Fed­
eral Aviation Administration (FAA) Advisory Circular
9 RNAV/BARO-VNAV APPROACH (AC) 20-138, AC 20-130A and AC 120-29.
PROCEDURES 9.2 STANDARD CONDITIONS
NOTE: Barometric vertical navigation (baro-VNAV) 9.2.1 Aircraft equipped with RNAV/baro-VNAV
is a navigation system that presents to the pilot com­ systems that have been approved by the State of the
puted vertical guidance referenced to a specified Operator for the appropriate level of LNAV/VNAV op­
vertical path angle (VPA), nominally 3°. The comput­ erations may use these systems to carry out
er-resolved vertical guidance is based on barometric RNAV/baro-VNAV approaches provided that:
altitude and is specified as a vertical path angle from
reference datum height (RDH). a. the navigation system has a certificated perfor­
mance equal to or less than 0.6 km (0.3 NM), 95
9.1 GENERAL per cent probability. This is deemed to include
GNSS navigation systems certified for approach
9.1.1 RNAV/baro-VNAV approach procedures operations, multi-sensor systems using inertial
are classified as instrument approach procedures in reference units in combination with certified
support of approach and landing operations with DME/DME or GNSS, and RNP systems ap­
vertical guidance (APV) (see Annex 6). Such proce­ proved for RNP 0.3 operations or less;
dures are promulgated with a decision alti­ b. the RNAV/baro-VNAV equipment is serviceable;
tude/height (DA/H). They should not be confused
with classical non-precision approach (NPA) proce­ c. the aircraft and aircraft systems are appropriate­
dures, which specify a minimum descent alti­ ly certified for the intended RNAV/baro-VNAV
tude/height (MDA/H) below which the aircraft must approach operations, and the aircraft is
not descend. equipped with an integrated LNAV/VNAV system
with an accurate source of barometric altitude;
9.1.2 RNAV/baro-VNAV procedures are intend­ and
ed for use by aircraft equipped with flight manage­
d. the VNAV altitudes and all relevant procedural
ment systems (FMS) or other area navigation
and navigational information are retrieved from a
(RNAV) systems capable of computing barometric
navigation database whose integrity is support­
VNAV paths and providing deviations therefrom to
ed by appropriate quality assurance measures.
an instrument display.
9.2.2 Where LNAV/baro-VNAV procedures are
9.1.3 The use of RNAV/baro-VNAV procedures
promulgated, the approach area has been assessed
improves the safety of non-precision approach pro­
for obstacles penetrating the Annex 14 inner ap­
cedures by providing for a guided, stabilized descent
proach, inner transitional and balked landing surfac­
to landing. They are particularly relevant to large
es. If obstacles penetrate these surfaces, a restric­
commercial jet transport aircraft, for which they are
tion is placed on the minimum value of OCA/H
considered safer than the alternative technique of an
permitted (see 9.1.5).
early descent to minimum altitudes. However, the in­
accuracies inherent in barometric altimeters, and the 9.3 OPERATIONAL CONSTRAINTS
certificated performance of the specific RNAV mode
used, mean these procedures cannot emulate the 9.3.1 Pilots are responsible for any cold tem­
accuracy and integrity of precision approach sys­ perature correction required to all published mini­
tems. In particular, with certain systems the aircraft mum altitudes/heights, including the preceding initial
may not be delivered within the Annex 14 obstacle and intermediate segment(s), DA/H and subsequent
free surfaces, and this possibility should be consid­ missed approach heights/altitudes.
ered in making the decision to land at DA/H.
NOTE: The final approach path vertical path angle
9.1.4 The baro-VNAV criteria are based on the (VPA) is safeguarded against the effects of low tem­
non-precision criteria described in Chapters 32 and perature in the design of the procedure.
33 of PANSOPS, Volume II, Part III. However, the
FAF is not part of the RNAV/baro-VNAV procedure
and is replaced by a final approach point (the RNAV
FAF may be used as a final approach course fix in

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9 DEC 05 AIR TRAFFIC CONTROL 237

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


9.3.2 Baro-VNAV procedures are not permitted 9.4.1.3 Flight technical error (FTE). Flight
when the aerodrome temperature is below the pro­ technical error is assumed to be contained within the
mulgated minimum aerodrome temperature for the standard non-precision margin of 75 m (246 ft). This
procedure, unless the flight management system is added below the VPA before the obstacle clear­
(FMC) is equipped with approved cold temperature ance surface is adjusted for cold temperature and
compensation for the final approach. In this case, along-track error.
the minimum temperature can be disregarded pro­ 9.4.1.4 Other system errors. Other errors
vided it is within the minimum certificated tempera­ include static source error, non-homogenous weath­
ture limits for the equipment. Below this tempera­ er phenomena and latency effects. These are insig­
ture, and for aircraft that do not have flight nificant compared with the other errors already ad­
management systems equipped with approved cold dressed and are considered as contained within the
temperature compensation for the final approach, an existing margin.
LNAV procedure may still be used provided that:
9.4.1.5 Blunder errors. Application of an in­
a. a conventional RNAV non-precision procedure
correct or out-of-date altimeter setting, either by air
and RNAV/LNAV OCA/H are promulgated for the
traffic control or the pilot, is possible and must be
approach; and
prevented by appropriate operational techniques.
b. the appropriate cold temperature altimeter cor­
rection is applied to all minimum promulgated al­ 9.4.1.6 Vertical path deviation. Cockpit dis­
titudes/heights by the pilot. plays showing baro-VNAV vertical path deviation
must be suitably located and have sufficient sensitiv­
9.3.3 The pilot shall have current knowledge of ity to enable the pilot to maintain the path keeping
how to operate the equipment so as to achieve the tolerances described in 9.4.1.3. Where equipment
optimum level of navigation accuracy. does not meet these criteria, an operational assess­
9.3.4 Baro-VNAV procedures shall only be ment and specific flight crew procedures may be re­
flown with a current local altimeter setting source quired for the approval of baro-VNAV operations.
available and the QNH/QFE, as appropriate, set on Additionally, this may be mitigated by an appropriate
the aircraft’s altimeter. Procedures using a remote operational alternative that provides for path keeping
altimeter setting source cannot support baro-VNAV as specified in 9.4.1.3. Operational alternatives that
approach procedures. may be deemed acceptable include baro-VNAV op­
erations with a flight director or autopilot system.
9.3.5 The baro-VNAV vertical guidance sensi­
tivity varies with different equipment. However, to en­ NOTE: Some existing baro-VNAV vertical path devi­
sure obstacle clearance, positive action must be tak­ ation displays are so located and/or have a graphic
en to limit vertical path excursions to less than +30m scale where 2.5 cm (1 inch) represents 121 m (400
(+100 ft) and -15m (-50 ft) from the VPA. ft), and such arrangements make it difficult for a pilot
to meet the path keeping tolerance requirements.
9.4 SYSTEM PEFORMANCE
9.4.1 The factors upon which the vertical navi­
10 GROUND-BASED AUGMENTATION
gational performance of the baro-VNAV procedure SYSTEM (GBAS)
depends are as follows:
10.1 GENERAL CRITERIA
9.4.1.1 Atmospheric effects. Atmospheric
errors associated with non-standard temperatures 10.1.2 GBAS avionics requirements. Mini­
are considered in the design of the approach obsta­ mum GBAS avionics requirements do not include
cle clearance surface. Lower than standard temper­ provisions for RNAV. GBAS may provide a position,
atures cause the aircraft’s true altitude to be lower velocity and time (PVT) vector output. When the
than its barometric indicated altitudes. Most existing GBAS ground station supports this service, it is
VNAV systems do not correct for non-standard tem­ called GBAS positioning service. The PVT vector is
peratures. At temperatures below standard, these intended to be used as input to existing on-board
errors can be significant and increase in magnitude navigation equipment. However, there is no require­
as altitude above the station increases. The gradient ment that the aircraft be RNAV-equipped. There is
of the approach obstacle clearance surface is re­ no requirement that GBAS avionics provide missed
duced as a function of the minimum temperature approach guidance. Minimum display functionality is
promulgated for the procedure. an ILS look-alike and includes display of course de­
viation indications, vertical deviation indications, dis­
NOTE: International Standard Atmosphere (ISA) tance to threshold information, and failure flags.
temperature is 15°C at sea level with a lapse rate of Without on-board navigation equipment, the pilot is
2°C per 1 000 ft of altitude. not provided with position and navigation informa­
9.4.1.2 Along-track position uncertainty. tion. Only guidance information relative to the final
All RNAV systems have some amount of along-track approach course and glide path is provided.
error. This along-track uncertainty can mean that the
VNAV system can start the descent too early. Thus,
the along-track error can result in an error in the ver­
tical path. This is accounted for by relocating the
threshold level origin of the approach obstacle clear­
ance surface.

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238 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


10.2 ARRIVAL OPERATIONS USING associated with the procedure. If a 46 km (25 NM)
GBAS MSA is published, once the IAF is selected as the
next waypoint, the MSA reference is unavailable un­
No arrival criteria specifically designed for GBAS ex­ less the aircraft is equipped with additional naviga­
ist. Arrival operations based upon basic GNSS or tion systems or the reference point for the 46 km (25
SBAS may be flown by aircraft with a navigation sys­ NM) MSA is reselected. The publication of TAAs
tem that is compatible with the optional GBAS posi­ avoids the requirement for distance and/or azimuth
tioning service. Such operations may not be flown information in relation to the MSA reference point
using a navigation system meeting only the mini­ and provides obstacle clearance while tracking di­
mum GBAS avionics requirements, unless it is also rect to an IAF.
equipped with basic GNSS or SBAS avionics as ap­ 12.1.4 Where published, TAAs replace the 46
propriate. km (25 NM) MSA.
10.3 GBAS PRECISION APPROACH 12.1.5 The standard TAA arrangement consists
OPERATIONS of three areas defined by the extension of the initial
legs and the intermediate segment course. These
10.3.1 Approach conduct. A precision ap­ areas are called the straight-in, left base, and right
proach using GBAS is selected by use of a channel base areas.
number in the airborne equipment. The GBAS preci­
sion approach is carried out in a manner very similar 12.1.6 TAA area boundaries are defined by a ra­
to an ILS precision approach by using lateral guid­ dial RNAV distance from, and magnetic bearings to,
ance on the intermediate segment until intercepting the TAA reference point. The TAA reference point is
the glide path, whereupon vertical guidance is initiat­ normally the associated IAF but in some cases may
ed and continued, along with lateral guidance, for be the IF.
landing.
NOTE: In this chapter, the standard “T” or “Y” ar­
10.3.2 GBAS approach display criteria. GBAS rangement incorporating three IAF’s will be as­
provides precision approach service equivalent to sumed. Where one or more of the initial segments
ILS Category I approach service. Minimum required are not employed, the TAA reference point may be
GBAS display functionality is equivalent to ILS. the IF.
GBAS continuously provides very accurate distance
to landing threshold information. System failure dis­ 12.1.7 The standard TAA radius is 46 km (25
play and annunciation are equivalent to ILS. NM) from the IAF and the boundaries between TAAs
are normally defined by the extension of the initial
10.3.3 The GBAS path is defined differently segments (see Figure III-12-1).
from an ILS path. Data defining the path, including
the glide path, lateral sector width, lateral sensitivity Figure III-12-1. Typical TAA arrangement
and other characteristics of the guidance sector, are
transmitted by ground equipment to the airborne
system using a high-integrity digital data message.
The digital message defines the final approach seg­
ment (FAS) path and guidance characteristics.The
airborne system geometrically calculates the path
and defines the guidance characteristics specified in
the transmitted digital data. The airborne system
generates guidance with characteristics similar to
other precision approach systems such as ILS that
transmit electronic beams for the aircraft equipment
to track.
10.3.4 GBAS channel selection. The detailed
information on pilot selection of the GBAS channel
can be found in Annex 10, Volume I, Attachment D,
7.7.
12 TERMINAL ARRIVAL ALTITUDE
(TAA)
12.1 GENERAL 12.1.8 Minimum altitudes charted for each TAA
shall provide at least 300 m (1 000 ft) obstacle clear­
12.1.1 The purpose of the terminal arrival alti­ ance.
tude (TAA) is to provide a transition from the
en-route structure to an RNAV approach procedure. 12.1.9 Stepdown arcs. TAA may contain step-
down arcs defined by an RNAV distance from the
12.1.2 TAAs are associated with an RNAV pro­ IAF (see Figure III-12-2).
cedure based upon the “T” or “Y” arrangement de­
scribed in Chapter 7.
12.1.3 An RNAV-equipped aircraft approaching
the terminal area and intending to conduct an RNAV
approach is required to track via the appropriate IAF

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9 DEC 05 AIR TRAFFIC CONTROL 239

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


Figure III-12-2. TAA with stepdown arcs 12.1.10 TAA icons. TAAs are depicted on the
plan view of approach charts by the use of “icons”
which identify the TAA reference point (IAF or IF),
the radius from the reference point, and the bearings
of the TAA boundaries. The icon for each TAA will be
located and oriented on the plan view with respect to
the direction of arrival to the approach procedure,
and will show minimum altitudes and step-downs.
The IAF for each TAA is identified by the waypoint
name to help the pilot orient the icon to the approach
procedure. The IAF name and the distance of the
TAA boundary from the IAF are included on the out­
side arc of the TAA icon. TAA icons also identify,
where necessary, the location of the intermediate fix
by the letters “IF” and not the IF waypoint identifier to
avoid misidentification of the TAA reference point
and to assist in situational awareness (see Figures
III-12-3 to III-12-5).

Figure III-12-3. TAA “Y” bar icon arrangement

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240 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


12.2 FLIGHT PROCEDURES 12.2.2 Maneuvering. An aircraft may be ma­
neuvered at the TAA provided the flight path is con­
12.2.1 Establishment. Prior to operating at the tained within the TAA boundaries by reference to
TAA, the pilot must determine that the aircraft is lo­ bearings and distance to the IAF.
cated within the TAA boundary by selecting the rele­
vant IAF and measuring the bearing and distance of 12.2.3 Transitioning between TAAs. An air­
the aircraft to the IAF. That bearing should then be craft may transition from one TAA to another provid­
compared with the published bearings that define ed that the aircraft does not descend to, or has
the lateral boundaries of the TAA. This is critical climbed to, the next TAA prior to crossing the bound­
when approaching the TAA near the extended ary between TAAs. Pilots must exercise caution in
boundary between the left and the right base areas, transitioning to another TAA to ensure that reference
especially where TAAs are at different levels. is made to the correct IAF and that the aircraft is
contained within the boundaries of both TAAs.

Figure III-12-4. “T” bar icon arrangement

Figure III-12-5. “T” bar icon arrangement without center initial approach fix

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9 DEC 05 AIR TRAFFIC CONTROL 241

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES


12.2.4 12.3 NON-STANDARD TAA
Entry to procedure. An aircraft estab­
lished within a TAA area may enter the associated
approach procedure at the IAF without conducting a 12.3.1 Modification to the standard TAA design
procedure turn provided the angle of turn at the IAF may be necessary to accommodate operational re­
does not exceed 110°. In most cases, the design of quirements. Variations may eliminate one or both of
the TAA will not require a turn in excess of 110° un­ the base areas or modify the angular size of the
less the aircraft is located close to the intermediate straight-in area. In cases where the left or right base
segment or is transitioning from one TAA to another. area is eliminated, the straight-in area is modified by
In such cases, the aircraft may be maneuvered with extending its 46 km (25 NM) radius to join the re­
the TAA to establish the aircraft on a track prior to ar­ maining area boundary (see Figure III-12-7).
rival at the IAF that does not require a procedure 12.3.2 If both the left and right base areas are
turn (see Figure III-12-6). eliminated, the straight-in area is constructed on the
straight-in IAF or IF with a 46 km (25 NM) radius,
NOTE: The maximum 110° requirement ensures through 360° of arc (see Figure III-12-8).
that the segment length of the approach procedure
is adequate to provide turn anticipation and to permit Figure III-12-8. TAA arrangement without left and
interception of the following segment at the maxi­ right base
mum airspeed permitted for the procedure.

Figure III-12-6. Procedure entry

12.3.3 For procedures with a single TAA, the


TAA area may be subdivided by pie-shaped sectors
with the boundaries identified by magnetic bearings
12.2.5 Reversal procedures. Where entry can­ to the IAF, and may have one stepdown arc (see Fig­
not be made to the procedure with a turn at the IAF ure III-12-9).
less than 110° a reversal procedure shall be flown.
12.2.6 Holding. A racetrack holding procedure Figure III-12-9. Single TAA with sectorization and
will normally be located at an IAF or the IF. When step-down
one or more of the initial segments are not provided,
the holding pattern will normally be located to facili­
tate entry to the procedure (see Figure III-12-7).

Figure III-12-7. TAA arrangement without right


base

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242 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


1 IN-FLIGHT PROCEDURES holding procedures are symmetrical with respect
to the inbound holding track.
NOTE:
1. Deviations from the in-flight procedures incur 1.1 SHAPE AND TERMINOLOGY
the risk of excursions beyond the perimeters of ASSOCIATED WITH HOLDING
holding areas established. PATTERN
2. The procedures described in this chapter are re­
lated to right turns holding patterns. For left turns The shape and terminology associated with the
holding patterns, the corresponding entry and holding pattern are given in Figure IV-1-1.

Figure IV-1-1. Shape and Terminology Associated with Right Turns Holding Pattern

1.2 SPEEDS, RATE OF TURN, TIMING, 1.2.4 Outbound timing begins over or abeam
DISTANCE AND LIMITING RADIAL the fix whichever occurs later. If the abeam position
cannot be determined, start timing when turn to out­
1.2.1 Holding patterns shall be entered and bound is completed.
flown at or below those indicated airspeeds given in
1.2.5 If the outbound leg length is based on a
Table IV-1-1.
DME distance, the outbound leg terminates as soon
NOTE: The speeds in Table IV-1-1 are converted as the limiting DME distance is attained.
and rounded to the nearest multiple of five for opera­ 1.2.6 In the case of holding away from the sta­
tional reasons and, from the standpoint of operation­ tion, where the distance from the holding fix to the
al safety, are considered to be equivalent. VOR/DME station is short, a limiting radial may be
specified.
1.2.2 All turns are to be made at a bank angle
of 25° or at a rate of 3° per second, whichever re­ 1.2.7 If the limiting radial is first encountered,
quires the lesser bank. this radial should be followed until a turn inbound is
initiated, at latest where the limiting DME distance is
1.2.3 All procedures depict tracks and pilots
reached.
should attempt to maintain the track by making al­
lowance for known wind by applying corrections to
both heading and timing during entry and while fly­
ing in the holding pattern.

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9 DEC 05 AIR TRAFFIC CONTROL 243

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


1.2.8 If for any reason a pilot is unable to con- RNAV holding, provided that before conducting any
form to the procedures for normal conditions laid flight it is ensured that;
down for any particular holding pattern, air traffic a. the aircraft is fitted with serviceable RNAV equip­
control should be advised as early as possible. ment;
1.2.9 Aircraft equipped with RNAV systems b. the pilot has a current knowledge of how to oper­
which have been approved by the State of the Oper- ate the equipment so as to achieve the optimum
ator for the appropriate level of RNAV operations level of navigational accuracy; and
may use these systems to carry out VOR/DME c. the published VOR/DME facility upon which the
procedure is based is serviceable.

Figure IV-1-2. RNAV/RNP Holding Procedures

1.2.11 Conventional holding patterns may be The pilot remains responsible for ensuring that the
flown with the assistance of an RNAV system. In this aircraft complies with the speed, bank angle, timing
case the RNAV system has no other function than to and distance assumptions.
provide guidance for the auto-pilot or flight director.

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244 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


1.2.13 RNAV holding may be conducted in spe­ b. the aircraft is turned left onto the holding side to
cifically designed holding patterns. These holding intercept the inbound track or to return to the fix;
patterns utilize the criteria and flight procedures as­ and then
sumptions of conventional holding with orientations c. on second arrival over the holding fix, the aircraft
that may be referenced either by an overhead posi­ is turned right to follow the holding pattern.
tion or by radial and DME distance from a VOR/DME
facility. These holding patterns assume: Figure IV-1-3. Entry Sectors
a. that automatic radio navigation updating is uti­
lized so that the navigation tolerance is achieved
by all authorized aircraft during the entry maneu­
ver and while in the holding pattern;
b. that the pilot is provided with tracking information
in a suitable form such as HSI and/or EFIS pre­
sentation or cross-track error data; and
c. that the pilot confirms the holding way-points by
cross-reference to the published VOR/DME fix­
es.
1.2.14 RNAV holding procedures may be con­
structed using one or two way-points. Area holding
may also be provided. RNP holdings are character­
ized by a maximum track geometrically defined by
the length of the inbound track and diameter of the
turn (see Figure IV-1-2). The RNP approved RNAV
system is assumed to be able to remain within the
RNP limit for 95 per cent of the time spent in the 1.3.3 Sector 2 Procedure (Offset Entry):
holding pattern.
a. Having reached the fix, the aircraft is turned onto
1.2.15 Area holding is specified by an area hold­ a heading to make good a track making an angle
ing way-point and an associated radius. The value of of 30° from the reciprocal of the inbound track on
this radius is always such that the pilot may select the holding side; then
any inbound track to the fix and join and follow a
standard left or right holding pattern based on the fix b. the aircraft will fly outbound:
and selected track. Alternatively any other pattern 1. for the appropriate period of time (see 1.3.7),
may be flown which will remain within the specified where timing is specified, or
area (see Figure IV-1-2 C.). 2. until the appropriate limiting DME distance is
1.2.16 The way-points for VOR/DME RNAV attained, where distance is specified, or
holding are defined by radio-navigation fixes which 3. where a limiting radial is also specified, either
determine the minimum accuracy required to fly the until the limiting DME distance is attained or
procedure. until the limiting radial is encountered, which­
ever occurs first; then
1.3 ENTRY
c. the aircraft is turned right to intercept the in­
NOTE: Variations of the basic procedure to meet lo­ bound holding track; then
cal conditions may be authorized by States after ap­ d. on second arrival over the holding fix, the aircraft
propriate consultation with the operators concerned. is turned right to follow the holding pattern.
1.3.1 The entry into the holding pattern shall 1.3.4 Sector 3 Procedures (Direct Entry) —
be according to heading in relation to the three entry Having reached the fix, the aircraft is turned right to
sectors shown in Figure IV-1-3, recognizing a zone follow the holding pattern.
of flexibility of 5° on either side of the sector bound­ 1.3.5 DME Arc Entry — Having reached the
aries. For holding on a VOR intersection, the entry fix the aircraft shall enter the holding pattern in ac­
track is limited to the radials forming the intersection. cordance with either the Sector 1 – or Sector 3 – en­
For holding on a VOR/DME fix, the entry track is lim­ try procedure.
ited to either the VOR radial, DME arc, or alterna­
tively along the entry radial to a VOR/DME fix at the 1.3.6 Special Entry Procedure For VOR/DME
end of the outbound leg, as published. Holding:
NOTE: A DME arc entry procedure is specified only NOTE: Where a special entry procedure is used, the
when there is a specific operational difficulty which entry radial is clearly depicted.
precludes the use of other entry procedures.

1.3.2 Sector 1 Procedure (Parallel Entry):


a. Having reached the fix, the aircraft is turned left
onto an outbound heading for the appropriate
period of time (see 1.3.7); then

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9 DEC 05 AIR TRAFFIC CONTROL 245

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


1.3.6.5 Method of Arrival at a VOR/DME rival path (or last segment thereof) is aligned
Holding and the Corresponding with the inbound track and follows the same
Entry Procedures. heading. The entry consists of following the hold­
ing pattern (see Figure IV-1-4 A).
Where the entry point is the holding fix:
a. Arrival on the VOR radial for the inbound leg, on
the same heading as the inbound track. The ar-

Figure IV-1-4. VOR/DME Holding Entry Procedures

b. Arrival on the VOR radial for the inbound leg, on of a VOR/DME holding entry away from the facil­
a heading reciprocal to the inbound track. On ar­ ity with a limiting radial, if the aircraft encounters
rival over the holding fix, the aircraft turns onto the radial ahead of the DME distance, it must
the holding side on a track making an angle of turn and follow it until reaching the DME out­
30° with the reciprocal of the inbound track, until bound limiting distance, at which point it turns to
reaching the DME distance, at which point it join the inbound track (see Figure IV-1-4 B).
turns to intercept the inbound track. In the case

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246 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


1.4 HOLDING
c. Arrival on the DME arc defining the holding fix,
from the non-holding side. On arrival over the
holding fix, the aircraft turns and follows a track 1.4.3 Departing the pattern — When clear­
parallel to and on the same heading as the out­ ance is received specifying the time of departure
bound track, until reaching the DME outbound from the holding point, the pilot should adjust his
limiting distance, at which point it turns to inter­ pattern within the limits of the established holding
cept the inbound track (see Figure IV-1-4 C). procedure in order to leave the holding point at the
time specified.
d. Arrival on the DME arc defining the holding fix,
from the holding side. An arrival track leading to 1.4.4 When RNAV equipment is used for
this type of entry should not be specified if possi­ non-RNAV holding procedures, the pilot shall verify
ble, particularly in the case of a VOR/DME hold­ positional accuracy at the holding fix on each pas­
ing procedure away from the facility. If an appro­ sage of the fix.
priate DME distance is chosen, this type of 1.4.5 To ensure that aircraft remain in the pro­
arrival can actually be replaced by one on a tecting holding areas, pilots shall use established er­
DME arc terminating in the extension of the in­ ror check procedures to reduce the effects of operat­
bound track (see a. above and Figure IV-1-4 D). ing errors, data errors or equipment malfunction.
However, space problems may preclude this so­
1.4.6 Pilots shall ensure that speeds used to fly
lution; criteria are therefore provided for an arriv­
the RNAV holding procedures comply with Table
al on the DME arc defining the holding fix, com­
IV-1-1.
ing from the holding side:
e. On arrival over the holding fix, the aircraft turns 2 OBSTACLE CLEARANCE
and follows a track parallel and reciprocal to the
inbound track, until reaching the DME limiting 2.1 HOLDING AREA
outbound distance, at which point it turns to in­
tercept the inbound track (see Figure IV-1-4 E). The holding area includes the basic holding area
and the entry area:
f. Where the entry point is the fix at the end of the
outbound leg, arrival (or last segment thereof) is a. the basic holding area at any particular level is
effected along the VOR radial passing through the airspace required at that level to encompass
the outbound fix. On arrival over the fix at the a holding pattern based on the allowances for
end of the outbound leg, the aircraft turns and aircraft speed, wind effect, timing errors, holding
follows the holding pattern (see Figures IV-1-4 F fix characteristics, etc.;
and G). b. the entry area includes the airspace required to
accommodate the specified entry procedures.
1.3.7 Time / Distance Outbound — The still
air time for flying the outbound entry heading should 2.2 BUFFER AREA
not exceed one minute if below or at 4250m (14,000
ft) or one and one half minutes if above 4250m The buffer area is the area extending 9.3 km (5.0
(14,000 ft). Where DME is available, the length of NM) beyond the boundary of the holding area within
the outbound leg may be specified in terms of dis­ which the height and nature of obstacles are taken
tance instead of time. into consideration when determining the minimum
holding level usable in the holding pattern associat­
1.3.8 RNAV holding entries — Except where ed with the holding area.
it is published that specific entries are required, en­
tries into a one way-point RNAV holding are the 2.3 MINIMUM HOLDING LEVEL
same as for conventional holding.
2.3.1 The minimum permissible holding level
NOTE: Future RNAV systems able to enter into a provides a clearance of at least:
one way-point RNAV holding without overflying the – 300m (984 ft) above obstacles in the holding ar­
holding point may use specific holding patterns ea;
based on this assumption. They may also use con­ – a value provided in Table IV-2-1 above obstacles
ventional or RNAV holding described above. in the buffer area.
1.3.9 Sectors for entry to an RNAV two The minimum holding altitude to be published shall
way-point holding procedure are separated by the be rounded up to the nearest 50m or 100 ft as ap­
line which passes through the two waypoints. En­ propriate.
tries from either sector shall be made through the
2.3.2 Furthermore, over high terrain or in
associated waypoint (see Figure IV-1-2 D). After
mountainous areas obstacle clearance up to a total
passing the waypoint, the aircraft shall turn to follow
of 600m (1,969 ft) is provided to accommodate the
the procedure.
possible effects of turbulence, down drafts and other
NOTE: Flight management systems designed only meteorological phenomena on the performance of
for single waypoint holding procedures will not nor­ altimeters.
mally be able to use two waypoint procedures with­
out a software modification. Alternatives to two way­
point procedures will be provided for aircraft with
single waypoint FMS systems.

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9 DEC 05 AIR TRAFFIC CONTROL 247

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


Table IV-2-1. Obstacle Clearance Increment
Distance beyond the boundary of the holding Minimum obstacle clearance over low flat terrain
area Metres Feet
0 to 1.9 km (0 to 1.0 NM) 300 984
1.9 to 3.7 km (1.0 to 2.0 NM) 150 492
3.7 to 5.6 km (2.0 to 3.0 NM) 120 394
5.6 to 7.4 km (3.0 to 4.0 NM) 90 295
7.4 to 9.3 km (4.0 to 5.0 NM) 60 197

Figure IV-2-1. Minimum Holding Level as Determined by the Obstacle Clearance Surface
Related to the Holding Area and the Buffer Area

HOLDING SPEEDS AND DEVIATIONS


Holdings should not be misinterpreted as racetrack
(letdown) patterns which are calculated on criteria
for the initial approach segments of an Instrument
Approach Procedure. The speeds for initial ap­
proach segments are as shown in Table III-1-1 and
III-1-2.
Individual Air Traffic Control (ATC) State “Rules
and Procedures” pages provide information indi­
cating which of the following holding speed ta­
bles, if applicable, is applied by the individual
State.
ALL SPEEDS ARE IAS

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248 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


TABLE IV-1-1. Holding Speeds ICAO Doc 8168, Volume I, Fourth Edition — Flight Procedures
Levels (1) Normal conditions Turbulence conditions
up to 4250m inclusive 425 km/h(2) (230 kt) 520 km/h(3) (280 kt)
14,000 ft 315 km/h(4) (170 kt) 315 km/h(4) (170 kt)
above 4250m to 6100m inclusive
445 km/h(5) (240 kt) 520 km/h (280 kt)
14,000 ft to 20,000 ft
or 0.8 Mach,
above 6100m to 10,350m inclusive
490 km/h(5) (265 kt) whichever is less (3)
20,000 ft to 34,000 ft
above 10,350m
0.83 Mach 0.83 Mach
34,000 ft
1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
2. When the holding procedure is followed by the initial segment of an instrument approach procedure
promulgated at a speed higher than 425 km/h (230 kt), the holding should also be promulgated at this
higher speed wherever possible.
3. The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flying at these high holding speeds.
4. For holdings limited to CAT A and B aircraft only.
5. Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airway route
structures.

Attention is drawn to the fact that many holding patterns presently published have been calculated in
accordance with the criteria specified in ICAO Doc 8168 Volume II, Second Edition. Many holdings are
calculated for lower speeds or other altitudes as shown in the following tables.

TABLE IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of the Presently
Published Holdings
Levels (1) Propeller(2) Jet aircraft
aircraft Normal Turbulence
conditions conditions
up to 1850m inclusive 315 km/h 390 km/h
520 km/h
6,000 ft (170 kt) (210 kt)
(280 kt) or
above 1850m to 4250m inclusive 315 km/h 405 km/h
0.8 Mach
6,000 ft to 14,000 ft (170 kt) (220 kt)
whichever is
above 4250m 325 km/h 445 km/h less(3)
14,000 ft (175 kt) (240 kt)
1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
2. Certain types of propeller aircraft may need to hold at higher speeds.
3. The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flying at these high holding speeds.
NOTE: Holdings calculated in accordance with the Second Edition criteria should not be flown at higher
holding speeds as the lateral limits of the holding area are larger when the holding speed is higher. The
obstacle clearance or separation may not be guaranteed when these holdings are flown at the new higher
holding speeds.

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9 DEC 05 AIR TRAFFIC CONTROL 249

FLIGHT PROCEDURES (DOC 8168) PART IV. HOLDING PROCEDURES


TABLE IV-1-3. Holding Speeds Per U.S. FAA Regulations
Levels All Aircraft
at 6,000 ft or below 200 kt
above 6,000 ft to and including 14,000 ft 230 kt
above 14,000 ft 265 kt
1. Holding patterns from 6001 ft to 14,000 ft may be restricted to a maximum airspeed of 210 kt. This
nonstandard pattern will be depicted by an icon.
2. Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 kt. This nonstandard
pattern will be depicted by an icon.
3. Holding patterns at USAF airfields only – 310 kt maximum, unless otherwise depicted.
4. Holding patterns at U.S. Navy fields only – 230 kt maximum, unless otherwise depicted.

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250 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART V. NOISE ABATEMENT PROCEDURES


3 AEROPLANE OPERATING 3.5 AEROPLANE OPERATING
PROCEDURES PROCEDURES — LANDING
Noise abatement procedures shall not contain a pro­
3.2 OPERATIONAL LIMITATIONS
hibition of use of reverse thrust during landing.
3.2.2 Take-off 3.6 DISPLACED THRESHOLDS
Noise abatement procedures in the form of reduced The practice of using a displaced runway threshold
power take-off should not be required in adverse op­ as a noise abatement measure shall not be em­
erating conditions such as: ployed unless aircraft noise is significantly reduced
a. if the runway surface conditions are adversely af­ by such use and the runway length remaining is safe
fected (i.e., snow, slush, ice or water, or by mud, and sufficient for all operational requirements.
rubber, oil or other substances);
NOTE: Reduction of noise levels to the side of and
b. when the horizontal visibility is less than 1.9 km at the beginning of a runway can be achieved by dis­
(1 NM); placing the commencement of the take-off, but at the
c. when the crosswind component, including gusts, expense of increased noise exposures under the
exceeds 28 km/h (15 kt); flight path. Displacement of the landing threshold
d. when the tailwind component, including gusts, will, in the interests of safety, involve clearly marking
exceeds 9 km/h (5 kt); and the threshold to indicate the displacement and relo­
cation of the approach aids.
e. when wind shear has been reported or forecast
or when thunderstorms are expected to affect
the approach or departure.

NOTE: Some operating manuals (or the flight manu­


al) may impose restrictions on the use of reduced
take-off power while engine anti-icing systems are
operating.

3.4 AEROPLANE OPERATING


PROCEDURES — APPROACH
3.4.1 In noise abatement approach procedures
which are developed:
a. the aeroplane shall not be required to be in any
configuration other than the final landing configu­
ration at any point after passing the outer marker
or 5 NM from the threshold of the runway of in­
tended landing, whichever is earlier; and
b. excessive rates of descent shall not be required.

NOTE: Design criteria for descent gradients are con­


tained in PANS-OPS, Volume I, Part III, Chapter 2
and in Volume II, Part III, 4.7.1, 5.6 and 6.3.

3.4.4 Compliance with published noise abate­


ment approach procedures should not be required in
adverse operating conditions such as:
a. if the runway is not clear and dry, i.e., it is ad­
versely affected by snow, slush, ice or water, or
by mud, rubber, oil or other substances;
b. in conditions when the ceiling is lower than 150m
(500 ft) above aerodrome elevation, or when the
horizontal visibility is less than 1.9 km (1 NM);
c. when the crosswind component, including gusts,
exceeds 28 km/h (15 kt);
d. when the tailwind component, including gusts,
exceeds 9 km/h (5 kt); and
e. when wind shear has been reported or forecast
or when adverse weather conditions, e.g., thun­
derstorms, are expected to affect the approach.

NOTE: Design criteria for descent gradients are con­


tained in PANS-OPS, Volume I, Part III, Chapter 2
and in Volume II, Part III, 4.7.1, 5.6 and 6.3.

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9 DEC 05 AIR TRAFFIC CONTROL 251

FLIGHT PROCEDURES (DOC 8168) APPENDIX TO CHAPTER 3 - NOISE ABATEMENT


1 GENERAL 2 NOISE ABATEMENT CLIMB —
EXAMPLE OF A PROCEDURE
1.1 Aeroplane operating procedures for the
take-off climb shall ensure that the necessary safety ALLEVIATING NOISE CLOSE TO
of flight operations is maintained whilst minimizing THE AERODROME (NADP 1)
exposure to noise on the ground. The following two
examples of operating procedures for the climb have 2.1 This procedure involves a power reduction at
been developed as guidance and are considered or above the prescribed minimum altitude and the
safe when the criteria in 3.2 (not published herein) delay of flap/slat retraction until the prescribed maxi­
are satisfied. The first procedure (NADP 1) is intend­ mum altitude is attained. At the prescribed maximum
ed to provide noise reduction for noise sensitive ar­ altitude, accelerate and retract flaps/slats on sched­
eas in close proximity to the departure end of the ule while maintaining a positive rate of climb, and
runway (see Figure V-3-1). The second procedure complete the transition to normal enroute climb
(NADP 2) provides noise reduction to areas more speed.
distant from the runway end (see Figure V-3-2).
2.2 The noise abatement procedure is not to be
1.2 The two procedures differ in that the acceler­ initiated at less than 240m (800 ft) above aerodrome
ation segment for flap/slat retraction is either initiat­ elevation.
ed prior to reaching the maximum prescribed height
or at the maximum prescribed height. To ensure op­ 2.3 The initial climbing speed to the noise abate­
timum acceleration performance, thrust reduction ment initiation point shall not be less than V2 plus 20
may be initiated at an intermediate flap setting. km/h (10 kt).
NOTE 1: For both procedures, intermediate flap 2.4 On reaching an altitude at or above 240m
transitions required for specific performance related (800 ft) above aerodrome elevation, adjust and
issues may be initiated prior to the prescribed mini­ maintain engine power/thrust in accordance with the
mum height; however, no power reduction can be noise abatement power/thrust schedule provided in
initiated prior to attaining the prescribed minimum al­ the aircraft operating manual. Maintain a climb
titude. speed of V2 plus 20 to 40 km/h (10 to 20 kt) with
flaps and slats in the take-off configuration.
NOTE 2: The indicated airspeed for the initial climb
portion of the departure prior to the acceleration 2.5 At no more than an altitude equivalent to
segment is to be flown at a climb speed of V2 plus 900m (3,000 ft) above aerodrome elevation, while
20 to 40 km/h (10 to 20 kt). maintaining a positive rate of climb, accelerate and
retract flaps/slats on schedule.
2.6 At 900m (3,000 ft) above aerodrome eleva­
tion, accelerate to enroute climb speed.

Figure V-3-1. Noise Abatement Take-Off Climb — Example of a Procedure Alleviating Noise Close to
the Aerodrome (NADP 1)

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252 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) APPENDIX TO CHAPTER 3 - NOISE ABATEMENT


3 NOISE ABATEMENT CLIMB — 3.3 The initial climbing speed to the noise abate­
EXAMPLE OF A PROCEDURE ment initiation point is V2 plus 20 to 40 km/h (10 to
20 kt).
ALLEVIATING NOISE DISTANT
FROM THE AERODROME (NADP 2) 3.4 On reaching an altitude equivalent to at least
240m (800 ft) above aerodrome elevation, decrease
3.1 This procedure involves initiation of flap/slat aircraft body angle/angle of pitch whilst maintaining
retraction on reaching the minimum prescribed alti­ a positive rate of climb, accelerate towards VZF and
tude. The flaps/slats are to be retracted on schedule either:
while maintaining a positive rate of climb. The power a. reduce power with the initiation of the first
reduction is to be performed with the initiation of the flap/slat retraction; or
first flap/slat retraction or when the zero flap/slat b. reduce power after flap/slat retraction.
configuration is attained. At the prescribed altitude,
complete the transition to normal enroute climb pro­ 3.5 Maintain a positive rate of climb, and acceler­
cedures. ate to and maintain a climb speed of VZF + 20 to 40
3.2 The noise abatement procedure is not to be km/h (10 to 20 kt) to 900m (3,000 ft) above aero­
drome elevation.
initiated at less than 240m (800 ft) above aerodrome
elevation. 3.6 On reaching 900m (3,000 ft) above aero­
drome elevation, transition to normal enroute climb
speed.

Figure V-3-2. Noise Abatement Take-Off Climb — Example of a Procedure Alleviating Noise Distant
from the Aerodrome (NADP 2)

SUPERCEDED NOISE ABATEMENT PROCE­ At 450m (1,500 ft):


DURES – reduce thrust to not less than climb power/thrust.
NOTE: Many locations continue to prescribe the At 450m (1,500 ft) to 900m (3,000 ft):
former Noise Abatement Departure Procedures A – climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
and B. Though no longer part of the ICAO
PANS-OPS Doc. 8168, they have been reproduced At 900m (3,000 ft):
in the following paragraphs as supplementary infor­ – accelerate smoothly to enroute climb speed with
mation. flap retraction on schedule.

Noise Abatement Departure Procedure A


(NADP A)
Take-off to 450m (1,500 ft) above aerodrome eleva­
tion:
– take-off power
– take-off flap
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or
as limited by body angle).

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9 DEC 05 AIR TRAFFIC CONTROL 253

FLIGHT PROCEDURES (DOC 8168) APPENDIX TO CHAPTER 3 - NOISE ABATEMENT


Noise Abatement Take-Off Climb — Procedure A

NOTE: For purposes of these procedures the heights given in metres and feet, and speeds given in kilome­
ters/hour and knots are considered to be operationally acceptable equivalents.

Noise Abatement Departure Procedure B b. for low by-pass ratio engines, reduce power /
(NADP B) thrust to below normal climb thrust but not less
Take-off to 300m (1,000 ft) above aerodrome eleva- than that necessary to maintain the final take-off
tion: engine-out climb gradient; and
– take-off power/thrust c. for aeroplanes with slow flap retracting reduce
power / thrust at an intermediate flap setting;
– take-off flap
thereafter, from 300m (1,000 ft) to 900m (3,000 ft):
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
– continue climb at not greater than VZF + 20 km/h
At 300m (1,000 ft) (VZF + 10 kt).
– maintaining a positive rate of climb, accelerate to
At 900m (3,000 ft):
zero flap minimum safe maneuvering speed
(VZF) retracting flap on schedule; – accelerate smoothly to enroute climb speed.
thereafter, reduce thrust consistent with the follow-
NOTE: Aeroplanes such as supersonic aeroplanes
ing: not using wing flaps for take-off should reduce thrust
a. for high by-pass ratio engines reduce to normal before attaining 300m (1,000 ft) but not lower than
climb power / thrust; 150m (500 ft).

Noise Abatement Take-Off Climb — Procedure B

NOTE: For purposes of these procedures the heights given in metres and feet, and speeds given in kilome­
ters/hour and knots are considered to be operationally acceptable equivalents.

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254 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART VI. ALTIMETER SETTING PROCEDURES


3 ALTIMETER CORRECTIONS 3.3 TEMPERATURE CORRECTION

NOTE: This chapter deals with altimeter corrections 3.3.1 Requirement for temperature correc­
for pressure, temperature and, where appropriate, tion. The calculated minimum safe altitudes/heights
wind and terrain effects. The pilot is responsible for must be adjusted when the ambient temperature on
these corrections except when under radar vector­ the surface is much lower than that predicted by the
ing. In that case, the radar controller shall issue standard atmosphere. In such conditions, an approx­
clearances such that the prescribed obstacle clear­ imate correction is 4 per cent height increase for ev­
ance will exist at all times, taking the cold tempera­ ery 10° C below standard temperature as measured
ture correction into account. at the altimeter setting source. This is safe for all al­
timeter setting source altitudes for temperatures
3.2 PRESSURE CORRECTION above -15°.
3.3.2 Tabulated corrections. For colder tem­
3.2.1 Flight levels. When flying at levels with
peratures, a more accurate correction should be ob­
the altimeter set to 1013.2 hPa, the minimum safe
tained from Tables VI-3-1a and VI-3-1b. These ta­
altitude must be corrected for deviations in pressure
bles are calculated for a sea level aerodrome. They
when the pressure is lower than the standard atmo­
are therefore conservative when applied at higher
sphere (1013 hPa). An appropriate correction is 10m
aerodromes.
(30 ft) per hPa below 1013 hPa. Alternatively, the
correction can be obtained from standard correction NOTE 1: The corrections have been rounded up to
graphs or tables supplied by the operator. the next 5m or 10 ft increment.
3.2.2 QNH/QFE. When using the QNH or QFE
altimeter setting (giving altitude or height above QFE NOTE 2: Temperature values from the reporting sta­
datum respectively), a pressure correction is not re­ tion (normally the aerodrome) nearest to the position
quired. of the aircraft should be used.

Table VI-3-1a. Values to be added by the pilot to minimum promulgated heights/altitudes (m)
Aerodrome Height above the elevation of the altimeter setting source (metres)
Temperature 60 90 120 150 180 210 240 270 300 450 600 900 1,200 1,500
(°C)
0. 5 5 10 10 10 15 15 15 20 25 35 50 70 85
-10 10 10 15 15 25 20 25 30 30 45 60 90 120 150
-20 10 15 20 25 25 30 35 40 45 65 85 130 170 215
-30 15 20 25 30 35 40 45 55 60 85 115 170 230 285
-40 15 25 30 40 45 50 60 65 75 110 145 220 290 365
-50 20 30 40 45 55 65 75 80 90 135 180 270 360 450

Table VI-3-1b. Values to be added by the pilot to minimum promulgated heights/altitudes (ft)
Aerodrome Height above the elevation of the altimeter setting source (feet)
Temperature 200 300 400 500 600 700 800 900 1,000 1,500 2,000 3,000 4,000 5,000
(°C)
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1,210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1,190 1,500

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9 DEC 05 AIR TRAFFIC CONTROL 255

FLIGHT PROCEDURES (DOC 8168) PART VII. SIMULTANEOUS OPERATIONS ON


PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1 MODES OF OPERATION the four basic modes listed in 1.1.1.1 through 1.1.1.3
above as follows:
1.1 INTRODUCTION
a. Semi-mixed operations: Mode
1.1.1 The impetus for considering simulta­
(1) One runway is used
neous operations on parallel or near-parallel instru­
exclusively for approaches
ment runways in instrument meteorological condi­
while:
tions (IMC) is provided by the need to increase
capacity at busy aerodromes. An aerodrome already — approaches are being 1 or 2
having dual parallel precision approach (ILS and/or made to the other runway; or
MLS) runways could increase its capacity if these — departures are in 4
runways could be safely operated simultaneously progress on the other
and independently under IMC. However, various fac­ runway.
tors, such as surface movement guidance and con­
(2) One runway is used
trol, environmental considerations, and land side/air
side infrastructure, may negate the advantage to be exclusively for departures;
gained from simultaneous operations. There can be while:
a variety of modes of operation associated with the — approaches are being 4
use of parallel or near-parallel instrument runways. made to the other runway; or
1.1.1.1 Simultaneous Parallel Instrument — departures are in 3
Approaches progress on the other
runway.
Two basic modes of operation are possible:
b. Mixed operations:
a. Mode 1, independent parallel approaches: ap­
proaches which are made to parallel runways All modes of operation are 1, 2, 3, 4
where radar separation minima between aircraft possible.
using adjacent ILS and/or MLS are not pre­ 1.1.2 Definitions (see Figure VII-1-1)
scribed; and
b. Mode 2, dependent parallel approaches: ap­ 1.1.2.1 Normal operating zone (NOZ). Air­
proaches which are made to parallel runways space of defined dimensions extending to either side
where radar separation minima between aircraft of an ILS localizer course and/or MLS final approach
using adjacent ILS and/or MLS are prescribed. track centerline. Only the inner half of the normal op­
erating zone is taken into account in independent
1.1.1.2 Simultaneous Instrument
parallel approaches.
Departures
1.1.2.2 No-transgression zone (NTZ). In
Mode 3, independent parallel departures: simulta­ the context of independent parallel approaches, a
neous departures for aircraft departing in the same corridor of airspace of defined dimensions located
direction from parallel runways. centrally between the two extended runway center­
lines, where a penetration by an aircraft requires a
NOTE: When the minimum distance between two controller intervention to maneuver any threatened
parallel runway centerlines is lower than the speci­ aircraft on the adjacent approach.
fied value dictated by wake turbulence consider­
ations, the parallel runways are considered as a sin­ Figure VII-1-1. Example of Normal Operating
gle runway in regard to separation between Zones (NOZs) and No-Transgression Zone (NTZ)
departing aircraft. A simultaneous dependent paral­
lel departure mode of operation is therefore not
used.

1.1.1.3 Segregated Parallel Approaches /


Departures
Mode 4, segregated parallel operations: one runway
is used for approaches, one runway is used for de­
partures.
1.1.1.4 Semi-mixed and Mixed Operations
In the case of parallel approaches and departures
there may be semi-mixed operations; i.e., one run­
way is used exclusively for departures, while the oth­
er runway accepts a mixture of approaches and de­
partures; or, one runway is used exclusively for
approaches while the other accepts a mixture of ap­
proaches and departures. There may also be mixed
operations, i.e. simultaneous parallel approaches
with departures interspersed on both runways.
Semi-mixed or mixed operations may be related to

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256 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART VII. SIMULTANEOUS OPERATIONS ON


PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1.2 EQUIPMENT REQUIREMENTS return immediately to the correct track. Pilots are
not required to acknowledge these transmissions
Airborne avionics: Normal instrument flight rules or subsequent instructions while on final ap­
(IFR) avionics including full ILS or MLS capability proach unless requested to do so.
are required for conducting parallel approaches. g. Once the 300m (1,000 ft) vertical separation is
1.4 VECTORING TO THE ILS reduced, the radar controller monitoring the ap­
LOCALIZER COURSE OR MLS proach will issue control instructions if the air­
craft deviates substantially from the ILS localizer
FINAL APPROACH TRACK
course or MLS final approach track.
When simultaneous independent parallel approach­ h. If an aircraft that deviates substantially from the
es are in progress, the following apply: ILS localizer course or MLS final approach track
a. All approaches regardless of weather conditions fails to take corrective action and penetrates the
shall be radar-monitored. Control instructions NTZ, the aircraft on the adjacent ILS localizer
and information necessary to ensure separation course or MLS final approach track will be in­
between aircraft and to ensure aircraft do not en­ structed to immediately climb and turn to the as­
ter the NTZ shall be issued. The air traffic control signed altitude and heading in order to avoid the
procedure will be to vector arriving aircraft to one deviating aircraft. Where parallel approach ob­
or the other of the parallel ILS localizer courses stacle assessment surfaces (PAOAS) criteria are
and/or the MLS final approach tracks. When applied for obstacle assessment, the air traffic
cleared for an ILS or MLS approach, a procedure controller shall not issue the heading instruction
turn is not permitted. to the aircraft below 120m (400 ft) above the run­
way threshold elevation, and the heading instruc­
b. When vectoring to intercept the ILS localizer
tion shall not exceed 45° track difference with the
course or MLS final approach track, the final vec­
ILS localizer course or MLS final approach track.
tor shall be such as to enable the aircraft to inter­
Due to the nature of this breakout maneuver, the
cept the ILS localizer course or MLS final ap­
pilot is expected to arrest the descent and imme­
proach track at an angle not greater than 30
diately initiate a climbing turn.
degrees and to provide at least 2 km (1.0 NM)
straight and level flight prior to ILS localizer 1.5 TERMINATION OF RADAR
course or MLS final approach track intercept. MONITORING
The vector shall also be such as to enable the
aircraft to be established on the ILS localizer NOTE: Provisions concerning the termination of ra­
course or MLS final approach track in level flight dar monitoring are contained in PANS-ATM Doc.
for at least 3.7 km (2.0 NM) prior to intercepting 4444 (ATC Series 400), Chapter 8.
the ILS glide path or specified MLS elevation an­
gle. 1.6 TRACK DIVERGENCE
c. Each pair of parallel approaches will have a Simultaneous parallel operations require diverging
“high side” and a “low side” for vectoring, to pro­ tracks for missed approach procedures and depar­
vide vertical separation until aircraft are estab­ tures. When turns are prescribed to establish diver­
lished inbound on their respective parallel ILS lo­ gence, pilots shall commence the turns as soon as
calizer course and/or MLS final approach track. practicable.
The low side altitude will normally be such that
the aircraft will be established on the ILS localiz­ 1.7 SUSPENSION OF INDEPENDENT
er course and/or MLS final approach track well PARALLEL APPROACHES TO
before ILS glide path or specified MLS elevation CLOSELY SPACED PARALLEL
angle interception. The high side altitude will be RUNWAYS
300m (1,000 ft) above the low side.
d. When assigning the final heading to intercept the NOTE: Provisions concerning the suspension of in­
ILS localizer course or MLS final approach track, dependent parallel approaches to closely spaced
the aircraft shall be advised of: parallel runways are contained in PANS-ATM (Doc.
1. its position relative to a fix on the ILS localiz­ 4444), Chapter 8.
er course or MLS final approach track;
2. the altitude to be maintained until established
on the ILS localizer course or MLS final ap­
proach track to the ILS glide path or MLS ele­
vation angle intercept point; and
3. if required, clearance for the appropriate ILS
or MLS approach.
e. The main objective is that both aircraft be estab­
lished on the ILS localizer course or MLS final
approach track before the 300m (1,000 ft) verti­
cal separation is reduced.
f. If an aircraft is observed to overshoot the ILS lo­
calizer course or MLS final approach track dur­
ing turn-to-final, the aircraft will be instructed to

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9 DEC 05 AIR TRAFFIC CONTROL 257

FLIGHT PROCEDURES (DOC 8168) PART VIII. SECONDARY SURVEILLANCE RADAR


(SSR) TRANSPONDER OPERATING PROCEDURES
1 OPERATION OF TRANSPONDERS code. In the latter case the pilot shall maintain the
specified code unless otherwise advised by ATC.
1.1 GENERAL 1.4.2 Notwithstanding the procedures at 1.4.1,
a pilot may select Mode A Code 7700 whenever
1.1.1 When an aircraft carries a serviceable
there is a specific reason to believe that this would
transponder, the pilot shall operate the transponder
be the best course of action.
at all times during flight, regardless of whether the
aircraft is within or outside airspace where SSR is 1.5 COMMUNICATION FAILURE
used for ATS purposes. PROCEDURES
1.1.2 Except as specified in 1.4, 1.5 and 1.6 in
The pilot of an aircraft losing two-way communica­
respect of emergency, radio communication failure,
tions shall set the transponder to Mode A Code
or unlawful interference, the pilot shall:
7600.
a. operate the transponder and select Mode A
codes as individually directed by the ATC unit NOTE: A controller observing a response on the ra­
with which contact is being made; or dio communications failure code will ascertain the
b. operate the transponder on Mode A codes as extent of the failure by instructing the pilot to
prescribed on the basis of regional air navigation SQUAWK IDENT or to change code. Where it is de­
agreements; or termined that the aircraft receiver is functioning, fur­
ther control of the aircraft will be continued using
c. in the absence of any ATC directions or regional code changes or IDENT transmission to acknowl­
air navigation agreements, operate the transpon­ edge receipt of clearances issued. Different proce­
der on Mode A Code 2000. dures may be applied to Mode S equipped aircraft in
1.1.3 When the aircraft carries serviceable areas of Mode S coverage.
Mode C equipment, the pilot shall continuously oper­
ate this mode, unless otherwise directed by ATC. 1.6 UNLAWFUL INTERFERENCE WITH
1.1.4 When requested by ATC to specify the AIRCRAFT IN FLIGHT
capability of the transponder carried aboard the air­
1.6.1 Should an aircraft in flight be subjected to
craft, pilots shall indicate this by using the characters
unlawful interference, the pilot-in-command shall en­
prescribed for insertion of this information in item 10
deavor to set the transponder to Mode A Code 7500
of the flight plan.
to give indication of the situation unless circum­
1.1.5 When requested by ATC to “CONFIRM stances warrant the use of Code 7700.
SQUAWK [code]” the pilot shall verify the Mode A
1.6.2 A pilot, having selected Mode A Code
code setting on the transponder, reselect the as­
7500 and subsequently requested to confirm this
signed code if necessary, and confirm to ATC the
code by ATC in accordance with 1.1.5 shall, accord­
setting displayed on the controls of the transponder.
ing to circumstances, either confirm this or not reply
NOTE: For action in case of unlawful interferences, at all.
see 1.6.2.
NOTE: The absence of a reply from the pilot will be
1.1.6 Pilots shall not SQUAWK IDENT unless taken by ATC as an indication that the use of Code
requested by ATC. 7500 is not due to an inadvertent false code selec­
tion.
1.2 USE OF MODE C
1.7 TRANSPONDER FAILURE
Whenever Mode C is operated, pilots shall, in
air-ground voice communications wherein the trans­ PROCEDURES WHEN THE
mission of level information is required, give such in­ CARRIAGE OF A FUNCTIONING
formation by stating their level to the nearest full TRANSPONDER IS MANDATORY
30m or 100 ft as indicated on the pilot’s altimeter.
1.7.1 In case of a transponder failure which oc­
1.3 USE OF MODE S
curs after departure, ATC units shall endeavour to
Pilots of aircraft equipped with Mode S having an air­ provide for continuation of the flight to the destina­
craft identification feature shall set the aircraft identi­ tion aerodrome in accordance with the flight plan; pi­
fication in the transponder. This setting shall corre­ lots may, however, expect to comply with specific re­
spond to the aircraft identification specified in item 7 strictions.
of the ICAO flight plan, or, if no flight plan has been 1.7.2 In the case of a transponder which has
filed, the aircraft registration. failed and cannot be restored before departure, pi­
lots shall:
NOTE: All Mode S equipped aircraft engaged in in­
ternational civil aviation are required to have an air­ a. inform ATS as soon as possible, preferably be­
craft identification feature. fore submission of a flight plan;
b. insert in item 10 of the ICAO flight plan form un­
1.4 EMERGENCY PROCEDURES der SSR the character N for complete unservice­
ability of the transponder or, in case of partial
1.4.1 The pilot of an aircraft encountering a
transponder failure, the character corresponding
state of emergency shall set the transponder to
to the remaining transponder capability;
Mode A Code 7700 except when previously directed
by ATC to operate the transponder on a specified

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258 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART VIII. SECONDARY SURVEILLANCE RADAR


(SSR) TRANSPONDER OPERATING PROCEDURES
c. comply with any published procedures for seek­ NOTE:
ing exemption from the requirements for carriage 1. The ACAS II equipment is mandatory within
of a functioning SSR transponder; and the airspace of the European Civil Aviation
Conference (ECAC) States for all civil
d. if so required by the appropriate ATS authority,
fixed-wing turbine-engined aircraft having a
plan to proceed, as directly as possible, to the
MTOW exceeding 15,000kg (33,069 lbs) or
nearest suitable aerodrome where repair can be
approval for more than 30 passengers.
effected.
2. The phraseology to be used for the notifica­
2 PHRASEOLOGY tion of maneuvers in response to a resolution
advisory is contained in the PANS-ATM Doc.
2.2 USED BY PILOTS 4444, Chapter 12.
When acknowledging mode/code setting instruc­
tions, pilots shall read back the mode and code to be
set.
3 OPERATION OF ACAS
EQUIPMENT
3.1 GENERAL
3.1.1 The information provided by airborne col­
lision avoidance system (ACAS) is intended to assist
pilots in the safe operation of aircraft.
3.1.2 Nothing in the procedures specified in 3.2
hereunder shall prevent pilots-in-command from ex­
ercising their best judgment and full authority in the
choice of the best course of action to resolve a traffic
conflict.
3.2 USE OF ACAS INDICATIONS
ACAS indications are intended to assist the pilots in
the active search for, and visual acquisition of, the
conflicting traffic, and the avoidance of potential col­
lisions. The indications generated by ACAS shall be
used by pilots in conformity with the following safety
considerations:
a. pilots shall not maneuver their aircraft in re­
sponse to traffic advisories only;

NOTE:
1. Traffic advisories are intended to assist in vi­
sual acquisition of conflicting traffic and to
alert the pilot to the possibility of a resolution
advisory.
2. The above restrictions in the use of traffic
advisories is due to the limited bearing accu­
racy and to the difficulty in interpreting alti­
tude rate from displayed traffic information.

b. in the event of a resolution advisory to alter the


flight path, the search for the conflicting traffic
shall include a visual scan of the airspace into
which known ACAS aircraft might maneuver;
c. the alteration of the flight path shall be limited to
the minimum extent necessary to comply with
the resolution advisories;
d. pilots who deviate from an air traffic control in­
struction or clearance in response to a resolution
advisory shall promptly return to the terms of the
previous air traffic control instruction or clear­
ance when the conflict is resolved and they shall
notify the appropriate ATC unit as soon as practi­
cable, of the deviation, including its direction and
when the deviation has ended.

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9 DEC 05 AIR TRAFFIC CONTROL 259

FLIGHT PROCEDURES (DOC 8168) PART IX. OPERATIONAL FLIGHT INFORMATION


1 AERODROME SURFACE operations manual and shall provide details regard­
ing at least the following:
OPERATIONS
a. range of speeds specific to each aircraft type;
1.1 Operators shall develop and implement stan­ b. minimum power setting(s) specific to each air­
dard operating procedures (SOPs) for aerodrome craft type;
surface operations. The development and imple­ c. range of attitudes specific to each aircraft type;
mentation of SOPs shall take into consideration the
risk factors listed in 1.3 associated with the following d. crossing altitude deviation tolerances;
operations: e. configuration(s) specific to each aircraft type;
a. runway intersection take-offs; f. maximum sink rate; and
b. line-up and wait clearances; g. completion of checklists and crew briefings.
c. land and hold-short clearances; 3.3 ELEMENTS OF THE STABILIZED
d. take-offs from displaced runway thresholds; APPROACH
e. hazards associated with runway crossing traffic;
and The elements of a stabilized approach shall be stat­
ed in the operator’s standard operating procedures.
f. hazards associated with runway crossing traffic These elements should include as a minimum:
in the case of closely spaced parallel runways.
a. that all flights shall be stabilized according to the
NOTE: parameters in 3.2, by no lower than 300 m
1. The Manual of Surface Movement Guidance (1 000 ft) height above threshold in instrument
and Control Systems (SMGCS) (Doc 9476), meteorological conditions (IMC); and
Chapter 1, discusses the safety consider­ b. that all flights shall be stabilized according to the
ations in aerodrome surface operations. parameters in 3.2, by no lower than 150 m
2. Land and hold-short clearances/simulta­ (500 ft) height above threshold.
neous intersecting runway operations are not
3.4 GO-AROUND POLICY
an ICAO procedure.
An operator’s policy should be included in the stan­
1.3 Operators should ensure flight personnel dard operating procedures that in the event of an ap­
awareness of the risk factors in the aerodrome sur­ proach not being stabilized in reference to the pa­
face operations listed in 1.1. Such risk factors should rameters in 3.2 or the elements in 3.3, or becoming
include, but not be limited to: destabilized at any point during an approach, a
a. human performance vulnerability to error due to go-around is required. Operators should reinforce
workload, vigilance decrement and fatigue; this policy through training.
b. potential distractions associated with the perfor­
mance of flight deck tasks; and
c. failure to use standard phraseology in aeronauti­
cal communications.

NOTE: The safety of aerodrome surface opera­


tions is especially vulnerable to the failure to use
standard phraseology in aeronautical communi­
cations. Frequency congestion, as well as opera­
tional considerations, may adversely affect the
issuance and read-back of clearances, leaving
flight crews and controllers vulnerable to misun­
derstandings.

3 STABILIZED APPROACH
PROCEDURE
3.1 GENERAL
Maintenance of the intended flight path as depicted
in the published approach procedure, without exces­
sive maneuvering as defined by the parameters in
3.2, shall be the primary safety consideration in the
development of the stabilized approach procedure.
3.2 PARAMETERS FOR THE
STABILIZED APPROACH
The parameters for the stabilized approach shall be
defined by the operator’s standard operating proce­
dures (Part XIII, Chapter 1, not published herein).
These parameters shall be included in the operator’s

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260 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) PART XII. ENROUTE CRITERIA


1 ENROUTE CRITERIA Variation in terrain elevation MOC
1.1 GENERAL Between 900 m (3 000 ft) and 450 m (1 476 ft)
1 500 m (5 000 ft)
Procedures developed utilizing enroute criteria as­
Greater than 1 500 m (5 000 600 m (1 969 ft)
sume normal aircraft operations. Any requirements
ft)
to satisfy Annex 6 aeroplane performance operating
limitations must be considered separately by the op­ The MOC to be applied outside the primary area is
erator. as follows:
Two methods can be used: – simplified method: in the buffer area, the MOC is
– a simplified method, which is the standard meth­ equal to half the value of the primary area MOC;
od; and and
– a refined method, which can be used when the – refined method: in the secondary area, the MOC
simplified method is too constraining. is reduced linearly from the full clearance at the
inner edge to zero at the outer edge.
1.2 OBSTACLE CLEARANCE AREAS
A minimum altitude is determined and published for
1.2.1 In the simplified method, the obstacle each segment of the route.
clearance area is divided into a central primary area
and two lateral buffer areas. In the refined method,
1.5 TURNS
the obstacle clearance area is divided into a central 1.5.1 Protection Areas Associated with
primary area and two lateral secondary areas. The Turns
width of the primary area is intended to correspond
to 95 per cent probability of containment (2 SD) and Turns can be executed overhead a facility or at a fix.
the total width of the area to 99.7 per cent probability 1.5.2 Turn Parameters
of containment (3 SD) plus an angular buffer and an
additional fixed width. The following turn parameters are applied:
1.2.2 Reductions to secondary area widths. a. altitude - an altitude at or above which the area is
Secondary areas for enroute operations may be re­ designed;
duced when justified by factors such as: b. temperature - ISA for the specified altitude plus
a. when there is relevant information on flight oper­ 15°C;
ational experience; c. indicated airspeed - 585 km/h (315 kt);
b. regular flight inspection of facilities to ensure bet­ d. wind - omnidirectional for the altitude h
ter than standard signals; and/or
w = (12 h + 87) km/h, where h is in kilometres,
c. radar surveillance.
[w = (2 h + 47) kt, where h is in thousands of
1.2.3 Area without track guidance. When feet]
track guidance is not provided, for example outside
the coverage of navigational facilities along the or
route, the primary area splays at an angle of 15° provided adequate statistical data are available,
from its width at the last point where track guidance the maximum 95 per cent probability omnidirec­
was available. The width of the secondary area is tional wind;
progressively reduced to zero, ending in an area e. average achieved bank angle: 15°;
without track guidance where the full MOC is ap­
plied. f. maximum pilot reaction time: 10 s; and
1.2.4 Maximum area width. There is no maxi­ g. bank establishment time: 5 s.
mum area width for routes within the coverage of the 1.6 RNAV ROUTES
facilities defining the route. Outside the coverage of
the facilities defining the route, the area splays at 1.6.1 The general criteria for RNAV routes ap­
15°, as specified in 1.2.3 above. ply except that the area has a constant width and no
angular limits.
1.3 CHARTING ACCURACIES
1.6.2 Turns in RNAV route only allow the use of
Charting accuracies must be taken into account fly-by waypoints.
when establishing minimum enroute altitudes by 1.7 RNP ROUTES
adding both a vertical and a horizontal tolerance to
the depicted objects on the chart, as specified in 1.7.1 Standard Conditions
PANS-OPS, Volume II, Part III, 1.15.
The standard assumptions on which enroute RNP
1.4 OBSTACLE CLEARANCE procedures are developed are:
The MOC value to be applied in the primary area for – the fix tolerance area of the waypoint is a circle
the en-route phase of an IFR flight is 300 m (1000 of radius equal to the enroute RNP;
ft). In mountainous areas this shall be increased, de­ – the system provides information which the pilot
pending on: monitors and uses to intervene and thus limit ex­
cursions of the FIT to values within those taken
into account during the system certification pro­
cess; and

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9 DEC 05 AIR TRAFFIC CONTROL 261

FLIGHT PROCEDURES (DOC 8168) PART XII. ENROUTE CRITERIA


– enroute procedures are normally based on RNP
4 or higher. Where necessary and appropriate,
they may be based on RNP 1.
1.7.2 Definition of Turns
There are two kinds of turns for RNP routes:
– the turn at a fly-by waypoint;
– the controlled turn (for this kind of turn, used on
RNP 1 routes, the radius of turn is 28 km (15
NM) at and below FL 190 and 41.7 km (22.5 NM)
at and above FL 200).

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262 AIR TRAFFIC CONTROL 9 DEC 05

FLIGHT PROCEDURES (DOC 8168) APPENDIX 1 - ACCELERATION SEGMENTS


1 DEPARTURE ROUTES b. a climbing portion with a 1 per cent gradient until
an altitude where other prescribed obstacle
NOTE: There are States which provide an accelera­ clearance becomes effective.
tion segment for departure routes and missed ap­ 1.2 The height of the horizontal portion where no
proach procedures which are no longer required obstacle limitations exists is at 250m (820 ft) above
with ICAO Document 8168, Fourth Edition. The fol­ aerodrome level.
lowing provides criteria for acceleration segments
contained in the First, Second and Third Editions. 1.3 When the horizontal portion so identified is
higher than 250m (820 ft) above the aerodrome, the
1.1 An acceleration segment is divided in two procedure will be annotated: “Climb to.... (alti­
portions (see Figure A1-1) which are: tude/height) prior to accelerating”.
a. a 20.0 km (10.8 NM) horizontal portion; followed 1.4 The height of this segment when identified
by will provide 90m (295 ft) of obstacle clearance.

Figure A1-1. Acceleration Segment

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9 DEC 05 AIR TRAFFIC CONTROL 263

FLIGHT PROCEDURES (DOC 8168) APPENDIX 1 - ACCELERATION SEGMENTS


2 MISSED APPROACH PROCEDURE acceleration portion 11 km (6 NM) in length is identi­
fied.
2.1 ACCELERATION AND The horizontal portion is followed by a climbing por-
SUBSEQUENT CLIMB PORTIONS tion with a 1 per cent gradient representing the en-
WITHIN THE FINAL PHASE route climb until an altitude at which other pre­
scribed obstacle clearances (such as for enroute
(see Figure A1-2) holding) become effective. These two portions are
constructed so that a minimum clearance of 90m
2.1.1 The specialist constructing the procedure
(295 ft) above all obstacles in the primary area ex­
will take into account the requirement of certain
ists. The minimum acceleration height is not less
types of aircraft to accelerate in level flight after the
than 250m (820 ft). The procedure is noted; “Climb
initial climb. To accommodate this requirement, an
to.... (altitude / height) prior to level acceleration.

Figure A1-2 Obstacle Clearance for Acceleration and Subsequent 1 Per Cent
Climb Portions of Final Missed Approach Phase

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24 FEB 06 AIR TRAFFIC CONTROL 301

ICAO RULES OF THE AIR — ANNEX 2


Extracted from ICAO Rules of the Air, Annex 2
ICAO RULES OF THE AIR — ANNEX 2

CHAPTER 1 — DEFINITIONS 2.3 RESPONSIBILITY FOR


COMPLIANCE WITH THE RULES OF
See ICAO Definitions published on AIR TRAFFIC
CONTROL pages, Series 100. THE AIR
CHAPTER 2 — APPLICABILITY OF 2.3.1 Responsibility of Pilot-in-Command
THE RULES OF THE AIR The pilot-in-command of an aircraft shall, whether
manipulating the controls or not, be responsible for
2.1 TERRITORIAL APPLICATION OF the operation of the aircraft in accordance with the
THE RULES OF THE AIR rules of the air, except that the pilot-in-command
may depart from these rules in circumstances that
2.1.1 The rules of the air shall apply to aircraft render such departure absolutely necessary in the
bearing the nationality and registration marks of a interests of safety.
Contracting State, wherever they may be, to the ex­
tent that they do not conflict with the rules published 2.3.2 Pre-Flight Action
by the State having jurisdiction over the territory Before beginning a flight, the pilot-in-command of an
overflown. aircraft shall become familiar with all available infor­
NOTE: The council of the International Civil Aviation mation appropriate to the intended operation.
Organization resolved, in adopting Annex 2 in April Pre-flight action for flights away from the vicinity of
1948 and Amendment 1 to the said Annex in No­ an aerodrome, and for all IFR flights, shall include a
vember 1951, that the Annex constitutes “Rules re­ careful study of available current weather reports
lating to the flight and manoeuvre of aircraft” within and forecasts, taking into consideration fuel require­
the meaning of Article 12 of the Convention. Over ments and an alternative course of action if the flight
the high seas, therefore, these rules apply without cannot be completed as planned.
exception. 2.4 AUTHORITY OF
2.1.2 If, and so long as, a Contracting State PILOT-IN-COMMAND OF AN
has not notified the International Civil Aviation Orga­ AIRCRAFT
nization to the contrary, it shall be deemed, as re­
gards aircraft of its registration, to have agreed as The pilot-in-command of an aircraft shall have final
follows: authority as to the disposition of the aircraft while in
command.
For purposes of flight over those parts of the high
seas where a Contracting State has accepted, pur­ 2.5 PROBLEMATIC USE OF
suant to a regional air navigation agreement, the re­ PSYCHOACTIVE SUBSTANCES
sponsibility of providing air traffic services, the “ap­
propriate ATS authority” referred to in this Annex is No person whose function is critical to the safety of
the relevant authority designated by the State re­ aviation (safety-sensitive personnel) shall undertake
sponsible for providing those services. that function while under the influence of any psy­
choactive substance, by reason of which human per­
NOTE: The phrase “regional air navigation agree­ formance is impaired. No such person shall engage
ment” refers to an agreement approved by the Coun­ in any kind of problematic use of substances.
cil of ICAO normally on the advice of a Regional Air
Navigational Meeting. CHAPTER 3 — GENERAL RULES
2.2 COMPLIANCE WITH THE RULES OF 3.1 PROTECTION OF PERSONS AND
THE AIR PROPERTY

The operation of an aircraft either in flight or on the 3.1.1 Negligent or Reckless Operation of
movement area of an aerodrome shall be in compli­ Aircraft
ance with the general rules and, in addition, when in An aircraft shall not be operated in a negligent or
flight, either with:
reckless manner so as to endanger life or property
a. the visual flight rules, or of others.
b. the instrument flight rules.
NOTE 1: Information relevant to the services provid­
ed to aircraft operating in accordance with both visu­
al flight rules and instrument flight rules in the seven
ATS airspace classes contained in Annex 11 are
published on ENROUTE Page 21.

NOTE 2: A pilot may elect to fly in accordance with


instrument flight rules in visual meteorological condi­
tions or he may be required to do so by the appropri­
ate ATS authority.

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302 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


3.1.2 Minimum Heights b. separation between aircraft in the flight shall be
the responsibility of the flight leader and the pi­
Except when necessary for take-off or landing, or lots-in-command of the other aircraft in the flight
except by permission from the appropriate authority, and shall include periods of transition when air­
aircraft shall not be flown over the congested areas craft are manoeuvring to attain their own separa­
of cities, towns or settlements or over an open-air tion within the formation and during join-up and
assembly of persons, unless at such a height as will break-away; and
permit, in the event of an emergency arising, a land­
c. a distance not exceeding 1km (0.5 NM) laterally
ing to be made without undue hazard to persons or
and longitudinally and 30m (100 ft) vertically
property on the surface.
from the flight leader shall be maintained by
NOTE: See 4.6 for minimum heights for VFR flights each aircraft.
and 5.1.2 for minimum levels for IFR flights. 3.1.9 Unmanned Free Balloons
3.1.3 Cruising Levels An unmanned free balloon shall be operated in such
a manner as to minimize hazards to persons, prop­
The cruising levels at which a flight or a portion of a
erty or other aircraft and in accordance with the con­
flight is to be conducted shall be in terms of:
ditions specified in Appendix 4.
a. flight levels, for flights at or above the lowest us­
able flight level or, where applicable, above the 3.1.10 Prohibited Areas and Restricted Areas
transition altitude; Aircraft shall not be flown in a prohibited area, or in a
b. altitudes, for flights below the lowest usable flight restricted area, the particulars of which have been
level or, where applicable, at or below the transi­ duly published, except in accordance with the condi­
tion altitude. tions of the restrictions or by permission of the State
over whose territory the areas are established.
NOTE: The system of flight levels is prescribed
in the Procedures for Air Navigation Services  3.2 AVOIDANCE OF COLLISIONS
Aircraft Operations, (Doc 8168) (not published
herein). NOTE: It is important that vigilance for the purpose
of detecting potential collisions be not relaxed on
3.1.4 Dropping or Spraying board an aircraft in flight, regardless of the type of
flight or the class of airspace in which the aircraft is
Nothing shall be dropped or sprayed from an aircraft operating, and while operating on the movement
in flight except under conditions prescribed by the area of an aerodrome.
appropriate authority and as indicated by relevant in­
formation, advice and/or clearance from the appro­ 3.2.1 Proximity
priate air traffic services unit.
An aircraft shall not be operated in such proximity to
3.1.5 Towing other aircraft as to create a collision hazard.
No aircraft or other object shall be towed by an air­
3.2.2 Right-of-Way
craft, except in accordance with requirements pre­
scribed by the appropriate authority and as indicated The aircraft that has the right-of-way shall maintain
by relevant information, advice and/or clearance its heading and speed, but nothing in these rules
from the appropriate air traffic services unit. shall relieve the pilot-in-command of an aircraft from
3.1.6 Parachute Descents the responsibility of taking such action, including col­
lision avoidance manoeuvre based on resolution ad­
Parachute descents, other than emergency de­ visories provided by ACAS equipment, as will best
scents, shall not be made except under conditions avert collision.
prescribed by the appropriate authority and as indi­
cated by relevant information, advice and/or clear­ NOTE 1: Operating procedures for use of ACAS are
ance from the appropriate air traffic services unit. contained in AIR TRAFFIC CONTROL Pages series
200 (PANS-OPS Doc 8168, Vol I, Part VIII, Chapter
3.1.7 Acrobatic Flight 3).
No aircraft shall be flown acrobatically except under NOTE 2: Carriage requirements for ACAS equip­
conditions prescribed by the appropriate authority ment are addressed in Annex 6, Part I, Chapter 6
and as indicated by relevant information, advice (not published herein).
and/or clearance from the appropriate air traffic ser­
vices unit. 3.2.2.1 An aircraft that is obliged by the fol­
3.1.8 Formation Flights lowing rules to keep out of the way of another shall
avoid passing over, under or in front of the other, un­
Aircraft shall not be flown in formation except by less it passes well clear and takes into account the
pre-arrangement among the pilots-in-command of effect of aircraft wake turbulence.
the aircraft taking part in the flight and, for formation
flight in controlled airspace, in accordance with the
conditions prescribed by the appropriate ATS au­
thority(ies). These conditions shall include the fol­
lowing:
a. the formation operates as a single aircraft with
regard to navigation and position reporting;

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24 FEB 06 AIR TRAFFIC CONTROL 303

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3.2.2.2 Approaching Head-On b. when two aircraft are on a converging course,
the one which has the other on its right shall give
When two aircraft are approaching head-on or ap­ way;
proximately so and there is danger of collision, each
c. an aircraft which is being overtaken by another
shall alter its heading to the right.
aircraft shall have the right-of-way and the over­
3.2.2.3 Converging taking aircraft shall keep well clear of the other
aircraft.
When two aircraft are converging at approximately
the same level, the aircraft that has the other on its NOTE: For the description of an overtaking air­
right shall give way, except as follows: craft see 3.2.2.4.
a. power-driven heavier-than-air aircraft shall give
way to airships, gliders and balloons; 3.2.2.7.2 An aircraft taxiing on the manoeu­
vring area shall stop and hold at all runway-holding
b. airships shall give way to gliders and balloons; positions unless otherwise authorized by the aero­
c. gliders shall give way to balloons; drome control tower.
d. power-driven aircraft shall give way to aircraft NOTE: For runway-holding position markings and
which are seen to be towing other aircraft or ob­ related signs, see Annex 14, Volume I, 5.2.10 and
jects. 5.4.2 or the INTRODUCTION Section starting on
3.2.2.4 Overtaking page 161.
An overtaking aircraft is an aircraft that approaches 3.2.2.7.3 An aircraft taxiing on the manoeu­
another from the rear on a line forming an angle of vring area shall stop and hold at all lighted stop bars
less than 70 degrees with the plane of symmetry of and may proceed further when the lights are
the latter; i.e., is in such a position with reference to switched off.
the other aircraft that at night it should be unable to
3.2.3 Lights to be Displayed by Aircraft
see either of the aircraft’s left (port) or right (star­
board) navigation lights. An aircraft that is being NOTE 1: The characteristics of lights intended to
overtaken has the right-of-way and the overtaking meet the requirements of 3.2.3 for aeroplanes are
aircraft, whether climbing, descending or in horizon­ specified in Annex 8. Specifications for navigation
tal flight, shall keep out of the way of the other air­ lights for aeroplanes are contained in the Appendi­
craft by altering its heading to the right, and no sub­ ces to Parts I and II of Annex 6. Detailed technical
sequent change in the relative positions of the two specifications for lights for aeroplanes are contained
aircraft shall absolve the overtaking aircraft from this in Volume II, Part A, Chapter 4 of the Airworthiness
obligation until it is entirely past and clear. Manual (Doc 9760) and for helicopters in Part A,
3.2.2.5 Landing Chapter 5 of that document. (Annex 6 and 8, and
Doc 9760 not published herein).
3.2.2.5.1 An aircraft in flight, or operating
on the ground or water, shall give way to aircraft NOTE 2: In the context of 3.2.3.2c. and 3.2.3.4a., an
landing or in the final stages of an approach to land. aircraft is understood to be operating when it is taxi­
ing or being towed or is stopped temporarily during
3.2.2.5.2 When two or more heavi­
the course of taxiing or being towed.
er-than-air aircraft are approaching an aerodrome
for the purpose of landing, aircraft at the higher level NOTE 3: For aircraft on the water see 3.2.6.2.
shall give way to aircraft at the lower level, but the
latter shall not take advantage of this rule to cut in 3.2.3.1 Except as provided by 3.2.3.5, from
front of another which is in the final stages of an ap­ sunset to sunrise or during any other period which
proach to land, or to overtake that aircraft. Neverthe­ may be prescribed by the appropriate authority all
less, power-driven heavier-than-air aircraft shall give aircraft in flight shall display:
way to gliders. a. anti-collision lights intended to attract attention to
3.2.2.5.3 Emergency Landing the aircraft; and
b. navigation lights intended to indicate the relative
An aircraft that is aware that another is compelled to
path of the aircraft to an observer and other
land shall give way to that aircraft.
lights shall not be displayed if they are likely to
3.2.2.6 Taking Off be mistaken for these lights.
An aircraft taxiing on the manoeuvre area of an NOTE: Lights fitted for other purposes, such as
aerodrome shall give way to aircraft taking off or landing lights and airframe floodlights, may be
about to take off. used in addition to the anti-collision lights speci­
3.2.2.7 Surface Movement of Aircraft fied in the Airworthiness Manual Volume II (Doc
9760) to enhance aircraft conspicuity.
3.2.2.7.1 In case of danger of collision be­
tween two aircraft taxiing on the movement area of
an aerodrome the following shall apply:
a. when two aircraft are approaching head on, or
approximately so, each shall stop or where prac­
ticable alter its course to the right so as to keep
well clear;

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304 AIR TRAFFIC CONTROL 24 FEB 06

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3.2.3.2 Except as provided by 3.2.3.5, from 3.2.5 Operation on and in the Vicinity of an
sunset to sunrise or during any other period pre­ Aerodrome
scribed by the appropriate authority:
An aircraft operated on or in the vicinity of an aero­
a. all aircraft moving on the movement area of an drome shall, whether or not within an aerodrome
aerodrome shall display navigation lights intend­ traffic zone:
ed to indicate the relative path of the aircraft to
an observer and other lights shall not be dis­ a. observe other aerodrome traffic for the purpose
played if they are likely to be mistaken for these of avoiding collision;
lights; b. conform with or avoid the pattern of traffic
b. unless stationary and otherwise adequately illu­ formed by other aircraft in operation;
minated, all aircraft on the movement area of an c. make all turns to the left, when approaching for a
aerodrome shall display lights intended to indi­ landing and after taking off, unless otherwise in­
cate the extremities of their structure; structed;
c. all aircraft operating on the movement area of an d. land and take off into the wind unless safety, the
aerodrome shall display lights intended to attract runway configuration, or air traffic considerations
attention to the aircraft; and determine that a different direction is preferable.
d. all aircraft on the movement area of an aero­ NOTE 1: See 3.6.5.1.
drome whose engines are running shall display
lights which indicate that fact. NOTE 2: Additional rules may apply in aero­
drome traffic zones.
NOTE: If suitably located on the aircraft, the nav­
igation lights referred to in 3.2.3.1b. may also 3.2.6 Water Operations
meet the requirements of 3.2.3.2b. Red anti-colli­
sion lights fitted to meet the requirements of NOTE: In addition to the provisions of 3.2.6.1, rules
3.2.3.1a. may also meet the requirements of set forth in the International Regulations for Prevent­
3.2.3.2c. and 3.2.3.2d. provided they do not sub­ ing Collisions at Sea, developed by the International
ject observers to harmful dazzle. Conference on Revision of the International Regula­
tions for Preventing Collisions at Sea (London,
3.2.3.3 Except as provided by 3.2.3.5, all air­ 1972) may be applicable in certain cases.
craft in flight and fitted with anti-collision lights to
meet the requirement of 3.2.3.1a. shall display such 3.2.6.1 When two aircraft or an aircraft and a
lights also outside of the period specified in 3.2.3.1. vessel are approaching one another and there is a
risk of collision, the aircraft shall proceed with care­
3.2.3.4 Except as provided by 3.2.3.5, all air­
ful regard to existing circumstances and conditions
craft:
including the limitations of the respective craft.
a. operating on the movement area of an aero­
drome and fitted with anti-collision lights to meet 3.2.6.1.1 Converging
the requirements of 3.2.3.2c.; or An aircraft which has another aircraft or a vessel on
b. on the movement area of an aerodrome and fit­ its right shall give way so as to keep well clear.
ted with lights to meet the requirement of
3.2.6.1.2 Approaching Head-On
3.2.3.2d);
shall display such lights also outside the period An aircraft approaching another aircraft or a vessel
specified in 3.2.3.2. head-on, or approximately so, shall alter its heading
to the right to keep well clear.
3.2.3.5 A pilot shall be permitted to switch off
or reduce the intensity of any flashing lights fitted to 3.2.6.1.3 Overtaking
meet the requirements of 3.2.3.1, 3.2.3.2, 3.2.3.3 The aircraft or vessel which is being overtaken has
and 3.2.3.4 if they do or are likely to: the right-of-way, and the one overtaking shall alter its
a. adversely affect the satisfactory performance of heading to keep well clear.
duties; or
3.2.6.1.4 Landing and Taking Off
b. subject an outside observer to harmful dazzle.
Aircraft landing on or taking off from the water shall,
3.2.4 Simulated Instrument Flights — An air­ in so far as practicable, keep well clear of all vessels
craft shall not be flown under simulated instrument and avoid impeding their navigation.
flight conditions unless:
a. fully functioning dual controls are installed in the
aircraft; and
b. a qualified pilot occupies a control seat to act as
safety pilot for the person who is flying under
simulated instrument conditions. The safety pilot
shall have adequate vision forward and to each
side of the aircraft, or a competent observer in
communication with the safety pilot shall occupy
a position in the aircraft from which the observ­
er’s field of vision adequately supplements that
of the safety pilot.

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24 FEB 06 AIR TRAFFIC CONTROL 305

ICAO RULES OF THE AIR — ANNEX 2


3.2.6.2 Lights to be Displayed by Aircraft 3.3.1.4 Unless otherwise prescribed by the
on the Water appropriate ATS authority, a flight plan for a flight to
be provided with air traffic control service or air traf­
Between sunset and sunrise or such other period fic advisory service shall be submitted at least sixty
between sunset and sunrise as may be prescribed minutes before departure, or, if submitted during
by the appropriate authority, all aircraft on the water flight, at a time which will ensure its receipt by the
shall display lights as required by the International appropriate air traffic services unit at least ten min­
Regulations for Preventing Collisions at Sea (revised utes before the aircraft is estimated to reach:
1972) unless it is impractical for them to do so, in a. the intended point of entry into a control area or
which case they shall display lights as closely similar advisory area; or
as possible in characteristics and position to those
required by the International Regulations. b. the point of crossing an airway or advisory route.
3.3.2 Contents of a Flight Plan
NOTE 1: Specifications for lights to be shown by
aeroplanes on the water are contained in the Appen­ A flight plan shall comprise information regarding
dices to Parts I and II of Annex 6 (not published such of the following items as are considered rele­
herein). vant by the appropriate ATS authority:
NOTE 2: The International Regulations for Prevent­ – Aircraft identification
ing Collisions at Sea specify that the rules concern­ – Flight rules and type of flight
ing lights shall be complied with from sunset to sun­ – Number and type(s) of aircraft and wake turbu­
rise. Any lesser period between sunset and sunrise lence category
established in accordance with 3.2.6.2 cannot,
therefore, be applied in areas where the Internation­ – Equipment
al Regulations for Preventing Collisions at Sea ap­ – Departure aerodrome (see Note 1)
ply; e.g., on the high seas. – Estimated off-block time (see Note 2)
3.3 FLIGHT PLANS – Cruising speed(s)
– Cruising level(s)
3.3.1 Submission of a Flight Plan
– Route to be followed
3.3.1.1 Information relative to an intended – Destination aerodrome and total estimated
flight or portion of a flight, to be provided to air traffic elapsed time
services units, shall be in the form of a flight plan.
– Alternate aerodrome(s)
3.3.1.2 A flight plan shall be submitted prior
– Fuel endurance
to operating:
– Total number of persons on board
a. any flight or portion thereof to be provided with
air traffic control service; – Emergency and survival equipment
b. any IFR flight within advisory airspace; – Other information
c. any flight within or into designated areas, or
NOTE 1: For flight plans submitted during flight, the
along designated routes, when so required by
information provided in respect of this item will be an
the appropriate ATS authority to facilitate the
indication of the location from which supplementary
provision of flight information, alerting and
information concerning the flight may be obtained, if
search and rescue services;
required.
d. any flight within or into designated areas, or
along designated routes, when so required by NOTE 2: For flight plans submitted during flight, the
the appropriate ATS authority to facilitate coordi­ information to be provided in respect of this item will
nation with appropriate military units or with air be the time over the first point of the route to which
traffic services units in adjacent States in order the flight plan relates.
to avoid the possible need for interception for the
purpose of identification; NOTE 3: The term “aerodrome” where used in the
flight plan is intended to cover also sites other than
e. any flight across international borders. aerodromes which may be used by certain types of
NOTE: The term “flight plan” is used to mean aircraft; e.g., helicopters or balloons.
variously, full information on all items comprised 3.3.3 Completion of a Flight Plan
in the flight plan description, covering the whole
route of a flight, or limited information required 3.3.3.1 Whatever the purpose for which it is
when the purpose is to obtain a clearance for a submitted, a flight plan shall contain information, as
minor portion of a flight such as to cross an air­ applicable, on relevant items up to and including “Al­
way, to take off from, or to land at a controlled ternate aerodrome(s)” regarding the whole route or
aerodrome. the portion thereof for which the flight plan is submit­
ted.
3.3.1.3 A flight plan shall be submitted before
departure to an air traffic services reporting office or, 3.3.3.2 It shall, in addition, contain informa­
during flight, transmitted to the appropriate air traffic tion, as applicable, on all other items when so pre­
services unit or air-ground control radio station, un­ scribed by the appropriate ATS authority or when
less arrangements have been made for submission otherwise deemed necessary by the person submit­
of repetitive flight plans. ting the flight plan.

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306 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


3.3.4 Changes to a Flight Plan and incur great expense in carrying out unneces­
sary search and rescue operations.
Subject to the provisions of 3.6.2.2, all changes to a
flight plan submitted for an IFR flight, or a VFR flight 3.4 SIGNALS
operated as a controlled flight, shall be reported as
soon as practicable to the appropriate air traffic ser­ 3.4.1 Upon observing or receiving any of the
vices unit. For other VFR flights, significant changes signals given in Appendix 1, aircraft shall take such
to a flight plan shall be reported as soon as practica­ action as may be required by the interpretation of
ble to the appropriate air traffic services unit. the signal given in that Appendix.
3.4.2 The signals of Appendix 1 shall, when
NOTE 1: Information submitted prior to departure re­
used, have the meaning indicated therein. They
garding fuel endurance or total number of persons
shall be used only for the purpose indicated and no
carried on board, if incorrect at time of departure,
other signals likely to be confused with them shall be
constitutes a significant change to the flight plan and
used.
as such must be reported.
3.5 TIME
NOTE 2: Procedures for submission of changes to
repetitive flight plans are contained in the 3.5.1 Coordinated Universal Time (UTC) shall
PANS-ATM (Doc 4444). (Air Traffic Control pages, be used and shall be expressed in hours and min­
series 400) utes and, when required, seconds of the 24-hour
day beginning at midnight.
3.3.5 Closing a Flight Plan
3.5.2 A time check shall be obtained prior to
3.3.5.1 Unless otherwise prescribed by the operating a controlled flight and at such other times
appropriate ATS authority, a report of arrival shall be during the flight as may be necessary.
made in person, by radiotelephony or via data link at
the earliest possible moment after landing, to the ap­ NOTE: Such time check is normally obtained from
propriate air traffic services unit at the arrival aero­ an air traffic services unit unless other arrangements
drome, by any flight for which a flight plan has been have been made by the operator or by the appropri­
submitted covering the entire flight or the remaining ate ATS authority.
portion of a flight to the destination aerodrome.
3.5.3 Whenever time is utilized in the applica­
3.3.5.2 When a flight plan has been submit­ tion of data link communications, it shall be accurate
ted only in respect of a portion of a flight, other than to within 1 second of UTC.
the remaining portion of a flight to destination, it
shall, when required, be closed by an appropriate re­ 3.6 AIR TRAFFIC CONTROL SERVICE
port to the relevant air traffic services unit. 3.6.1 Air Traffic Control Clearances
3.3.5.3 When no air traffic services unit exists
3.6.1.1 An air traffic control clearance shall
at the arrival aerodrome, the arrival report, when re­
be obtained prior to operating a controlled flight, or a
quired, shall be made as soon as practicable after
portion of a flight as a controlled flight. Such clear­
landing and by the quickest means available to the
ance shall be requested through the submission of a
nearest air traffic services unit.
flight plan to an air traffic control unit.
3.3.5.4 When communication facilities at the
arrival aerodrome are known to be inadequate and NOTE 1: A flight plan may cover only part of a flight,
alternate arrangements for the handling of arrival re­ as necessary, to describe that portion of the flight or
ports on the ground are not available, the following those manoeuvres which are subject to air traffic
action shall be taken. Immediately prior to landing control. A clearance may cover only part of a current
the aircraft shall, if practicable, transmit to the appro­ flight plan, as indicated in a clearance limit or by ref­
priate air traffic services unit, a message compara­ erence to specific manoeuvres such as taxiing, land­
ble to an arrival report, where such a report is re­ ing or taking off.
quired. Normally, this transmission shall be made to
NOTE 2: If an air traffic control clearance is not satis­
the aeronautical station serving the air traffic servic­
factory to a pilot-in-command of an aircraft, the pi­
es unit in charge of the flight information region in
lot-in-command may request and, if practicable, will
which the aircraft is operated.
be issued an amended clearance.
3.3.5.5 Arrival reports made by aircraft shall
contain the following elements of information: 3.6.1.2 Whenever an aircraft has requested a
clearance involving priority, a report explaining the
a. aircraft identification; necessity for such priority shall be submitted, if re­
b. departure aerodrome; quested by the appropriate air traffic control unit.
c. destination aerodrome (only in the case of a di­
versionary landing);
d. arrival aerodrome;
e. time of arrival.
NOTE: Whenever an arrival report is required,
failure to comply with these provisions may
cause serious disruption in the air traffic services

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24 FEB 06 AIR TRAFFIC CONTROL 307

ICAO RULES OF THE AIR — ANNEX 2


3.6.1.3 Potential Reclearance in Flight nus 5 percent of the true airspeed, from that giv­
en in the flight plan, the appropriate air traffic
If prior to departure it is anticipated that depending services unit shall be so informed.
on fuel endurance and subject to reclearance in
c. Change in Time Estimate: If the time estimate for
flight, a decision may be taken to proceed to a re­
the next applicable reporting point, flight informa­
vised destination aerodrome, the appropriate air traf­
tion region boundary or destination aerodrome,
fic control units shall be so notified by the insertion in
whichever comes first, is found to be in error in
the flight plan of information concerning the revised
excess of three minutes from that notified to air
route (where known) and the revised destination.
traffic services, or such other period of time as is
NOTE: The intent of this provision is to facilitate a re- prescribed by the appropriate ATS authority or
clearance to a revised destination, normally beyond on the basis of air navigation regional agree­
the filed destination aerodrome. ments, a revised estimated time shall be notified
as soon as possible to the appropriate air traffic
3.6.1.4 An aircraft operated on a controlled services unit.
aerodrome shall not taxi on the manoeuvring area
3.6.2.2.1 Additionally, when an ADS agree­
without clearance from the aerodrome control tower
ment is in place, the air traffic services unit (ATSU)
and shall comply with any instructions given by that
shall be informed automatically via data link whenev­
unit.
er changes occur beyond the threshold values stipu­
3.6.2 Adherence to Flight Plan lated by the ADS event contract.
3.6.2.1 Except as provided for in 3.6.2.2 and 3.6.2.3 Intended Changes
3.6.2.4, an aircraft shall adhere to the current flight
Requests for flight plan changes shall include infor­
plan or the applicable portion of a current flight plan
mation as indicated hereunder:
submitted for a controlled flight unless a request for
a change has been made and clearance obtained a. Change of Cruising Level: Aircraft identification;
from the appropriate air traffic control unit, or unless requested new cruising level and cruising speed
an emergency situation arises which necessitates at this level, revised time estimates (when appli­
immediate action by the aircraft, in which event as cable) at subsequent flight information region
soon as circumstances permit, after such emergen­ boundaries.
cy authority is exercised, the appropriate air traffic b. Change of Route:
services unit shall be notified of the action taken and
1. Destination Unchanged: Aircraft identifica­
that this action has been taken under emergency au­
tion; flight rules; description of new route of
thority.
flight including related flight plan data begin­
3.6.2.1.1 Unless otherwise authorized by ning with the position from which requested
the appropriate ATS authority or directed by the ap­ change of route is to commence; revised
propriate air traffic control unit, controlled flights time estimates; any other pertinent informa­
shall, in so far as practicable: tion.
a. when on an established ATS route, operate 2. Destination changed: aircraft identification;
along the defined centre line of that route; or flight rules; description of revised route of
b. when on any other route operate directly be­ flight to revised destination aerodrome in­
tween the navigation facilities and/or points de­ cluding related flight plan data, beginning
fining that route. with the position from which requested
change of route is to commence; revised
3.6.2.1.2 Subject to the overriding require­ time estimates; alternate aerodrome(s); any
ment in 3.6.2.1.1, an aircraft operating along an ATS other pertinent information.
route segment defined by reference to very high fre­
quency omnidirectional radio ranges shall change 3.6.2.4 Weather Deterioration Below the
over for its primary navigation guidance from the fa­ VMC
cility behind the aircraft to that ahead of it at, or as When it becomes evident that flight in VMC in accor­
close as operationally feasible to, the change-over dance with its current flight plan will not be practica­
point, where established. ble, a VFR flight operated as a controlled flight shall:
3.6.2.1.3 Deviation from the requirements a. request an amended clearance enabling the air­
in 3.6.2.1.1 shall be notified to the appropriate air craft to continue in VMC to destination or to an
traffic services unit. alternative aerodrome, or to leave the airspace
3.6.2.2 Inadvertent Changes within which an ATC clearance is required; or
b. if no clearance in accordance with a. can be ob­
In the event that a controlled flight inadvertently devi­ tained, continue to operate in VMC and notify the
ates from its current flight plan, the following action appropriate ATC unit of the action being taken ei­
shall be taken: ther to leave the airspace concerned or to land at
a. Deviation from Track: If the aircraft is off track, the nearest suitable aerodrome; or
action shall be taken forthwith to adjust the c. if operated within a control zone, request authori­
heading of the aircraft to regain track as soon as zation to operate as a special VFR flight; or
practicable.
d. request clearance to operate in accordance with
b. Variation in True Airspeed: If the average true the instrument flight rules.
airspeed at cruising level between reporting
points varies or is expected to vary by plus or mi­

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308 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


3.6.3 Position Reports NOTE 2: The requirement for an aircraft to maintain
an air-ground voice communication watch remains in
3.6.3.1 Unless exempted by the appropriate effect after CPDLC has been established.
ATS authority or by the appropriate air traffic servic­
es unit under conditions specified by that authority, a 3.6.5.2 Communications Failure
controlled flight shall report to the appropriate air
traffic services unit, as soon as possible, the time See EMERGENCY Section for related Communica­
and level of passing each designated compulsory tion Failure Information.
reporting point, together with any other required in­ 3.7 UNLAWFUL INTERFERENCE
formation. Position reports shall similarly be made in
relation to additional points when requested by the See EMERGENCY Section for related Unlawful In­
appropriate air traffic services unit. In the absence of terference Information.
designated reporting points, position reports shall be
made at intervals prescribed by the appropriate ATS NOTE: Responsibility of ATS units in situations of
authority or specified by the appropriate air traffic unlawful interference is contained in Annex 11 (not
services unit. published herein).

3.6.3.1.1 Controlled flights providing posi­ 3.8 INTERCEPTION


tion information to the appropriate air traffic services
unit via data link communications shall only provide NOTE: The word “interception” in this context does
voice position reports when requested. not include intercept and escort service provided, on
request, to an aircraft in distress, in accordance with
NOTE: The conditions and circumstances in which the International Aeronautical and Maritime Search
SSR Mode C transmission of pressure-altitude satis­ and Rescue (IAMSAR) Manual (DOC 9731) (not
fies the requirement for level information in position published herein).
reports are indicated in the PANS-RAC, Part II (Doc
4444). (Air Traffic Control pages, Series 400) 3.8.1 Interception of civil aircraft shall be gov­
erned by appropriate regulations and administrative
3.6.4 Termination of Control directives issued by contracting States in compli­
ance with the Convention on International Civil Avia­
A controlled flight shall, except when landing at a
tion, and in particular Article 3(d) under which con­
controlled aerodrome, advise the appropriate ATC
tracting States undertake, when issuing regulations
unit as soon as it ceases to be subject to air traffic
for their State aircraft, to have due regard for the
control service.
safety of navigation of civil aircraft.
3.6.5 Communications See EMERGENCY Section for related Interception
3.6.5.1 An aircraft operated as a controlled Information.
flight shall maintain continuous air-ground voice 3.9 VMC VISIBILITY AND DISTANCE
communication watch on the appropriate communi­
FROM CLOUDS MINIMA
cation channel of, and establish two-way communi­
cation as necessary with, the appropriate air traffic VMC visibility and distance from clouds minima are
control unit, except as may be prescribed by the ap­ contained in Table 3-1.
propriate ATS authority in respect of aircraft forming
part of aerodrome traffic at a controlled aerodrome. TABLE 3-1* (see 4.1)
NOTE 1: SELCAL or similar automatic signaling de­
vices satisfy the requirement to maintain an
air-ground voice communication watch.

Altitude band Airspace class Flight visibility Distance from cloud

At and above 3050m “A”*** “B” “C” “D” “E” “F” “G” 8km 1500m horizontally
(10,000 ft) AMSL 300m (1000 ft) vertically

Below 3050m (10,000 ft) “A”*** “B” “C” “D” “E” “F” “G” 5km 1500m horizontally
AMSL and above 900m 300m (1000 ft) vertically
(3000 ft) AMSL, or above
300m (1000 ft) above
terrain, whichever is the
higher

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5 MAY 06 AIR TRAFFIC CONTROL 309

ICAO RULES OF THE AIR — ANNEX 2


Altitude band Airspace class Flight visibility Distance from cloud

5km 1500m horizontally


At and below 900m (3000 “A”*** “B” “C” “D” “E”
ft) AMSL, or 300m (1000 300m (1000 ft) vertically
ft) above terrain,
“F” “G” 5km** Clear of cloud and with the
whichever is the higher
surface in sight

* When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL100 should be used in
lieu of 10,000 ft.
** When so prescribed by the appropriate ATS authority:
a) flight visibilities reduced to not less than 1500m may be permitted for flights operating:
1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic or any
obstacles in time to avoid collision; or
2) in circumstances in which the probability of encounters with other traffic would normally be low, e.g. in
areas of low volume traffic and for aerial work at low levels.
b) HELICOPTERS may be permitted to operate in less than 1500m flight visibility, if manoeuvred at a speed
that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.
***The VMC minima in Class “A” airspace are included for guidance to pilots and do not imply acceptance of
VFR flights in Class “A” airspace.

CHAPTER 4 — VISUAL FLIGHT NOTE: See also 3.1.2.


RULES 4.7 Except where otherwise indicated in air traf
fic control clearances or specified by the appropriate
4.1 Except when operating as a special VFR ATS authority, VFR flights in level cruising flight
flight, VFR flights shall be conducted so that the air when operated above 900m (3000 ft) from the
craft is flown in conditions of visibility and distance ground or water, or a higher datum as specified by
from clouds equal to or greater than those specified the appropriate ATS authority, shall be conducted at
in Table 3-1. a flight level appropriate to the track as specified in
4.2 Except when a clearance is obtained from an the Tables of cruising levels in Appendix 3.
air traffic control unit, VFR flights shall not take off or 4.8 VFR flights shall comply with the provisions
land at an aerodrome within a control zone, or enter of 3.6:
the aerodrome traffic zone or traffic pattern:
a. when operated within Classes “B”, “C” and “D”
a. when the ceiling is less than 450m (1500 ft); or airspace;
b. when the ground visibility is less than 5km. b. when forming part of aerodrome traffic at con
4.3 VFR flights between sunset and sunrise, or trolled aerodromes; or
such other period between sunset and sunrise as c. when operated as special VFR flights.
may be prescribed by the appropriate ATS authority,
shall be operated in accordance with the conditions 4.9 A VFR flight operating within or into areas, or
prescribed by such authority. along routes, designated by the appropriate ATS au
thority in accordance with 3.3.1.2c. or d., shall main
4.4 Unless authorized by the appropriate ATS tain continuous air-ground voice communication
authority, VFR flights shall not be operated: watch on the appropriate communication channel of,
a. above FL200; and report its position as necessary to, the air traffic
services unit providing flight information service.
b. at transonic and supersonic speeds.
NOTE: See Note following 3.6.5.1.
4.5 Authorization for VFR flights to operate
above FL290 shall not be granted in areas where a 4.10 An aircraft operated in accordance with the
vertical separation minimum of 300m (1000 ft) is ap visual flight rules which wishes to change to compli
plied above FL290. ance with the instrument flight rules shall:
4.6 Except when necessary for take-off or land a. if a flight plan was submitted, communicate the
ing, or except by permission from the appropriate necessary changes to be effected to its current
authority, a VFR flight shall not be flown: flight plan, or
a. over the congested areas of cities, towns or set b. when so required by 3.3.1.2, submit a flight plan
tlements or over an open-air assembly of per to the appropriate air traffic services unit and ob
sons at a height less than 300m (1000 ft) above tain a clearance prior to proceeding IFR when in
the highest obstacle within a radius of 600m controlled airspace.
from the aircraft;
b. elsewhere than as specified in 4.6a., at a height
less than 150m (500 ft) above the ground or wa
ter.

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310 AIR TRAFFIC CONTROL 5 MAY 06

ICAO RULES OF THE AIR — ANNEX 2


CHAPTER 5 — INSTRUMENT FLIGHT b. a modified table of cruising levels, when so pre
scribed in accordance with Appendix 3 for flight
RULES above FL410;
5.1 RULES APPLICABLE TO ALL IFR except that the correlation of levels to track pre
scribed therein shall not apply whenever otherwise
FLIGHTS
indicated in air traffic control clearances or specified
5.1.1 Aircraft Equipment by the appropriate ATS authority in Aeronautical In
formation Publications.
Aircraft shall be equipped with suitable instruments
and with navigation equipment appropriate to the 5.3 RULES APPLICABLE TO IFR
route to be flown. FLIGHTS OUTSIDE CONTROLLED
5.1.2 Minimum Levels AIRSPACE
Except when necessary for take-off or landing, or 5.3.1 Cruising Levels
except when specifically authorized by the appropri
An IFR flight operating in level cruising flight outside
ate authority, an IFR flight shall be flown at a level of controlled airspace shall be flown at a cruising lev
which is not below the minimum flight altitude estab
el appropriate to its track as specified in:
lished by the State whose territory is overflown, or,
where no such minimum flight altitude has been es a. the Tables of cruising levels in Appendix 3, ex
tablished: cept when otherwise specified by the appropri
ate ATS authority for flight at or below 900m
a. over high terrain or in mountainous areas, at a
(3000 ft) above mean sea level; or
level which is at least 600m (2000 ft) above the
highest obstacle located within 8km of the esti b. a modified table of cruising levels, when so pre
mated position of the aircraft; scribed in accordance with Appendix 3 for flight
above FL410.
b. elsewhere than as specified in a., at a level
which is at least 300m (1000 ft) above the high NOTE: This provision does not preclude the use
est obstacle located within 8km of the estimated of cruise climb techniques by aircraft in super
position of the aircraft. sonic flight.
NOTE 1: The estimated position of the aircraft will 5.3.2 Communications
take account of the navigational accuracy which can
be achieved on the relevant route segment, having An IFR flight operating outside controlled airspace
regard to the navigational facilities available on the but within or into areas, or along routes, designated
ground and in the aircraft. by the appropriate ATS authority in accordance with
3.3.1.2c. or d., shall maintain an air-ground voice
NOTE 2: See also 3.1.2. communication watch on the appropriate communi
cation channel and establish two-way communica
5.1.3 Change from IFR Flight to VFR Flight tion, as necessary, with the air traffic services unit
5.1.3.1 An aircraft electing to change the providing flight information service.
conduct of its flight from compliance with the instru
NOTE: See Note following 3.6.5.1.
ment flight rules to compliance with the visual flight
rules shall, if a flight plan was submitted, notify the 5.3.3 Position Reports
appropriate air traffic services unit specifically that
the IFR flight is canceled and communicate thereto An IFR flight operating outside controlled airspace
the changes to be made to its current flight plan. and required by the appropriate ATS authority to:
5.1.3.2 When an aircraft operating under the – submit a flight plan;
instrument flight rules is flown in or encounters visu – maintain an air-ground voice communication
al meteorological conditions it shall not cancel its watch on the appropriate communication chan
IFR flight unless it is anticipated, and intended, that nel and establish two-way communication, as
the flight will be continued for a reasonable period of necessary, with the air traffic services unit pro
time in uninterrupted visual meteorological condi viding flight information service;
tions. shall report position as specified in 3.6.3 for con
5.2 RULES APPLICABLE TO IFR trolled flights.
FLIGHTS WITHIN CONTROLLED NOTE: Aircraft electing to use the air traffic advisory
AIRSPACE service whilst operating IFR within specified adviso
ry airspace are expected to comply with the provi
5.2.1 IFR flights shall comply with the provi sions of 3.6, except that the flight plan and changes
sions of 3.6 when operated in controlled airspace. thereto are not subjected to clearances and that
5.2.2 An IFR flight operating in cruising flight in two-way communication will be maintained with the
controlled airspace shall be flown at a cruising level, unit providing the air traffic advisory service.
or, if authorized to employ cruise climb techniques,
between two levels or above a level, selected from: APPENDIX 1 — SIGNALS
a. the Tables of cruising levels in Appendix 3; or
NOTE: See Chapter 3, para 3.4 of the Annex.

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3 NOV 06 AIR TRAFFIC CONTROL 311

ICAO RULES OF THE AIR -- ANNEX 2


1 DISTRESS AND URGENCY A RESTRICTED, PROHIBITED OR
SIGNALS DANGER AREA
See EMERGENCY Section for complete informa­ By day and by night, a series of projectiles dis­
tion. charged from the ground at intervals of 10 seconds,
each showing, on bursting, red and green lights or
NOTE: None of the provisions contained in the stars will indicate to an unauthorized aircraft that it is
Emergency Section shall prevent the use, by an air­ flying in or about to enter a restricted, prohibited or
craft in distress, of any means at its disposal to at­ danger area, and that the aircraft is to take such re­
tract attention, make known its position and obtain medial action as may be necessary.
help.
4 SIGNALS FOR AERODROME
2 SIGNALS FOR USE IN THE EVENT TRAFFIC
OF INTERCEPTION
4.1 LIGHT AND PYROTECHNIC
See EMERGENCY Section for complete informa­ SIGNALS
tion.
4.1.1 Instructions
3 VISUAL SIGNALS USED TO WARN
Light signals are directed from Aerodrome Control to
AN UNAUTHORIZED AIRCRAFT aircraft concerned. (See Figure 4-1.)
FLYING IN, OR ABOUT TO ENTER

LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Steady green Cleared to land Cleared for take-off

Steady red Give way to other aircraft and continue circling Stop

Series of green flashes Return for landing* Cleared to taxi

Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use

Return to starting point on the


Series of white flashes Land at this aerodrome and proceed to apron*
aerodrome

Notwithstanding any previous instructions do not


Red pyrotechnic
land for the time being

*Clearances to land and to taxi will be given in due course.

4.1.2 Acknowledgment by an Aircraft —


a. When in flight:
1. during the hours of daylight:
– by rocking the aircraft’s wings;

NOTE: This signal should not be expected on


the base and final legs of the approach.
2. during the hours of darkness:
– by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by
switching on and off twice its navigation
lights.
b. When on the ground:
1. during the hours of daylight:
– by moving the aircraft’s ailerons or rud­
der;
2. during the hours of darkness:
– by flashing on and off twice the aircraft’s
landing lights or, if not so equipped, by
switching on and off twice its navigation
lights.

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312 AIR TRAFFIC CONTROL 3 NOV 06

ICAO RULES OF THE AIR -- ANNEX 2


Figure 4-1 (see 4.1.1)

4.2 VISUAL GROUND SIGNALS for any other reason, special precautions must be
observed in approaching to land or in landing.
NOTE: For details of visual ground aids, see Annex
14 (not published herein).

4.2.1 Prohibition of Landing


A horizontal red square panel with yellow diagonals
when displayed in a signal area indicates that land­
ings are prohibited and that the prohibition is liable
to be prolonged.

4.2.3 Use of Runways and Taxiways


4.2.3.1 A horizontal white dumb-bell when
displayed in a signal area indicates that aircraft are
required to land, take-off and taxi on runways and
taxiways only.

4.2.2 Need for Special Precautions While


Approaching or Landing
A horizontal red square panel with one yellow diago­
nal when displayed in a signal area indicates that
owing to the bad state of the manoeuvring area, or

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24 FEB 06 AIR TRAFFIC CONTROL 313

ICAO RULES OF THE AIR — ANNEX 2


4.2.3.2 The same horizontal white dumb-bell 4.2.6 Right-Hand Traffic
as in 4.2.3.1 but with a black bar placed perpendicu­
When displayed in a signal area, or horizontally at
lar to the shaft across each circular portion of the
the end of the runway or strip in use, a right-hand ar­
dumb-bell when displayed in a signal area indicates
row of conspicuous color indicates that turns are to
that aircraft are required to land and take-off on run­
be made to the right before landing and after
ways only, but other manoeuvres need not be con­
take-off.
fined to runways and taxiways.

4.2.4 Closed Runways or Taxiways


Crosses of a single contrasting color, yellow or
white, displayed horizontally on runways and taxi- 4.2.7 Air Traffic Services Reporting Office
ways or parts thereof indicate an area unfit for move­
ment of aircraft. The letter C displayed vertically in black against a
yellow background indicates the location of the air
traffic services reporting office.

4.2.8 Glider Flights in Operation


A double white cross displayed horizontally in the
signal area indicates that the aerodrome is being
used by gliders and that glider flights are being per­
4.2.5 Directions for Landing or Take-off formed.
4.2.5.1 A horizontal white or orange landing
T indicates the direction to be used by aircraft for
landing and take-off, which shall be in a direction
parallel to the shaft of the T towards the cross arm.

5 MARSHALLING SIGNALS
5.1 FROM A SIGNALMAN TO AN
AIRCRAFT
NOTE: When used at night, the landing T is either il­
luminated or outlined in white colored lights. NOTE 1: These signals are designed for use by the
4.2.5.2 A set of two digits displayed vertically signalman, with hands illuminated as necessary to
at or near the aerodrome control tower indicates to facilitate observation by the pilot, and facing the air­
aircraft on the manoeuvring area the direction for craft in a position:
take-off, expressed in units of 10 degrees to the a) for fixed wing aircraft: on left side of aircraft
nearest 10 degrees of the magnetic compass. where best seen by the pilot; and
b) for helicopters: where the signalman can best be
seen by the pilot.

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314 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


NOTE 2: The meaning of the relevant signals re­ 5.1.1.2 Identify Gate
mains the same if bats, illuminated wands or torch­ Raise fully extended arms straight above head with
lights are held. wands pointing up.
NOTE 3: The aircraft engines are numbered for the
signalman facing the aircraft, from right to left (i.e.,
No.1 engine being the port outer engine).

NOTE 4: Signals marked with an asterisk are de­


signed for use by hovering helicopters.

NOTE 5: References to wands may also be read to


refer to daylight-fluorescent table-tennis bats or
gloves (daytime only).

NOTE 6: References to the signalman my also be


read to refer to marshaller.

5.1.1 Prior to using the following signals, the


5.1.1.3 Proceed To Next Signalman or as
signalman shall ascertain that the area within which
an aircraft is to be guided is clear of objects which Directed by Tower/Ground Control
the aircraft, in complying with 3.4.1, might otherwise Point both arms upward; move and extend arms out­
strike. ward to sides of body and point with wands to direc­
tion of next signalman or taxi area.
NOTE: The design of many aircraft is such that the
path of the wing tips, engines and other extremities
cannot always be monitored visually from the flight
deck while the aircraft is being manoeuvred on the
ground.

5.1.1.1 Wingwalker/guide
Raise right hand above head level with wand point­
ing up; move left-had wand pointing down toward
body.

NOTE: This signal provides an indication by a per­


son positioned at the aircraft wing tip, to the pi­
lot/marshaller/push-back operator, that the aircraft
movement on/off a parking position would be unob­ 5.1.1.4 Straight Ahead
structed.
Bend extended arms at elbows and move wands up
and down from chest height to head.

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24 FEB 06 AIR TRAFFIC CONTROL 315

ICAO RULES OF THE AIR — ANNEX 2


5.1.1.5 Turn
a) Turn left (from pilot’s point of view): With right
arm and wand extended at a 90-degree angle to
body, make “come ahead” signal with left hand.
The rate of signal motion indicates to pilot the
rate of aircraft turn.

5.1.1.7 Brakes
a) Set brakes: Raise hand just above shoulder
height with open palm. Ensuring eye contact with
flight crew, close hand into a fist. Do not move
until receipt of “thumbs up” acknowledgement
from flight crew.

b) Turn right (from pilot’s point of view): With left


arm and wand extended at a 90-degree angle to
body, make “come ahead” signal with right hand.
The rate of signal motion indicates to pilot the
rate of aircraft turn.

b) Release brakes: Raise hand just above shoulder


height with hand closed in a fist. Ensuring eye
contact with flight crew, open palm. Do not move
until receipt of “thumbs up” acknowledgement
from flight crew.

5.1.1.6 Stop
a) Normal stop: Fully extend arms and wands at a
90-degree angle to sides and slowly move to
above head until wands cross.

b) Emergency stop: Abruptly extend arms and


wands to top of head, crossing wands.

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316 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


5.1.1.8 Chocks and draw wand to top of right shoulder in a slicing
motion across throat.
a) Chocks inserted: With arms and wands fully ex­
tended above head, move wands inward in a
“jabbing” motion until wands touch. Ensure ac­
knowledgement is received from flight crew.

5.1.1.11 Slow Down


Move extended arms downwards in a “patting” ges­
ture, moving wands up and down from waist to
b) Chocks removed: With arms and wands fully ex­ knees.
tended above head, move wands outward in a
“jabbing” motion. Do not remove chocks until au­
thorized by flight crew.

5.1.1.12 Slow Down Engine(s) on Indicated


Side
5.1.1.9 Start Engine(s) With arms down and wands toward ground, wave ei­
Raise right arm to head level with wand pointing up ther right or left wand up and down indicating en­
and start a circular motion with hand; at the same gine(s) on left or right side respectively should be
time, with left arm raised above head level, point to slowed down.
engine to be started.

5.1.1.10 Cut Engines


Extend arm with wand forward of body at shoulder
level; move hand and wand to top of left shoulder

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24 FEB 06 AIR TRAFFIC CONTROL 317

ICAO RULES OF THE AIR — ANNEX 2


5.1.1.13 Move Back
With arms in front of body at waist height, rotate
arms in a forward motion. To stop rearward move­
ment, use signal 5.1.1.6 a) or b).

5.1.1.16 Hover
Fully extend arms and wands at a 90-degree angle
to sides.

5.1.1.14 Turns While Backing


a) For tail to starboard: Point left arm with wand
down and bring right arm from overhead vertical
position to horizontal forward position, repeating
right-arm movement.

5.1.1.17 Move Upwards


Fully extend arms and wands at a 90-degree angle
to sides and, with palms turned up, move hands up­
wards. Speed of movement indicates rate of ascent.

b) For tail to port: Point right arm with wand down


and bring left arm from overhead vertical position
to horizontal forward position, repeating left-arm
movement.

5.1.1.18 Move Downwards


Fully extend arms and wands at a 90-degree angle
to sides and, with palms turned down, move hands
downwards. Speed of movement indicates rate of
descent.

5.1.1.15 Affirmative/All Clear


Raise right arm to head level with wand pointing up
or display hand with “thumbs up”; left arm remains at
side by knee.

NOTE: This signal is also used as a technical/servic­


ing communication signal.

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318 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


5.1.1.19 Move Horizontally 5.1.1.21 Fire

a) Left (from pilot’s point of view): Extend arm hori­ Move right-hand wand in a “fanning” motion from
zontally at a 90-degree angle to right side of shoulder to knee, while at the same time pointing
body. Move other arm in same direction in a with left-hand wand to area of fire.
sweeping motion.

5.1.1.22 Hold Position/Stand By


b) Right (from pilot’s point of view): Extend arm hor­ Fully extend arms and wands downwards at a
izontally at a 90-degree angle to left side of body. 45-degree angle to sides. Hold position until aircraft
Move other arm in same direction in a sweeping is clear for next manoeuvre.
motion.

5.1.1.23 Dispatch Aircraft


5.1.1.20 Land
Perform a standard salute with right hand and/or
Cross arms with wands downwards and in front of wand to dispatch the aircraft. Maintain eye contact
body. with flight crew until aircraft has begun to taxi.

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24 FEB 06 AIR TRAFFIC CONTROL 319

ICAO RULES OF THE AIR — ANNEX 2


5.1.1.24 Do Not Touch Controls 5.1.1.27 Negative (Technical/Servicing
(Technical/Servicing Communication Signal)
Communication Signal) Hold right arm straight out at 90 degrees from shoul­
Extend right arm fully above head and close fist or der and point wand down to ground or display hand
hold wand in horizontal position; left arm remains at with “thumbs down”; left hand remains at side by
side by knee. knee.

5.1.1.25 Connect Ground Power 5.1.1.28 Establish Communication Via


(Technical/Servicing Interphone (Technical/Servicing
Communication Signal) Communication Signal)

Hold arms fully extended above head; open left Extend both arms at 90 degrees from body and
hand horizontally and move finger tips of right hand move hands to cup both ears.
into and touch open palm of left hand (forming a “T”).
At night, illuminated wands can also be used to form
the “T” above head.

5.1.1.29 Open/Close Stairs


(Technical/Servicing
Communication Signal)
5.1.1.26 Disconnect power
With right arm at side and left arm raised above
(Technical/Servicing
head at a 45-degree angle, move right arm in a
Communication Signal) sweeping motion towards top of left shoulder.
Hold arms fully extended above head with finger tips
NOTE: This signal is intended mainly for aircraft with
of right hand touching open horizontal palm of left
the set of integral stairs at the front.
hand (forming a “T”); then move right hand away
from the left. Do not disconnect power until autho­
rized by flight crew. At night, illuminated wands can
also be used to form the “T” above head.

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320 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


5.2 FROM THE PILOT OF AN AIRCRAFT NOTE: In the unanimous adoption by the 25th
TO A SIGNALMAN Session (Extraordinary) of the ICAO Assembly
on 10 May 1984 of Article 3 bis to the Conven­
NOTE: tion on International Civil Aviation, the Contract­
1. These signals are designed for use by a pilot in ing States have recognized that “every State
the cockpit with hands plainly visible to the sig­ must refrain from resorting to the use of weap­
nalman, and illuminated as necessary to facili­ ons against civil aircraft in flight”.
tate observation by the signalman.
1.2 Contracting States shall publish a standard
2. The aircraft engines are numbered in relation to method that has been established for the manoeu­
the signalman facing the aircraft, from right to left vring of aircraft intercepting a civil aircraft. Such
(i.e., No. 1 engine being the port outer engine). method shall be designed to avoid any hazard for
the intercepted aircraft.
5.2.1 Brakes
1.3 Contracting States shall ensure that provi­
NOTE: The moment the fist is clenched or the fin­ sion is made for the use of secondary surveillance
gers are extended indicates, respectively, the mo­ radar, where available, to identify civil aircraft in ar­
ment of brake engagement or release. eas where they may be subject to interception.
a. Brakes engaged: Raise arm and hand, with fin­ 2 ACTION BY INTERCEPTED
gers extended, horizontally in front of face, then
clench fist.
AIRCRAFT
b. Brakes released: Raise arm, with fist clenched, See EMERGENCY Section for related information.
horizontally in front of face, then extend fingers.
3 RADIO COMMUNICATION DURING
5.2.2 Chocks
INTERCEPTION
a. Insert chocks: Arms extended, palms outwards,
See EMERGENCY Section for related information.
move hands inwards to cross in front of face.
b. Remove chocks: Hands crossed in front of face,
palms outwards, move arms outwards.
5.2.3 Ready to Start Engine(s)
Raise the appropriate number of fingers on one
hand indicating the number of the engine to be start­
ed.
APPENDIX 2 — INTERCEPTION OF
CIVIL AIRCRAFT
1 PRINCIPLES TO BE OBSERVED BY
STATES
1.1 To achieve the uniformity in regulations
which is necessary for the safety of navigation of civ­
il aircraft due regard shall be had by Contracting
States to the following principles when developing
regulations and administrative directives:
a. Interception of civil aircraft will be undertaken
only as a last resort;
b. If undertaken, an interception will be limited to
determining the identity of the aircraft, unless it is
necessary to return the aircraft to its planned
track, direct it beyond the boundaries of national
airspace, guide it away from a prohibited, re­
stricted or danger area or instruct it to effect a
landing at a designated aerodrome;
c. Practice interception of civil aircraft will not be
undertaken;
d. Navigational guidance and related information
will be given to an intercepted aircraft by radiote­
lephony, whenever radio contact can be estab­
lished; and
e. In the case where an intercepted civil aircraft is
required to land in the territory overflown, the
aerodrome designated for the landing is to be
suitable for the safe landing of the aircraft type
concerned.

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24 FEB 06 AIR TRAFFIC CONTROL 321

ICAO RULES OF THE AIR — ANNEX 2


APPENDIX 3 — TABLES OF ditions specified therein, a vertical separation
minimum (VSM) of 300m (1000 ft) is applied be-
CRUISING LEVELS tween FL290 and FL410 inclusive:*
The cruising levels to be observed when so required
by this Annex are as follows:
a. In areas where, on the basis of regional air navi­
gation agreements and in accordance with con-
TRACK **

From 000° to 179° *** From 180° to 359° ***

IFR Flights VFR Flights IFR Flights VFR Flights

Altitude Altitude Altitude Altitude

FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet

-90 — — — 0 — — —

10 300 1000 — — — 20 600 2000 — — —

30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500

50 1500 5000 55 1700 5500 60 1850 6000 65 2000 6500

70 2150 7000 75 2300 7500 80 2450 8000 85 2600 8500

90 2750 9000 95 2900 9500 100 3050 10,000 105 3200 10,500

110 3350 11,000 115 3500 11,500 120 3650 12,000 125 3800 12,500

130 3950 13,000 135 4100 13,500 140 4250 14,000 145 4400 14,500

150 4550 15,000 155 4700 15,500 160 4900 16,000 165 5050 16,500

170 5200 17,000 175 5350 17,500 180 5500 18,000 185 5650 18,500

190 5800 19,000 195 5950 19,500 200 6100 20,000 205 6250 20,500

210 6400 21,000 215 6550 21,500 220 6700 22,000 225 6850 22,500

230 7000 23,000 235 7150 23,500 240 7300 24,000 245 7450 24,500

250 7600 25,000 255 7750 25,500 260 7900 26,000 265 8100 26,500

270 8250 27,000 275 8400 27,500 280 8550 28,000 285 8700 28,500

290 8850 29,000 300 9150 30,000

310 9450 31,000 320 9750 32,000

330 10,050 33,000 340 10,350 34,000

350 10,650 35,000 360 10,950 36,000

370 11,300 37,000 380 11,600 38,000

390 11,900 39,000 400 12,200 40,000

410 12,500 41,000 430 13,100 43,000

450 13,700 45,000 470 14,350 47,000

490 14,950 49,000 510 15,550 51,000

etc. etc. etc. etc. etc. etc.

* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels
based on a nominal vertical separation minimum of 300m (1000 ft) is prescribed for use, under
specified conditions, by aircraft operating above FL410 within designated portions of the airspace.

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322 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


TRACK **

From 000° to 179° *** From 180° to 359° ***

IFR Flights VFR Flights IFR Flights VFR Flights

Altitude Altitude Altitude Altitude

FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet

** Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by a
network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart in
which the direction towards the North Pole is employed as the Grid North.

*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from
270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriate
transition procedures to be associated therewith are specified.

NOTE: Guidance material relating to vertical separation is contained in the Manual on Implementation of a
300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574) (Not
published herein).

b. In other areas:

TRACK*

From 000° to 179 ° ** From 180° to 359° **

IFR Flights VFR Flights IFR Flights VFR Flights

Altitude Altitude Altitude Altitude

FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet

-90 — — — 0 — — —

10 300 1000 — — — 20 600 2000 — — —

30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500

50 1500 5000 55 1700 5500 60 1850 6000 65 2000 6500

70 2150 7000 75 2300 7500 80 2450 8000 85 2600 8500

90 2750 9000 95 2900 9500 100 3050 10,000 105 3200 10,500

110 3350 11,000 115 3500 11,500 120 3650 12,000 125 3800 12,500

130 3950 13,000 135 4100 13,500 140 4250 14,000 145 4400 14,500

150 4550 15,000 155 4700 15,500 160 4900 16,000 165 5050 16,500

170 5200 17,000 175 5350 17,500 180 5500 18,000 185 5650 18,500

190 5800 19,000 195 5950 19,500 200 6100 20,000 205 6250 20,500

210 6400 21,000 215 6550 21,500 220 6700 22,000 225 6850 22,500

230 7000 23,000 235 7150 23,500 240 7300 24,000 245 7450 24,500

250 7600 25,000 255 7750 25,500 260 7900 26,000 265 8100 26,500

270 8250 27,000 275 8400 27,500 280 8550 28,000 285 8700 28,500

290 8850 29,000 300 9150 30,000 310 9450 31,000 320 9750 32,000

330 10,050 33,000 340 10,350 34,000 350 10,650 35,000 360 10,950 36,000

370 11,300 37,000 380 11,600 38,000 390 11,900 39,000 400 12,200 40,000

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24 FEB 06 AIR TRAFFIC CONTROL 323

ICAO RULES OF THE AIR — ANNEX 2


TRACK*

From 000° to 179 ° ** From 180° to 359° **

IFR Flights VFR Flights IFR Flights VFR Flights

Altitude Altitude Altitude Altitude

FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet

410 12,500 41,000 420 12,800 42,000 430 13,100 43,000 440 13,4 00 44,000

450 13,700 45,000 460 14,000 46,000 470 14,350 47,000 480 14,650 48,000

490 14,950 49,000 500 15,250 50,000 510 15,550 51,000 520 15,850 52,000

etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc.

* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions to
those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by a
network of lines parallel to the Greenwich Meridian superimposed on a polar stereographic chart in
which the direction towards the North Pole is employed as the Grid North.

** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from
270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriate
transition procedures to be associated therewith are specified.

NOTE: Guidance material relating to vertical separation is contained in the Manual on Implementation of a
300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574) (Not
published herein).

APPENDIX 4 — UNMANNED FREE


BALLOONS
NOTE: See Chapter 3, para 3.1.9 of the Annex.

1 CLASSIFICATION OF UNMANNED
FREE BALLOONS
Unmanned free balloons shall be classified as:
a. light: an unmanned free balloon which carries a
payload of one or more packages with a com­
bined mass of less than 4kg, unless qualifying as
a heavy balloon in accordance with c.(2), (3) or
(4) below; or
b. medium: an unmanned free balloon which car­
ries a payload of two or more packages with a
combined mass of 4kg or more, but less than
6kg, unless qualifying as a heavy balloon in ac­
cordance with c.(2), (3) or (4) below; or
c. heavy: an unmanned free balloon which carries
a payload which:
1. has a combined mass of 6kg or more; or
2. includes a package of 3kg or more; or
3. includes a package of 2kg or more with an
area density of more than 13g per square
centimeter; or
4. uses a rope or other device for suspension of
the payload that requires an impact force of
230 N or more to separate the suspended
payload from the balloon.

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324 AIR TRAFFIC CONTROL 24 FEB 06

ICAO RULES OF THE AIR — ANNEX 2


NOTE: area in square centimeters of its smallest
1. The area density referred to in c.(3) is surface.
determined by dividing the total mass in 2. See the following figure.
grams of the payload package by the

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AIR TRAFFIC CONTROL 5 JUL 02 Eff ? 351

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11


ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11

2.6 CLASSIFICATION OF AIRSPACES Class F. IFR and VFR flights are permitted, all partic­
ipating IFR flights receive an air traffic advisory
2.6.1 ATS airspaces shall be classified and des­ service and all flights receive flight information
ignated in accordance with the following: service if requested.

Class A. IFR flights only are permitted, all flights are NOTE: Where air traffic advisory service is
provided with air traffic control service and are implemented, this is considered normally as
separated from each other. a temporary measure only until such time as
it can be replaced by air traffic control.
Class B. IFR and VFR flights are permitted, all flights
are provided with air traffic control service and Class G. IFR and VFR flights are permitted and
are separated from each other. receive flight information service if requested.
Class C. IFR and VFR flights are permitted, all flights 2.6.2 States shall select those airspace classes
are provided with air traffic control service and appropriate to their needs.
IFR flights are separated from other IFR flights
and from VFR flights. VFR flights are separated 2.6.3 The requirements for flights within each
from IFR flights and receive traffic information in class of airspace shall be as shown in the following
respect of other VFR flights. table.
Class D. IFR and VFR flights are permitted and all NOTE: Where the ATS airspaces adjoin ver­
flights are provided with air traffic control service, tically, i.e., one above the other, flights at a
IFR flights are separated from other IFR flights common level would comply with the require­
and receive traffic information in respect of VFR ments of, and be given services applicable
flights, VFR flights receive traffic information in to, the less restrictive class of airspace. In
respect of all other flights. applying these criteria, Class B airspace is
therefore considered less restrictive than
Class E. IFR and VFR flights are permitted, IFR
Class A airspace; Class C airspace less
flights are provided with air traffic control service
restrictive than Class B airspace, etc.
and are separated from other IFR flights. All
flights receive traffic information as far as is prac­
tical. Class E shall not be used for control zones.

Radio com­ Subject to


Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Continuous
A IFR only All aircraft Air traffic control service Not applicable Yes
two-way
Continuous
IFR All aircraft Air traffic control service Not applicable Yes
two-way
B
Continuous
VFR All aircraft Air traffic control service Not applicable Yes
two-way
IFR from IFR Continuous
IFR Air traffic control service Not applicable Yes
IFR from VFR two-way
1. Air traffic control ser­
vice for separation
C from IFR; 250 KT IAS below
Continuous
VFR VFR from IFR 2. VFR/VFR traffic infor­ 3,050m (10,000 ft) two-way Yes
mation (and traffic AMSL
avoidance advice on
request);
Air traffic control service,
traffic information about 250 KT IAS below
Continuous
IFR IFR from IFR VFR flights (and traffic 3,050m (10,000 ft) Yes
two-way
avoidance advice on AMSL
D request)
IFR/VFR and VFR/VFR
250 KT IAS below
traffic information (and Continuous
VFR Nil 3,050m (10,000 ft) Yes
traffic avoidance advice two-way
AMSL
on request)

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352 5 JUL 02Eff ? AIR TRAFFIC CONTROL

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11


Radio com­ Subject to
Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Air traffic control service
250 KT IAS below
and, as far as practical, Continuous
IFR IFR from IFR 3,050m (10,000 ft) Yes
traffic information about two-way
AMSL
E VFR flights
250 KT IAS below
Traffic information as far
VFR Nil 3,050m (10,000 ft) No No
as practical
AMSL
IFR from IFR Air traffic advisory ser­ 250 KT IAS below
Continuous
IFR as far as vice; flight information 3,050m (10,000 ft) No
two-way
practical service AMSL
F
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
250 KT IAS below
Continuous
IFR Nil Flight information service 3,050m (10,000 ft) No
two-way
AMSL
G
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in
lieu of 10,000 ft.

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24 FEB 06 AIR TRAFFIC CONTROL 401

AIR TRAFFIC MANAGEMENT (DOC 4444)


Extracted from ICAO Document 4444, Fourteenth Edition, PROCEDURES FOR AIR NAVIGATION SER­
AIR TRAFFIC MANAGEMENT (DOC 4444)

VICES — AIR TRAFFIC MANAGEMENT, herein known as PANS-ATM.

1 DEFINITIONS 4.3 DIVISION OF RESPONSIBILITY FOR


CONTROL BETWEEN AIR TRAFFIC
See ICAO Definitions published on AIR TRAFFIC
CONTROL pages Series 100. CONTROL UNITS
4 GENERAL PROVISIONS FOR AIR 4.3.1 General
TRAFFIC SERVICES The appropriate ATS authority shall designate the
area of responsibility for each air traffic control (ATC)
4.1 RESPONSIBILITY FOR THE unit and, when applicable, for individual control sec­
PROVISION OF AIR TRAFFIC tors within an ATC unit. Where there is more than
CONTROL SERVICE one ATC working position within a unit or sector, the
duties and responsibilities of the individual working
4.1.1 Area Control Service positions shall be defined.
Area control service shall be provided: 4.3.2 Between a Unit Providing Aerodrome
a. by an area control centre (ACC); or Control Service and a Unit Providing
Approach Control Service
b. by the unit providing approach control service in
a control zone or in a control area of limited ex­ 4.3.2.1 Except for flights which are provided
tent which is designated primarily for the provi­ aerodrome control service only, the control of arriv­
sion of approach control service, when no ACC ing and departing controlled flights shall be divided
is established. between units providing aerodrome control service
4.1.2 Approach Control Service and units providing approach control service as fol­
lows:
Approach control service shall be provided:
4.3.2.1.1 Arriving aircraft. Control of an ar­
a. by an aerodrome control tower or an ACC, when riving aircraft shall be transferred from the unit pro­
it is necessary or desirable to combine under the viding approach control service to the unit providing
responsibility of one unit the functions of the ap­ aerodrome control service when the aircraft:
proach control service and those of the aero­
a. is in the vicinity of the aerodrome, and
drome control service or the area control ser­
vice; or 1. it is considered that approach and landing
will be completed in visual reference to the
b. by an approach control unit, when it is necessary
ground, or
or desirable to establish a separate unit.
2. has reached uninterrupted visual meteoro­
NOTE: Approach control service may be provided by logical conditions, or
a unit co-located with an ACC, or by a control sector b. is at a prescribed point or level, or
within an ACC.
c. has landed,
4.1.3 Aerodrome Control Service as specified in letters of agreement or ATS unit in­
Aerodrome control service shall be provided by an structions.
aerodrome control tower. 4.3.2.1.2 Transfer of communications to the
aerodrome controller should be effected at such a
4.2 RESPONSIBILITY FOR THE
point, level or time that clearance to land or alterna­
PROVISION OF FLIGHT tive instructions, as well as information on essential
INFORMATION SERVICE AND local traffic, can be issued in a timely manner.
ALERTING SERVICE
NOTE: Even though there is an approach control
Flight information service and alerting service shall unit, control of certain flights may be transferred di­
be provided as follows: rectly from an ACC to an aerodrome control tower
and vice versa, by prior arrangement between the
a. within a flight information region (FIR): by a flight
information centre, unless the responsibility for units concerned for the relevant part of approach
providing such services is assigned to an air traf­ control service to be provided by the ACC or the
aerodrome control tower, as applicable.
fic control unit having adequate facilities for the
exercise of such responsibilities; 4.3.2.1.3 Departing aircraft. Control of a
b. within controlled airspace and at controlled aero­ departing aircraft shall be transferred from the unit
dromes: by the relevant air traffic control units. providing aerodrome control service to the unit pro­
viding approach control service:
a. when visual meteorological conditions prevail in
the vicinity of the aerodrome:
1. prior to the time the aircraft leaves the vicinity
of the aerodrome,

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402 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


2. prior to the aircraft entering instrument mete­ used by operators and air traffic services units for
orological conditions, or the purpose of completing flight plans.
3. when the aircraft is at a prescribed point or NOTE: A different form may be provided for use in
level, completing repetitive flight plan listings.
as specified in letters of agreement or ATS unit
instructions; 4.4.1.2 The flight plan form should be printed
and should include an English text in addition to the
b. when instrument meteorological conditions pre­ language(s) of the State concerned.
vail at the aerodrome:
1. immediately after the aircraft is airborne, or NOTE: The Model Flight Plan Form in Appendix 2 is
printed in English and one other of the languages of
2. when the aircraft is at a prescribed point or
the Organization for illustration purposes.
level,
as specified in letters of agreement or local in­ 4.4.1.3 Operators and air traffic services
structions. units should comply with the instructions for comple­
tion of a flight plan form and the repetitive flight plan
NOTE: See Note following 4.3.2.1.2. listing form given in Appendix 2.
4.3.3 Between a Unit Providing Approach NOTE: The instructions for completing the flight plan
Control Service and a Unit Providing form given in Appendix 2 may be conveniently print­
Area Control Service ed on the inside cover of flight plan form pads, or
posted in briefing rooms.
4.3.3.1 When area control service and ap­
proach control service are not provided by the same 4.4.1.4 An operator shall, prior to departure:
air traffic control unit, responsibility for controlled a. ensure that, where the flight is intended to oper­
flights shall rest with the unit providing area control ate on a route or in an area where a required
service except that a unit providing approach control navigation performance (RNP) type is pre­
service shall be responsible for the control of: scribed, the aircraft has an appropriate RNP ap­
a. arriving aircraft that have been released to it by proval, and that all conditions applying to that ap­
the ACC; proval will be satisfied; and
b. departing aircraft until such aircraft are released b. ensure that, where operation in reduced vertical
to the ACC. separation minimum (RVSM) airspace is
4.3.3.2 A unit providing approach control ser­ planned, the aircraft has the required RVSM ap­
vice shall assume control of arriving aircraft, provid­ proval.
ed such aircraft have been released to it, upon arriv­ 4.4.2 Submission of a Flight Plan
al of the aircraft at the point, level or time agreed for
transfer of control, and shall maintain control during 4.4.2.1 Prior to Departure
approach to the aerodrome. 4.4.2.1.1 Except when other arrangements
4.3.4 Between Two Units Providing Area have been made for submission of repetitive flight
Control Service plans, a flight plan submitted prior to departure
should be submitted to the air traffic services report­
The responsibility for the control of an aircraft shall ing office at the departure aerodrome. If no such unit
be transferred from a unit providing area control ser­ exists at the departure aerodrome, the flight plan
vice in a control area to the unit providing area con­ should be submitted to the unit serving or designat­
trol service in an adjacent control area at the time of ed to serve the departure aerodrome.
crossing the common control area boundary as esti­
mated by the ACC having control of the aircraft or at 4.4.2.1.2 In the event of a delay of thirty
such other point, level or time as has been agreed (30) minutes in excess of the estimated off-block
between the two units. time for a controlled flight or a delay of one hour for
an uncontrolled flight for which a flight plan has been
4.3.5 Between Control Sectors/Positions submitted, the flight plan should be amended or a
Within the Same Air Traffic Control new flight plan submitted and the old flight plan can­
Unit celled, whichever is applicable.

The responsibility for the control of an aircraft shall 4.4.2.2 During Flight
be transferred from one control sector/position to an­ 4.4.2.2.1 A flight plan to be submitted dur­
other control sector/position within the same ATC ing flight should normally be transmitted to the ATS
unit at a point, level or time, as specified in local in­ unit in charge of the FIR, control area, advisory area
structions. or advisory route in or on which the aircraft is flying,
4.4 FLIGHT PLAN or in or through which the aircraft wishes to fly or to
the aeronautical telecommunication station serving
4.4.1 Flight Plan Form the air traffic services unit concerned. When this is
not practicable, it should be transmitted to another
NOTE: Procedures for the use of repetitive flight ATS unit or aeronautical telecommunication station
plans are contained in Chapter 16, Section 16.4. for retransmission as required to the appropriate air
traffic services unit.
4.1.1.1 A flight plan form based on the model
in Appendix 2 should be provided and should be

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24 FEB 06 AIR TRAFFIC CONTROL 403

AIR TRAFFIC MANAGEMENT (DOC 4444)


4.4.2.2.2 Where relevant, such as in re­ 4.5.3 Flights Through Intermediate Stops
spect of ATC units serving high- or medium-density
4.5.3.1 When an aircraft files, at the depar­
airspace, the appropriate ATS authority should pre­
ture aerodrome, flight plans for the various stages of
scribe conditions and/or limitations with respect to
flight through intermediate stops, the initial clear­
the submission of flight plans during flight to ATC
ance limit will be the first destination aerodrome and
units.
new clearances shall be issued for each subsequent
NOTE: If the flight plan is submitted for the purpose portion of flight.
of obtaining air traffic control service, the aircraft is 4.5.4 Contents of Clearances
required to wait for an air traffic control clearance pri­
or to proceeding under the conditions requiring com­ 4.5.4.1 Clearances shall contain positive and
pliance with air traffic control procedures. If the flight concise data and shall, as far as practicable, be
plan is submitted for the purpose of obtaining air phrased in a standard manner.
traffic advisory service, the aircraft is required to wait 4.5.5 Departing Aircraft
for acknowledgment of receipt by the unit providing
the service. ACCs shall, except where procedures providing for
the use of standard departure clearances have been
4.4.3 Acceptance of a Flight Plan implemented, forward a clearance to approach con­
4.4.3.1 The first ATS unit receiving a flight trol units or aerodrome control towers with the least
plan, or change thereto, shall: possible delay after receipt of request made by
these units, or prior to such request if practicable.
a. check it for compliance with the format and data
conventions; 4.5.6 En-route Aircraft
b. check it for completeness and, to the extent pos­ 4.5.6.1 General
sible, for accuracy;
4.5.6.1.1 An ATC unit may request an adja­
c. take action, if necessary, to make it acceptable to cent ATC unit to clear aircraft to a specified point
the air traffic services; and during a specified period.
d. indicate acceptance of the flight plan or change
thereto, to the originator. 4.5.6.1.2 After the initial clearance has
been issued to an aircraft at the point of departure, it
4.5 AIR TRAFFIC CONTROL will be the responsibility of the appropriate ATC unit
CLEARANCES to issue an amended clearance whenever neces­
sary and to issue traffic information, if required.
4.5.1 Scope and Purpose
4.5.7 Description of Air Traffic Control
4.5.1.1 Clearances are issued solely for ex­ Clearances
pediting and separating air traffic and are based on
known traffic conditions which affect safety in aircraft 4.5.7.1 Clearance Limit
operations. Such traffic conditions include not only 4.5.7.1.1 A clearance limit shall be de­
aircraft in the air and on the manoeuvring area over scribed by specifying the name of the appropriate
which control is being exercised, but also any vehic­ significant point, or aerodrome, or controlled air­
ular traffic or other obstructions not permanently in­ space boundary.
stalled on the manoeuvring area in use.
4.5.7.1.3 If an aircraft has been cleared to
4.5.1.2 If an air traffic control clearance is not an intermediate point in adjacent controlled air­
suitable to the pilot-in-command of an aircraft, the space, the appropriate ATC unit will then be respon­
flight crew may request and, if practicable, obtain an sible for issuing, as soon as practicable, an amend­
amended clearance. ed clearance to the destination aerodrome.
4.5.1.3 The issuance of air traffic control 4.5.7.1.4 When the destination aerodrome
clearances by air traffic control units constitutes au­ is outside controlled airspace, the ATC unit responsi­
thority for an aircraft to proceed only in so far as ble for the last controlled airspace through which an
known air traffic is concerned. ATC clearances do aircraft will pass shall issue the appropriate clear­
not constitute authority to violate any applicable reg­ ance for flight to the limit of that controlled airspace.
ulations for promoting the safety of flight operations
or for any other purpose; neither do clearances re­ 4.5.7.2 Route of Flight
lieve a pilot-in-command of any responsibility what­
4.5.7.2.1 The route of flight shall be de­
soever in connection with a possible violation of ap­
tailed in each clearance when deemed necessary.
plicable rules and regulations.
The phrase “cleared via flight planned route” may be
4.5.2 Aircraft Subject to ATC for Part of used to describe any route or portion thereof, provid­
Flight ed the route or portion thereof is identical to that filed
in the flight plan and sufficient routing details are giv­
4.5.2.1 When a flight plan specifies that the en to definitely establish the aircraft on its route. The
initial portion of a flight will be uncontrolled, and that phrases “cleared via (designation) departure” or
the subsequent portion of the flight will be subject to “cleared via (designation) arrival” may be used when
ATC, the aircraft shall be advised to obtain its clear­ standard departure or arrival routes have been es­
ance from the ATC unit in whose area controlled tablished by the appropriate ATS authority and pub­
flight will be commenced. lished in Aeronautical Information Publications
(AIPs).

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404 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


4.8 CHANGE FROM IFR TO VFR FLIGHT ing atmospheric pressure at aerodrome elevation
(QFE), the vertical position of the aircraft shall be ex­
4.8.1 Change from instrument flight rules (IFR) pressed in terms of height above aerodrome eleva­
flight to visual flight rules (VFR) flight is only accept­ tion during that portion of its flight for which QFE
able when a message initiated by the pilot-in-com­ may be used, except that it shall be expressed in
mand containing the specific expression “CANCEL­ terms of height above runway threshold elevation:
LING MY IFR FLIGHT”, together with the changes, if
a. for instrument runways, if the threshold is 2 me­
any, to be made to the current flight plan, is received
tres (7 feet) or more below the aerodrome eleva­
by an air traffic services unit. No invitation to change
tion; and
from IFR flight to VFR flight is to be made either di­
rectly or by inference. b. for precision approach runways.
4.8.2 No reply, other than the acknowledgment 4.10.1.3 For flights en route, the vertical posi­
“IFR FLIGHT CANCELLED AT . . . (time)”, should tion of aircraft shall be expressed in terms of:
normally be made by an air traffic services unit. a. flight levels at or above the lowest usable flight
4.8.3 When an ATS unit is in possession of in­ level;
formation that instrument meteorological conditions b. altitudes below the lowest usable flight level;
are likely to be encountered along the route of flight, except where, on the basis of regional air navigation
a pilot changing from IFR flight to VFR flight should, agreements, a transition altitude has been estab­
if practicable, be so advised. lished for a specified area, in which case the provi­
sions of 4.10.1.1 shall apply.
NOTE: See Chapter 11, 11.4.3.2.1.
4.11 POSITION REPORTING
4.8.4 An ATC unit receiving notification of an
aircraft’s intention to change from IFR flight to VFR 4.11.1 Transmission of Position Reports
flight shall, as soon as practicable thereafter, so in­
form all other ATS units to whom the IFR flight plan 4.11.1.1 On routes defined by designated sig­
was addressed, except those units through whose nificant points, position reports shall be made when
regions or areas the flight has already passed. over, or as soon as possible after passing, each des­
ignated compulsory reporting point, except as pro­
4.9 WAKE TURBULENCE CATEGORIES vided in 4.11.1.3. Additional reports over other
points may be requested by the appropriate ATS
4.9.1 Wake Turbulence Categories of unit.
Aircraft
4.11.1.2 On routes not defined by designated
4.9.1.1 Wake turbulence separation minima significant points, position reports shall be made by
shall be based on a grouping of aircraft types into the aircraft as soon as possible after the first half
three categories according to the maximum certifi­ hour of flight and at hourly intervals thereafter, ex­
cated take-off mass as follows: cept as provided in 4.11.1.3. Additional reports at
a. HEAVY (H) – all aircraft types of 136,000kg or shorter intervals of time may be requested by the
more; appropriate ATS unit.
b. MEDIUM (M) – aircraft types less than 4.11.1.3 Under conditions specified by the ap­
136,000kg but more than 7000kg; and propriate ATS authority, flights may be exempted
c. LIGHT (L) – aircraft types of 7000kg or less. from the requirement to make position reports at
each designated compulsory reporting point or inter­
4.9.2 Indication of Heavy Wake Turbulence val. In applying this, account should be taken of the
Category and MLS Capability meteorological requirement for the making and re­
porting of routine aircraft observations.
For aircraft in the heavy wake turbulence category
the word “Heavy” shall be included immediately after NOTE: This is intended to apply in cases where ade­
the aircraft call sign in the initial radiotelephony con­ quate flight progress data are available from other
tact between such aircraft and ATS units. sources; e.g., radar, and in other circumstances
4.10 ALTIMETER SETTING where the omission of routine reports from selected
flights is found to be acceptable.
PROCEDURES
4.11.1.4 The position reports required by
4.10.1 Expression of Vertical Position of 4.11.1.1 and 4.11.1.2 shall be made to the ATS unit
Aircraft serving the airspace in which the aircraft is operat­
4.10.1.1 For flights in the vicinity of aero­ ed. In addition, when so prescribed by the appropri­
dromes and within terminal control areas, the verti­ ate ATS authority in aeronautical information publi­
cal position of aircraft shall, except as provided for in cations or requested by the appropriate ATS unit, the
4.10.1.2, be expressed in terms of altitudes at or be­ last position report before passing from one FIR or
low the transition altitude and in terms of flight levels control area to an adjacent FIR or control area shall
at or above the transition level. While passing be made to the ATS unit serving the airspace about
through the transition layer, vertical position shall be to be entered.
expressed in terms of flight levels when climbing and
in terms of altitudes when descending.
4.10.1.2 When an aircraft which has been giv­
en clearance to land is completing its approach us­

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24 FEB 06 AIR TRAFFIC CONTROL 405

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4.11.2 Contents of Voice Position Reports – Mach or IAS
– rate of climb or descent
4.11.2.1 The position reports required by
4.11.1.1 and 4.11.1.2 shall contain the following ele­ e. Projected Profile:
ments of information, except that elements (4), (5)
– next way-point
and (6) may be omitted from position reports trans­
mitted by radiotelephony, when so prescribed on the – estimated altitude at next way-point
basis of regional air navigation agreements: – estimated time at next way-point
1. Aircraft identification – (next + 1) way-point
2. Position – estimated altitude at (next + 1) way-point
3. Time – estimated time at (next + 1) way-point
4. Flight level or altitude, including passing level f. Meteorological Information:
and cleared level if not maintaining the
cleared level – wind speed
5. Next position and time over – wind direction
6. Ensuing significant point. – temperature
– turbulence (if available)
4.11.2.1.1 Element (4), flight level or altitude,
shall, however, be included in the initial call after – humidity (if available)
changing to a new radio frequency.
g. Short-term Intent
4.11.2.2 When assigned a speed to maintain, – latitude at projected intent point
the flight crew shall include this speed in their posi­
tion reports. The assigned speed shall also be ad­ – longitude at projected intent point
vised on first contact with an ATC unit after a fre­ – altitude at projected intent point
quency change, whether or not a full position report – time of projection
is required.
If an altitude, track or speed change is predicted
NOTE: Omission of element (4) may be possible to occur between the aircraft’s current position
when flight level or altitude, as appropriate, derived and the projected intent point, additional infor­
from SSR Mode C information can be made continu­ mation would be provided in an intermediate in­
ously available to controllers in a labeled form, and tent block as follows:
when adequate procedures have been developed to – distance from current point to change point
guarantee the safe and efficient use of SSR Mode C – track from current point to change point
information.
– altitude at change point
4.11.3 Transmission of ADS Reports – predicted time to change point
The position reports shall be made automatically to h. Extended projected profile (in response to an
the ATS unit serving the airspace in which the air­ interrogation from the ground system):
craft is operating. The requirements for the transmis­
sion and contents of automatic dependent surveil­ – Next way-point
lance (ADS) reports shall be established by the – Estimated altitude at next way-point
controlling ATC unit on the basis of current opera­ – Estimated time at next way-point
tional conditions and communicated to the aircraft
– (Next + 1) way-point
and acknowledged through an ADS agreement.
– Estimated altitude at (next + 1) way-point
4.11.4 Contents of ADS Reports
– Estimated time at (next + 1) way-point
4.11.4.1 ADS reports shall be composed of – (Next + 2) way-point
data blocks selected from the following:
– Estimated altitude at (next + 2) way-point
a. Aircraft Identification
– Estimated time at (next + 2) way-point [re­
b. Basic ADS: peated for up to (next + 128) way-points]
– latitude
– longitude 4.12 REPORTING OF OPERATIONAL
– altitude
AND METEOROLOGICAL
INFORMATION
– time
– figure of merit 4.12.1 General

c. Ground Vector: 4.12.1.1 When operational and/or routine me­


teorological information is to be reported by an air­
– track
craft en route at points or times where position re­
– ground speed ports are required in accordance with 4.11.1.1 and
– rate of climb or descent 4.11.1.2, the position report shall be given in the
form of a routine air-report. Special aircraft observa­
d. Air Vector: tions shall be reported as special air-reports. All
– heading air-reports shall be reported as soon as is practica­
ble.

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406 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


4.12.2 Contents of Routine Air-Reports NOTE: Pre-eruption volcanic activity in this con­
text means unusual and/or increasing volcanic
4.12.2.1 Routine air-reports transmitted by activity which could presage a volcanic eruption.
voice or data link, when ADS is not being applied,
shall give information relating to such of the following In addition, in the case of transonic and super­
elements as are necessary for compliance with sonic flight;
4.12.2.2: i. moderate turbulence; or
– Section 1 — Position Information: j. hail; or
1. Aircraft identification k. cumulonimbus clouds.
2. Position
4.12.3.2 When air-ground data link is used,
3. Time special air-reports shall contain the following ele­
4. Flight level or altitude ments:
5. Next position and time over – Message type designator
6. Ensuing significant point. – Aircraft identification
– Section 2 — Operational Information: – Data block 1:
7. Estimated time of arrival • Latitude
8. Endurance. • Longitude
– Section 3 — Meteorological Information: • Pressure-altitude
9. Air temperature
• Time
10. Wind direction
– Data block 2:
11. Wind speed
12. Turbulence • Wind direction
13. Aircraft icing • Wind speed
14. Humidity (if available). • Temperature

4.12.2.2 Section 1 of the air-report is obligato­ • Turbulence (if available)


ry, except that elements (5) and (6) thereof may be • Humidity (if available)
omitted when so prescribed on the basis of regional
air navigation agreements. Section 2 of the air-re­ – Data block 3:
port, or a portion thereof, shall only be transmitted • Condition prompting the issuance of the spe­
when so requested by the operator or a designated cial air-report; to be selected from the list a.
representative, or when deemed necessary by the to k. presented under 4.12.3.1 above.
pilot-in-command. Section 3 of the air-report shall be
transmitted in accordance with Annex 3, 5.4.2 (see 4.12.3.3 When voice communications are
Meteorology paragraph 5.4.2). used, special air-reports shall contain the following
elements:
NOTE: While element 4., flight level or altitude, may,
in accordance with 4.11.2.1, be omitted from the – Message type designator
contents of a position report transmitted by radiote­ – Section 1 — Position Information:
lephony when so prescribed on the basis of regional 1. Aircraft identification
air navigation agreements, that element may not be
omitted from Section 1 of an air-report. 2. Position
3. Time
4.12.3 Contents of Special Air-Reports
4. Flight level or altitude
4.12.3.1 Special air-reports shall be made by – Section 3 — Meteorological Information:
all aircraft whenever the following conditions are en­
5. Condition prompting the issuance of the spe­
countered or observed:
cial air-report; to be selected from the list a.
a. severe turbulence; or to k. presented under 4.12.3.1.
b. severe icing; or
4.12.4 Compilation and Transmission of
c. severe mountain wave; or
Air-Reports by Voice Communications
d. thunderstorms, without hail that are obscured,
embedded, widespread or in squall-lines; or 4.12.4.1 Forms based on the model
AIREP/AIREP SPECIAL form at Appendix 1 shall be
e. thunderstorms, with hail that are obscured, em­
provided for the use of flight crews in compiling the
bedded, widespread or in squall-lines; or
reports. The detailed instructions for reporting as
f. heavy dust storm or heavy sandstorm; or given at Appendix 1, shall be complied with.
g. volcanic ash cloud; or 4.12.4.2 The detailed instructions, including
h. pre-eruption volcanic activity or a volcanic erup­ the formats of messages and the phraseologies giv­
tion. en at Appendix 1, shall be used by flight crews when
transmitting air-reports and by air traffic services
units when retransmitting such reports.

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24 FEB 06 AIR TRAFFIC CONTROL 407

AIR TRAFFIC MANAGEMENT (DOC 4444)


NOTE: Increasing use of air-reports in automated 5.3.4 Vertical Separation During Climb or
systems makes it essential that the elements of such Descent
reports be transmitted in the order and form pre­
5.3.4.2 Pilots in direct communication with
scribed.
each other may, with their concurrence, be cleared
4.12.5 Recording of Special Air-Reports of to maintain a specified vertical separation between
Volcanic Activity their aircraft during ascent or descent.

Special air-reports containing observations of volca­ 5.4 HORIZONTAL SEPARATION


nic activity shall be recorded on the special air- re­ 5.4.2 Longitudinal Separation
port of volcanic activity form. Forms based on the
model form for special air-reports of volcanic activity 5.4.2.1 Longitudinal Separation
at Appendix 1 shall be provided for flight crews oper­ Application
ating on routes which could be affected by volcanic
ash clouds. 5.4.2.1.1 Longitudinal separation shall be
applied so that the spacing between the estimated
NOTE: The recording and reporting instructions may positions of the aircraft being separated is never less
conveniently be printed on the back of the special than a prescribed minimum. Longitudinal separation
air-report of volcanic activity form. between aircraft following the same or diverging
tracks may be maintained by application of speed
5 SEPARATION METHODS AND control, including the Mach number technique, when
MINIMA so prescribed on the basis of regional air navigation
agreement.
5.2 GENERAL PROVISIONS FOR THE
NOTE: Attention is drawn to the guidance material
SEPARATION OF CONTROLLED contained in the Air Traffic Services Planning Manu­
TRAFFIC al (Doc 9426), published on AIR TRAFFIC CON­
TROL Pages series 500, regarding the application of
5.2.1 Vertical or horizontal separation shall be the Mach number technique to separation of sub­
provided: sonic aircraft.
a. between all flights in Class “A” and “B” airspac­
es; 5.4.2.1.3 Longitudinal separation may be
established by requiring aircraft to depart at a speci­
b. between IFR flights in Class “C”, “D” and “E” air­
fied time, to arrive over a geographical location at a
spaces;
specified time, or to hold over a geographical loca­
c. between IFR flights and VFR flights in Class “C” tion until a specified time.
airspace;
5.4.2.1.4 Longitudinal separation between
d. between IFR flights and special VFR flights; and supersonic aircraft during the transonic acceleration
e. between special VFR flights, when so prescribed and supersonic phases of flight should normally be
by the appropriate ATS authority; established by appropriate timing of the start of tran­
except, for the cases under b) above in airspace sonic acceleration rather than by the imposition of
Classes “D” and “E”, during the hours of daylight speed restrictions in supersonic flight.
when flights have been cleared to climb or descend 5.4.2.1.5 For the purpose of application of
subject to maintaining own separation and remain­ longitudinal separation, the terms same track, recip­
ing in visual meteorological conditions. Conditions rocal tracks and crossing tracks shall have the fol­
applicable to the use of this procedure are contained lowing meanings:
in Section 5.9.
a. Same track — Same direction tracks and inter­
5.3 VERTICAL SEPARATION secting tracks or portions thereof, the angular
difference of which is less than 45 degrees or
5.3.2 Vertical Separation Minimum more than 315 degrees, and whose protection
The vertical separation minimum (VSM) shall be: areas overlap.
a. a nominal 300m (1000 ft) below FL290 and a b. Reciprocal tracks — Opposite tracks and inter­
nominal 600m (2000 ft) at or above this level, ex­ secting tracks or portions thereof, the angular
cept as provided for in b) below; and difference of which is more than 135 degrees but
less than 225 degrees, and whose protection ar­
b. within designated airspace, subject to a regional eas overlap.
air navigation agreement: a nominal 300m (1000
ft) below FL410 or a higher level where so pre­ c. Crossing tracks — Intersecting tracks or portions
scribed for use under specified conditions, and a thereof other than those specified in a. and b.
nominal 600m (2000 ft) at or above this level. above.

NOTE: Guidance material relating to vertical separa­


tion is contained in the Manual on Implementation of
a 300m (1000 ft) Vertical Separation Minimum Be­
tween FL290 and FL410 Inclusive (Doc 9574).

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408 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


5.4.2.2 Longitudinal Separation Minima b. 10 minutes while vertical separation does not ex­
Based on Time ist if navigation aids permit frequent determina­
tion of position and speed.
5.4.2.2.1 Aircraft Maintaining the Same
5.4.2.2.3 Aircraft on Reciprocal Tracks:
Level
Where lateral separation is not provided, vertical
5.4.2.2.1.1 Aircraft flying on the same separation shall be provided for at least ten minutes
track: prior to and after the time the aircraft are estimated
to pass, or are estimated to have passed. Provided it
a. 15 minutes: or
has been determined that the aircraft have passed
b. 10 minutes, if navigation aids permit frequent de­ each other, this minimum need not apply.
termination of position and speed; or
5.4.2.3 Longitudinal Separation Minima
c. 5 minutes in the following cases, provided that in
Based on Distance Using Distance
each case the preceding aircraft is maintaining a
true airspeed of 37km/h (20 kt) or more faster Measuring Equipment (DME)
than the succeeding aircraft:
NOTE: Where the term “on track” is used in the pro­
1. between aircraft that have departed from the visions relating to the application of longitudinal sep­
same aerodrome; aration minima using DME, it means that the aircraft
2. between en-route aircraft that have reported is flying either directly inbound to or directly out­
over the same exact reporting point; bound from the station.
3. between departing and en-route aircraft after 5.4.2.3.1 Separation shall be established
the en-route aircraft has reported over a fix by maintaining not less than specified distance(s)
that is so located in relation to the departure between aircraft positions as reported by reference
point as to ensure that five-minute separation to DME in conjunction with other appropriate naviga­
can be established at the point the departing tion aids. Direct controller-pilot communication shall
aircraft will join the air route; or be maintained while such separation is used.
d. 3 minutes in the cases listed under c. provided
5.4.2.3.2 Aircraft at the Same Cruising
that in each case the preceding aircraft is main­
taining a true airspeed of 74km/h (40 kt) or more Level
faster than the succeeding aircraft. 5.4.2.3.2.1 Aircraft on the same track:
5.4.2.2.1.2 Aircraft flying on crossing a. 37km (20 NM) provided:
tracks: 1. each aircraft utilizes “on-track” DME stations;
a. 15 minutes at the point of intersection of the and
tracks; or 2. separation is checked by obtaining simulta­
b. 10 minutes if navigation aids permit frequent de­ neous DME readings from the aircraft at fre­
termination of position and speed. quent intervals to ensure that the minimum
5.4.2.2.2 Aircraft Climbing or Descending will not be infringed;
b. 19km (10 NM) provided:
5.4.2.2.2.1 Aircraft on the same track:
When an aircraft will pass through the level of anoth­ 1. the leading aircraft maintains a true airspeed
er aircraft on the same track, the following minimum of 37km/h (20 kt) or more faster than the suc­
longitudinal separation shall be provided: ceeding aircraft;
a. 15 minutes while vertical separation does not ex­ 2. each aircraft utilizes “on-track” DME stations;
ist; or and
b. 10 minutes while vertical separation does not ex­ 3. separation is checked by obtaining simulta­
ist, provided that such separation is authorized neous DME readings from the aircraft at
only where navigation aids permit frequent de­ such intervals as are necessary to ensure
termination of position and speed; or that the minimum is established and will not
be infringed.
c. 5 minutes while vertical separation does not ex­
ist, provided that the level change is commenced 5.4.2.3.2.2 Aircraft on crossing tracks:
within 10 minutes of the time the second aircraft The longitudinal separation prescribed in 5.4.2.3.2.1
has reported over an exact reporting point. shall also apply provided that each aircraft reports
distance from the station located at the crossing
NOTE: To facilitate application of the procedure point of the tracks and that the relative angle be­
where a considerable change of level is involved, tween the tracks is less than 90 degrees.
a descending aircraft may be cleared to some
5.4.2.3.2.3 Aircraft climbing or descend­
convenient level above the lower aircraft, or a
ing on the same track: 19km (10 NM) while vertical
climbing aircraft to some convenient level below
separation does not exist, provided:
the higher aircraft, to permit a further check on
the separation that will obtain while vertical sep­ a. each aircraft utilizes “on-track” DME stations;
aration does not exist. b. one aircraft maintains a level while vertical sepa­
ration does not exist; and
5.4.2.2.2.2 Aircraft on Crossing Tracks:
c. separation is established by obtaining simulta­
a. 15 minutes while vertical separation does not ex­ neous DME readings from the aircraft.
ist; or

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24 FEB 06 AIR TRAFFIC CONTROL 409

AIR TRAFFIC MANAGEMENT (DOC 4444)


NOTE: To facilitate application of the procedure – 6 minutes, if the preceding aircraft is
where a considerable change of level is involved, Mach 0.05 faster than the following air­
a descending aircraft may be cleared to some craft;
convenient level above the lower aircraft, or a – 5 minutes, if the preceding aircraft is
climbing aircraft to some convenient level below Mach 0.06 faster than the following air­
the higher aircraft, to permit a further check on craft;
the separation that will obtain while vertical sep­
aration does not exist. 5.4.2.4.4 When the 10-minute longitudinal
separation minimum with Mach number technique is
5.4.2.3.2.4 Aircraft on reciprocal tracks: applied, the preceding aircraft shall maintain a Mach
Aircraft utilizing on-track DME may be cleared to number equal to or greater than that maintained by
climb or descend to or through the levels occupied the following aircraft.
by other aircraft utilizing on-track DME, provided that
it has been positively established that the aircraft 5.4.2.5 Longitudinal Separation Minima
have passed each other and are at least 10 NM with Mach Number Technique
apart, or such other value as prescribed by the ap­ Based on Distance Using RNAV
propriate ATS authority.
NOTE: Guidance material on RNAV operations is
5.4.2.4 Longitudinal Separation Minima contained in the Manual on Required Navigation
with Mach Number Technique Performance (RNP), Doc 9613. (Reference ATC
Based on Time 551)
5.4.2.4.1 Turbojet aircraft shall adhere to 5.4.2.5.4 RNAV distance-based separation
the true Mach number approved by ATC and shall may be applied between RNAV-equipped aircraft
request ATC approval before making any changes when operating on designated RNAV routes or on
thereto. If it is essential to make an immediate tem­ ATS routes defined by VOR.
porary change in the Mach number (e.g. due to tur­
bulence), ATC shall be notified as soon as possible 5.4.2.5.5 A 150km (80 NM) RNAV dis­
that such a change has been made. tance-based separation minimum with Mach number
technique may be used on same-direction tracks in
5.4.2.4.2 If it is not feasible, due to aircraft lieu of a 10-minute longitudinal separation minimum
performance, to maintain the last assigned Mach with Mach number technique, provided:
number during en-route climbs and descents, pilots
a. each aircraft reports its distance to or from the
of aircraft concerned shall advise ATC at the time of
same “on-track” way-point;
the climb/descent request.
b. separation between aircraft at the same level is
5.4.2.4.3 When the Mach number tech­ checked by obtaining simultaneous RNAV dis­
nique is applied and provided that: tance readings from the aircraft at frequent inter­
a. the aircraft concerned have reported over the vals to ensure that the minimum will not be in­
same reporting point and follow the same track fringed;
or continuously diverging tracks until some other c. separation between aircraft climbing or descend­
form of separation is provided; or ing is established by obtaining simultaneous
b. if the aircraft have not reported over the same re­ RNAV distance readings from the aircraft; and
porting point and it is possible to ensure, by ra­ d. in the case of aircraft climbing or descending,
dar or other means, that the appropriate time in­ one aircraft maintains a level while vertical sepa­
terval will exist at the common point from which ration does not exist.
they either follow the same track or continuously
diverging tracks; 5.4.2.5.6 When the 150km (80 NM) longitu­
dinal separation minimum with Mach number tech­
minimum longitudinal separation between turbo­ nique is applied, the preceding aircraft shall maintain
jet aircraft on the same track, whether in level, a true Mach number equal to or greater than that
climbing or descending flight shall be: maintained by the following aircraft.
1. 10 minutes; or
NOTE: To facilitate application of the procedure
2. between 9 and 5 minutes inclusive, provided
that: the preceding aircraft is maintaining a where a considerable change of level is involved, a
descending aircraft may be cleared to some conve­
true Mach number greater than the following
nient level above the lower aircraft, or a climbing air­
aircraft in accordance with the following ta­
craft to some convenient level below the higher air­
ble:
craft, to permit a further check on the separation that
– 9 minutes, if the preceding aircraft is will obtain while vertical separation does not exist.
Mach 0.02 faster than the following air­
craft; 5.4.2.5.7 Aircraft on Reciprocal Tracks. Air­
– 8 minutes, if the preceding aircraft is craft utilizing RNAV may be cleared to climb or de­
Mach 0.03 faster than the following air­ scend to or through the levels occupied by other air­
craft; craft utilizing RNAV provided it has been positively
established by simultaneous RNAV distance read­
– 7 minutes, if the preceding aircraft is ings to or from the same “on-track” waypoint that the
Mach 0.04 faster than the following air­ aircraft have passed each other and are at least
craft; 150km (80 NM) apart.

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410 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


5.4.2.6 Longitudinal Separation Minima 5.4.2.6.3 Longitudinal Distance-Based
Based on Distance Using RNAV Separation Minima in an RNP
Where RNP is Specified RNAV Environment Not Using
ADS
NOTE: Guidance material is contained in Attach­
ment B to Annex 11, the Manual on Required Navi­ 5.4.2.6.3.1 For aircraft cruising, climbing
gation Performance (RNP) (Doc 9613), the Air Traf­ or descending on the same track, the following sepa­
fic Services Planning Manual (Doc 9426), and the ration minimum may be used:
Manual on Airspace Planning Methodology for the
Determination of Separation Minima (Doc 9689).
(Reference ATC 551)
Separation RNP Communication Surveillance Distance Verification
minimum Type requirement Requirement Requirements

Direct controller-pilot Procedural position


93km (50 NM) 10 At least every 24 minutes
communications reports

NOTE: Where a considerable change of level is in­ 5.4.2.6.3.3 Where automated position re­
volved using distance-based separation, a descend­ porting applies, a common time reference shall be
ing aircraft may be cleared to some convenient level used.
above the lower aircraft, or a climbing aircraft to
5.4.2.6.3.4 Aircraft on reciprocal tracks.
some convenient level below the higher aircraft (e.g.
Aircraft may be cleared to climb or descend to or
1200m (4000 ft) or less) to permit a further check on
through the levels occupied by the other provided
the separation that will be maintained while vertical
that it has been positively established that the air­
separation does not exist.
craft have passed each other and the distance be­
5.4.6.2.3.2 During the application of the tween them is equal to at least the applicable sepa­
93km (50 NM) separation minimum, when an aircraft ration minimum.
fails to report its position, the controller shall take ac­ 5.4.2.6.4 Longitudinal Distance-Based
tion within 3 minutes to establish communication. If Separation Minima in an RNP
communication has not been established within 8
RNAV Environment Using ADS
minutes of the time the report should have been re­
ceived, the controller shall take action to apply an al­ 5.4.2.6.4.3 For aircraft cruising, climbing
ternative form of separation. or descending on the same track, the following sepa­
ration minima may be used:

Maximum ADS periodic reporting


Separation minima RNP type
interval

10 27 minutes
93km (50 NM)
4 32 minutes

55.5km (30 NM) 4 14 minutes

5.4.2.6.4.3.2 The communication sys­ provided shall be such that the conflict is resolved
tem provided to enable the application of the separa­ within a further 7 1/2 minutes.
tion minima in 5.4.2.6.4.3 shall allow a controller,
within 4 minutes, to intervene and resolve a potential 5.5 SEPARATION OF AIRCRAFT
conflict by contacting an aircraft using the normal HOLDING IN FLIGHT
means of communication. An alternative means
5.5.2 Except when lateral separation exists,
shall be available to allow the controller to intervene
vertical separation shall be applied between aircraft
and resolve the conflict within a total time of 10 min­
holding in flight and other aircraft, whether arriving,
utes, should the normal means of communication
departing or en route, whenever the other aircraft
fail.
concerned are within five minutes flying time of the
5.4.2.6.4.3.3 When an ADS periodic or holding area or within a distance prescribed by the
waypoint change event report is not received within appropriate authority. (See Figure 5-34.)
3 minutes of the time it should have been sent, the
report is considered overdue and the controller shall
take action to obtain the report as quickly as possi­
ble, normally by ADS or CPDLC. If a report is not re­
ceived within 6 minutes of the time the original report
should have been sent, and there is a possibility of
loss of separation with other aircraft, the controller
shall take action to resolve any potential conflict(s)
as soon as possible. The communication means

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24 FEB 06 AIR TRAFFIC CONTROL 411

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Figure 5-34. Separation Between Holding Aircraft and En Route Aircraft (see 5.5.2)

5.6 MINIMUM SEPARATION BETWEEN approach, provided that the take-off will be made
DEPARTING AIRCRAFT at least 3 minutes before the arriving aircraft is
estimated to be over the beginning of the instru­
5.6.1 One-minute separation is required if air­ ment runway.
craft are to fly on tracks diverging by at least 45 de­
5.7.1.2 If an arriving aircraft is making a
grees immediately after take-off so that lateral sepa­
straight-in approach, a departing aircraft may take
ration is provided (see Figure 5-35). This minimum
off:
may be reduced when aircraft are using parallel run­
ways or when the procedure in Chapter 6, 6.3.3.1, is a. in any direction until 5 minutes before the arriv­
adopted for operations on diverging runways which ing aircraft is estimated to be over the instrument
do not cross, provided instructions covering the pro­ runway;
cedure have been approved by the appropriate ATS b. in a direction which is different by at least 45 de­
authority and lateral separation is effected immedi­ grees from the reciprocal of the direction of ap­
ately after take-off. proach of the arriving aircraft:
5.6.2 Two minutes are required between 1. until 3 minutes before the arriving aircraft is
take-offs when the preceding aircraft is 74km/h (40 estimated to be over the beginning of the in­
kt) or more faster than the following aircraft and both strument runway, or
aircraft will follow the same track. 2. before the arriving aircraft crosses a desig­
5.6.3 Five-minute separation is required while nated fix on the approach track; the location
vertical separation does not exist if a departing air­ of such fix to be determined by the appropri­
craft will be flown through the level of a preceding ate ATS authority after consultation with the
departing aircraft and both aircraft propose to follow operators.
the same track. Action must be taken to ensure that
the five-minute separation will be maintained or in­
creased while vertical separation does not exist.
5.7 SEPARATION OF DEPARTING
AIRCRAFT FROM ARRIVING
AIRCRAFT
5.7.1 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:
5.7.1.1 If an arriving aircraft is making a com­
plete instrument approach, a departing aircraft may
take off:
a. in any direction until an arriving aircraft has start­
ed its procedure turn or base turn leading to final
approach;
b. in a direction which is different by at least 45 de­
grees from the reciprocal of the direction of ap­
proach after the arriving aircraft has started pro­
cedure turn or base turn leading to final

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5.9 CLEARANCES TO FLY 5.10.1.2 Essential traffic information shall be
MAINTAINING OWN SEPARATION given to controlled flights concerned whenever they
constitute essential traffic to each other.
WHILE IN VISUAL
METEOROLOGICAL CONDITIONS NOTE: This information will inevitably relate to con­
trolled flights cleared subject to maintaining own
NOTE 1: As indicated in this Section, the provision separation and remaining in visual meteorological
of vertical or horizontal separation by an air traffic conditions and also whenever the intended separa­
control unit is not applicable in respect of any speci­ tion minimum has been infringed.
fied portion of a flight cleared subject to maintaining
own separation and remaining in visual meteorologi­ 5.10.2 Information to Be Provided
cal conditions. It is for the flight so cleared to ensure, Essential traffic information shall include:
for the duration of the clearance, that it is not operat­
ed in such proximity to other flights as to create a a. direction of flight of aircraft concerned;
collision hazard. b. type and wake turbulence category (if relevant)
of aircraft concerned;
NOTE 2: It is axiomatic that a VFR flight must re­
c. cruising level of aircraft concerned; and
main in visual meteorological conditions at all times.
Accordingly, the issuance of a clearance to a VFR 1. estimated time over the reporting point near­
flight to fly subject to maintaining own separation est to where the level will be crossed; or
and remaining in visual meteorological conditions 2. relative bearing of the aircraft concerned in
has no other object than to signify that, for the dura­ terms of the 12-hour clock as well as dis­
tion of the clearance, the provision of separation by tance from the conflicting traffic; or
air traffic control is not entailed. 3. actual or estimated position of the aircraft
When so requested by an aircraft and provided it is concerned.
agreed by the pilot of the other aircraft and so autho­ 6 SEPARATION IN THE VICINITY OF
rized by the appropriate ATS authority, an ATC unit
may clear a controlled flight, including departing and AERODROMES
arriving flights, operating in airspace Classes D and
6.3 PROCEDURES FOR DEPARTING
E in visual meteorological conditions during the
hours of daylight to fly subject to maintaining own AIRCRAFT
separation to one other aircraft and remaining in vi­ 6.3.2 Standard Clearances for Departing
sual meteorological conditions. When a controlled
Aircraft
flight is so cleared, the following shall apply:
a. the clearance shall be for a specified portion of 6.3.2.1 General
the flight at or above 3050m (10,000 ft), during
The appropriate ATS authority should, wherever
climb or descent and subject to further restric­
possible, establish standardized procedures for
tions as and when prescribed on the basis of re­
transfer of control between the ATC units concerned,
gional air navigation agreements;
and standard clearances for departing aircraft.
b. if there is a possibility that flight under visual me­
teorological conditions may become impractica­ 6.3.2.3 Contents
ble, an IFR flight shall be provided with alterna­ Standard clearances for departing aircraft shall con­
tive instructions to be complied with in the event tain the following items:
that flight in visual meteorological conditions
(VMC) cannot be maintained for the term of the a. aircraft identification;
clearance; b. clearance limit, normally destination aerodrome;
c. the pilot of an IFR flight, on observing that condi­ c. designator of the assigned SID, if applicable;
tions are deteriorating and considering that oper­ d. initial level, except when this element is included
ation in VMC will become impossible, shall in­ in the SID description;
form ATC before entering instrument
e. allocated SSR code;
meteorological conditions (IMC) and shall pro­
ceed in accordance with the alternative instruc­ f. any other necessary instructions or information
tions given. not contained in the SID description, e.g. instruc­
tions relating to change of frequency.
NOTE: See also 5.10.1.2.
6.3.3 Departure Sequence
5.10 ESSENTIAL TRAFFIC INFORMATION 6.3.3.1 Departing aircraft may be expedited
5.10.1 General by suggesting a take-off direction which is not into
the wind. It is the responsibility of the pilot-in-com­
5.10.1.1 Essential traffic is that controlled traf­ mand of an aircraft to decide between making such
fic to which the provision of separation by ATC is ap­ a take-off or waiting for normal take-off in a preferred
plicable, but which, in relation to a particular con­ direction.
trolled flight is not, or will not be, separated from
other controlled traffic by the appropriate separation
minimum.

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6.5 PROCEDURES FOR ARRIVING well as the time of the outbound leg or the distances
AIRCRAFT between which to hold.
6.5.5.9 If an aircraft is unable to comply with
6.5.2 Standard Clearances for Arriving the published or cleared holding procedure, alterna­
Aircraft tive instructions shall be issued.
6.5.2.1 General 6.5.6 Approach Sequence
The appropriate ATS authority should, wherever 6.5.6.1 General
possible, establish standardized procedures for
transfer of control between the ATC units concerned The following procedures shall be applied whenever
and standard clearances for arriving aircraft. approaches are in progress:
6.5.2.3 Contents 6.5.6.1.1 The approach sequence shall be
established in a manner which will facilitate arrival of
Standard clearances for arriving aircraft shall con­ the maximum number of aircraft with the least aver­
tain the following items: age delay. Priority shall be given to:
a. aircraft identification; a. an aircraft which anticipates being compelled to
b. designator of the assigned STAR; land because of factors affecting the safe opera­
tion of the aircraft (engine failure, shortage of fu­
c. runway-in-use, except when part of the STAR
el, etc.);
description;
b. hospital aircraft or aircraft carrying any sick or
d. initial level, except when this element is included
seriously injured person requiring urgent medical
in the STAR description; and
attention.
e. any other necessary instructions or information
c. aircraft engaged in search and rescue opera­
not contained in the STAR description, e.g.
tions; and
change of communications.
d. other aircraft as may be determined by the ap­
6.5.3 Visual Approach propriate authority.
6.5.3.3 An IFR flight may be cleared to exe­
6.5.6.1.2 Succeeding aircraft shall be
cute a visual approach provided that the pilot can
cleared for approach:
maintain visual reference to the terrain and;
a. when the preceding aircraft has reported that it is
a. the reported ceiling is at or above the approved
able to complete its approach without encounter­
initial approach level for the aircraft so cleared;
ing instrument meteorological conditions; or
or
b. when the preceding aircraft is in communication
b. the pilot reports at the initial approach level or at
with and sighted by the aerodrome control tower
any time during the instrument approach proce­
and reasonable assurance exists that a normal
dure that the meteorological conditions are such
landing can be accomplished; or
that with reasonable assurance a visual ap­
proach and landing can be completed. c. when timed approaches are used, the preceding
aircraft has passed the defined point inbound
6.5.3.4 Separation shall be provided between and reasonable assurance exists that a normal
an aircraft cleared to execute a visual approach and landing can be accomplished;
other arriving and departing aircraft.
6.5.4 Instrument Approach NOTE: See 6.5.6.2.1 concerning timed approach
procedures.
6.5.4.1 The approach control unit shall speci­
fy the instrument approach procedure to be used by d. when the required longitudinal spacing between
arriving aircraft. A flight crew may request an alter­ succeeding aircraft, as observed by radar, has
native procedure and, if circumstances permit, been established.
should be cleared accordingly. 6.5.6.1.4 If the pilot of an aircraft in an ap­
6.5.4.3 If visual reference to terrain is estab­ proach sequence has indicated an intention to hold
lished before completion of the approach procedure, for weather improvement, or for other reasons, such
the entire procedure must nevertheless be executed action shall be approved. However, when other hold­
unless the aircraft requests and is cleared for a visu­ ing aircraft indicate intention to continue their ap­
al approach. proach-to-land, the pilot desiring to hold will be
cleared to an adjacent fix for holding awaiting weath­
6.5.5 Holding er change or re-routing. Alternatively, the aircraft
6.5.5.5 Holding and holding pattern entry should be given a clearance to place it at the top of
shall be accomplished in accordance with proce­ the approach sequence so that other holding aircraft
dures established by the appropriate ATS authority may be permitted to land. Coordination shall be ef­
and published in AIPs. If entry and holding proce­ fected with any adjacent ATC unit or control sector,
dures have not been published, or if the procedures when required, to avoid conflict with the traffic under
are not known to a flight crew, the appropriate air the jurisdiction of that unit or sector.
traffic control unit shall specify the designator of the
location or aid to be used, the inbound track, radial
or bearing, direction of turn in the holding pattern as

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414 AIR TRAFFIC CONTROL 24 FEB 06

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6.5.6.2 Sequencing and Spacing of d. changes in the operational status of visual and
Instrument Approaches non visual aids essential for approach and land­
ing.
6.5.6.2.1 Timed Approach Procedures
6.6.4 At the commencement of final approach,
6.5.6.2.1.1 Subject to approval by the ap­ the following information shall be transmitted to air­
propriate ATS authority, the following procedure craft:
should be utilized as necessary to expedite the ap­ a. significant changes in the mean surface wind di­
proaches of a number of arriving aircraft: rection and speed;
a. a suitable point on the approach path, which
shall be capable of being accurately determined NOTE: Significant changes are specified in An­
by the pilot, shall be specified, to serve as a nex 3, Chapter 4. However, if the controller pos­
check point in timing successive approaches; sesses wind information in the form of compo­
nents, the significant changes are:
b. aircraft shall be given a time at which to pass the
specified point inbound, which time shall be de­ – Mean head-wind component: 19km/h (10 kt)
termined with the aim of achieving the desired – Mean tail-wind component: 4km/h (2 kt)
interval between successive landings on the run­ – Mean cross-wind component: 9km/h (5 kt)
way while respecting the applicable separation
minima at all times, including the period of run­ b. the latest information, if any, on wind shear
way occupancy. and/or turbulence in the final approach area;
6.5.6.2.1.2 The time at which aircraft c. the current visibility representative of the direc­
should pass the specified point shall be determined tion of approach and landing or, when provided,
by the unit providing approach control service and the current runway visual range value(s) and the
notified to the aircraft sufficiently in advance to per­ trend.
mit the pilot to arrange the flight path accordingly. 6.6.5 During final approach, the following infor­
6.5.6.2.1.3 Each aircraft in the approach mation shall be transmitted without delay:
sequence shall be cleared to pass the specified a. the sudden occurrence of hazards (e.g. unautho­
point inbound at the previously notified time, or any rized traffic on the runway);
revision thereof, after the preceding aircraft has re­ b. significant variations in the current surface wind,
ported passing the point inbound. expressed in terms of minimum and maximum
6.6 INFORMATION FOR ARRIVING values;
AIRCRAFT c. significant changes in runway surface conditions;
d. changes in the operational status of required vi­
6.6.1 As early as practicable after an aircraft
sual or non-visual aids;
has established communication with the unit provid­
ing approach control service, the following elements e. changes in observed RVR value(s), in accor­
of information, in the order listed, shall be transmit­ dance with the reported scale in use, or changes
ted to the aircraft, with the exception of such ele­ in the visibility representative of the direction of
ments which it is known the aircraft has already re­ approach and landing.
ceived: 6.7 OPERATIONS ON PARALLEL OR
a. type of approach and runway-in-use NEAR-PARALLEL RUNWAYS
b. meteorological information, as follows:
6.7.2 Departing Aircraft
1. surface wind direction and speed, including
significant variations; 6.7.2.1 Types of Operation
2. visibility and, when applicable, runway visual Parallel runways may be used for independent in­
range (RVR); strument departures as follows:
3. present weather; a. both runways are used exclusively for departures
4. cloud below 1500m (5000 ft) or below the (independent departures);
highest minimum sector altitude, whichever b. one runway is used exclusively for departures
is greater; cumulonimbus; if the sky is ob­ while the other runway is used for a mixture of
scured, vertical visibility when available; arrivals and departures (semi-mixed operation);
5. air temperature; and
6. dew point temperature, inclusion determined c. both runways are used for mixed arrivals and de­
on the basis of a regional air navigation partures (mixed operation).
agreement;
6.7.2.2 Requirements and Procedures for
7. altimeter setting(s); Independent Parallel Departures
8. any available information on significant mete­
orological phenomena in the approach area; Independent IFR departures may be conducted from
and parallel runways provided:
9. trend-type landing forecast, when available. a. the runway centre lines are spaced by the dis­
tance specified in Annex 14, Volume I;
c. current runway surface conditions, in case of
precipitants or other temporary hazards; b. the departure tracks diverge by at least 15 de­
grees immediately after take-off;

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24 FEB 06 AIR TRAFFIC CONTROL 415

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c. suitable surveillance radar capable of identifica­ 1. aircraft do not penetrate the depicted NTZ;
tion of the aircraft within 2km (1.0 NM) from the and
end of the runway is available; and 2. the applicable minimum longitudinal separa­
d. ATS operational procedures ensure that the re­ tion between aircraft on the same ILS localiz­
quired track divergence is achieved. er course or MLS final approach track is
maintained; and
6.7.3 Arriving Aircraft
i. if no dedicated radio channels are available for
6.7.3.1 Types of Operations the radar controllers to control the aircraft until
landing:
6.7.3.1.1 Parallel runways may be used for
simultaneous instrument operations for: 1. transfer of communication of aircraft to the
respective aerodrome controller’s frequency
a. independent parallel approaches; or is effected before the higher of two aircraft on
b. dependent parallel approaches; or adjacent final approach tracks intercepts the
c. segregated parallel operations. ILS glide path or the specified MLS elevation
angle; and
6.7.3.2 Requirements and Procedures for
2. the radar controllers monitoring the ap­
Independent Parallel Approaches
proaches to each runway are provided with
6.7.3.2.1 Independent parallel approaches the capability to override transmissions of
may be conducted to parallel runways provided that: aerodrome control on the respective radio
channels for each arrival flow.
a. The runway centre lines are spaced by the dis­
tance specified in Annex 14, Volume I; and 6.7.3.2.2 As early as practicable after an
1. where runway centre lines are spaced by aircraft has established communication with ap­
less than 1310m but not less than 1035m, proach control, the aircraft shall be advised that in­
suitable secondary surveillance radar (SSR) dependent parallel approaches are in force. This in­
equipment, with a minimum azimuth accura­ formation may be provided through the ATIS
cy of 0.06 degrees (one sigma), an update broadcasts.
period of 2.5 seconds or less, and a high res­ 6.7.3.2.3 When vectoring to intercept the
olution display providing position prediction ILS localizer course or MLS final approach track, the
and deviation alert, is available; or final vector shall enable the aircraft to intercept the
2. where runway centre lines are spaced by ILS localizer course or MLS final approach track at
less than 1525m but not less than 1310m, an angle not greater than 30 degrees and to provide
SSR equipment with performance specifica­ at least 2km (1.0 NM) straight and level flight prior to
tions other than the foregoing may be ap­ ILS localizer course or MLS final approach track in­
plied, provided they are equal to or better tercept. The vector shall also enable the aircraft to
than those stated under 3. below, and when be established on the ILS localizer course or MLS fi­
it is determined that the safety of aircraft op­ nal approach track in level flight for at least 3.7km
eration would not be adversely affected; or (2.0 NM) prior to intercepting the ILS glide path or
3. where runway centre lines are spaced by specified MLS elevation angle.
1525m or more, suitable surveillance radar 6.7.3.2.4 A minimum of 300m (1000 ft) ver­
with a minimum azimuth accuracy of 0.3 de­ tical separation or, subject to radar system and radar
grees (one sigma) and an update period of 5 display capabilities, a minimum of 5.6km (3.0 NM)
seconds or less is available; radar separation shall be provided until aircraft are
b. Instrument landing system (ILS) and/or micro­ established:
wave landing system (MLS) approaches are be­ a. inbound on the ILS localizer course and/or MLS
ing conducted on both runways; final approach track; and
c. the missed approach track for one approach di­ b. within the normal operating zone (NOZ).
verges by at least 30 degrees from the missed
approach track of the adjacent approach; 6.7.3.2.5 Subject to radar and display sys­
tem capabilities, a minimum of 5.6km (3.0 NM) radar
d. an obstacle survey and evaluation is completed, separation shall be provided between aircraft on the
as appropriate, for the areas adjacent to the final same ILS localizer course or MLS final approach
approach segments; track unless increased longitudinal separation is re­
e. aircraft are advised of the runway identification quired due to wake turbulence or for other reasons.
and ILS localizer or MLS frequency as early as
6.7.3.2.6 When assigning the final heading
possible;
to intercept the ILS localizer course or MLS final ap­
f. radar vectoring is used to intercept the ILS local­ proach track, the runway shall be confirmed, and the
izer course or the MLS final approach track; aircraft shall be advised of:
g. a no-transgression zone (NTZ) at least 610m a. its position relative to a fix on the ILS localizer
(2000 ft) wide is established equidistant between course or MLS final approach track;
extended runway centre lines and is depicted on
b. the altitude to be maintained until established on
the radar display;
the ILS localizer course or MLS final approach
h. separate radar controllers monitor the approach­ track to the ILS glide path or specified MLS ele­
es to each runway and ensure that when the vation angle intercept point; and
300m (1000 ft) vertical separation is reduced:

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416 AIR TRAFFIC CONTROL 24 FEB 06

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c. if required, clearance for the appropriate ILS or a. 5.6km (3.0 NM) between aircraft on the same
MLS approach. ILS localizer course or MLS final approach track
unless increased longitudinal separation is re­
6.7.3.2.8 When an aircraft is observed to quired due to wake turbulence; and
overshoot the turn-on or to continue on a track which
will penetrate the NTZ, the aircraft shall be instruct­ b. 3.7km (2.0 NM) between successive aircraft on
ed to return immediately to the correct track. adjacent ILS localizer courses or MLS final ap­
proach tracks.
6.7.3.2.9 When an aircraft is observed pen­
etrating the NTZ, the aircraft on the adjacent ILS lo­ 6.7.3.5 Requirements and Procedures for
calizer course or MLS final approach track shall be Segregated Parallel Operations
instructed to immediately climb and turn to the as­ 6.7.3.5.1 Segregated parallel operations
signed altitude/height and heading in order to avoid may be conducted on parallel runways provided:
the deviating aircraft. Where parallel approach ob­
stacle assessment surfaces (PAOAS) criteria are ap­ a. the runway centre lines are spaced by the dis­
plied for the obstacle assessment, the air traffic con­ tance specified in Annex 14, Volume I; and
troller shall not issue the heading instruction to the b. the nominal departure track diverges immediate­
aircraft below 120m (400 ft) above the runway ly after take-off by at least 30 degrees from the
threshold elevation, and the heading instruction shall missed approach track of the adjacent approach
not exceed 45 degrees track difference with the ILS (see Figure 6-1 below).
localizer course or MLS final approach track.
6.7.3.5.2 The minimum distance between
6.7.3.2.10 Radar monitoring shall not be ter­ parallel runway centre lines for segregated parallel
minated until: operations may be decreased by 30m for each 150m
a. visual separation is applied, provided proce­ that the arrival runway is staggered toward the arriv­
dures ensure that both radar controllers are ad­ ing aircraft, to a minimum of 300m (see Figure 6-2)
vised whenever visual separation is applied; and should be increased by 30m for each 150m that
the arrival runway is staggered away from the arriv­
b. the aircraft has landed, or in the case of a ing aircraft (see Figure 6-3 below).
missed approach, is at least 2km (1.0 NM) be­
yond the departure end of the runway and ade­ 6.7.3.5.3 The following types of approach­
quate separation with any other traffic is estab­ es may be conducted in segregated parallel opera­
lished. tions provided suitable surveillance radar and the
appropriate ground facilities conform to the standard
NOTE: There is no requirement to advise the air­ necessary for the specific type of approach ap­
craft that radar monitoring is terminated. proach:
6.7.3.4 Requirements and Procedures for a. ILS and/or MLS precision;
Dependent Parallel Approaches b. surveillance radar approach (SRA) or precision
approach radar (PAR) approach; and
6.7.3.4.1 Dependent parallel approaches
may be conducted to parallel runways provided; c. visual approach.
a. the runway centre lines are spaced by the dis­
tance specified in Annex 14, Volume I;
b. the aircraft are radar vectored to intercept the fi­
nal approach track;
c. suitable surveillance radar with a minimum azi­
muth accuracy of 0.3 degrees (one sigma) and
update period of 5 seconds or less is available;
d. ILS and/or MLS approaches are being conduct­
ed on both runways;
e. aircraft are advised that approaches are in use
to both runways (this information may be provid­
ed through the ATIS);
f. the missed approach track for one approach di­
verges by at least 30 degrees from the missed
approach track of the adjacent approach; and
g. approach control has an override capability to
aerodrome control.
6.7.3.4.2 A minimum of 300m (1000 ft) ver­
tical separation or a minimum of 5.6km (3.0 NM) ra­
dar separation shall be provided between aircraft
during turn-on to parallel ILS localizer courses
and/or MLS final approach tracks.
6.7.3.4.3 The minimum radar separation to
be provided between aircraft established on the ILS
localizer course and/or MLS final approach track
shall be:

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24 FEB 06 AIR TRAFFIC CONTROL 417

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Figure 6-1. Segregated Parallel Operations (see 6.7.3.5.1. b.)

Figure 6-2. Segregated Parallel Operations where Runways are Staggered (see 6.7.3.5.2)

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418 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


Figure 6-3. Segregated Parallel Operations where Runways are Staggered (see 6.7.3.5.2)

7 PROCEDURES FOR AERODROME NOTE 1: Arriving aircraft executing an instrument


approach procedure will normally enter the traffic cir­
CONTROL SERVICE cuit on final except when visual manoeuvring to the
7.5 CONTROL OF AERODROME landing runway is required.
TRAFFIC NOTE 2: See Figure 7-1.
7.5.1 General 7.5.3 Traffic on the Manoeuvring Area
As the view from the flight deck of an aircraft is nor­ 7.5.3.1 Control of Taxiing Aircraft
mally restricted, the controller shall ensure that in­
structions and information which require the flight 7.5.3.1.3 Use of Runway-Holding Positions
crew to employ visual detection, recognition and ob­
7.5.3.1.3.1 Except as provided in
servation are phrased in a clear, concise and com­
7.5.3.1.3.2 or as prescribed by the appropriate ATS
plete manner.
authority, aircraft shall not be held closer to a run­
7.5.2 Designated Positions of Aircraft in the way-in-use than at a runway-holding position.
Aerodrome Traffic and Taxi Circuits
NOTE: Runway-holding position locations in relation
The following positions of aircraft in the traffic and to runways are specified in Annex 14, Volume I,
taxi circuits are the positions where the aircraft nor­ Chapter 5 and are published in the INTRODUCTION
mally receive aerodrome control tower clearances. Section.
The aircraft should be watched closely as they ap­
proach these positions so that proper clearances 7.5.3.1.3.2 Aircraft shall not be permitted
may be issued without delay. Where practicable, all to line up and hold on the approach end of a run­
clearances should be issued without waiting for the way-in-use whenever another aircraft is effecting a
aircraft to initiate the call. landing, until the landing aircraft has passed the
point of intended holding.
– Position 1. Aircraft initiates call to taxi for depart­
ing flight. Runway-in-use information and taxi NOTE: See Figure 7-2.
clearances given.
– Position 2. If there is conflicting traffic, the de­
parting aircraft will be held at this position. En­
gine run-up will, when required, normally be per­
formed here.
– Position 3. Take-off clearance is issued here, if
not practicable at position 2.
– Position 4. Clearance to land is issued here as
practicable.
– Position 5. Clearance to taxi to apron is issued
here.
– Position 6. Parking information issued here, if
necessary.

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24 FEB 06 AIR TRAFFIC CONTROL 419

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Figure 7-1. Designated Positions of Aircraft From an Aerodrome Control Tower Viewpoint (see 7.5.2)

Figure 7-2. Method of Holding Aircraft (see 7.5.3.1.3.2)

7.6 CONTROL OF TRAFFIC IN THE c. types/categories of aircraft involved.


TRAFFIC CIRCUIT 7.10.2 All applicable procedures related to the
application of reduced runway separation minima
7.6.3 Priority for Landing
shall be published in the Aeronautical Information
7.6.3.2 In cases of emergency it may be nec­ Publication as well as in local air traffic control in­
essary, in the interests of safety, for an aircraft to en­ structions. Controllers shall be provided with appro­
ter a traffic circuit and effect a landing without proper priate and adequate training in the use of the proce­
authorization. Controllers should recognize the pos­ dures.
sibilities of emergency action and render all assis­ 7.10.3 Reduced runway separation minima shall
tance possible. only be applied during the hours of daylight from 30
7.10 REDUCED RUNWAY SEPARATION minutes after local sunrise to 30 minutes before local
sunset.
MINIMA BETWEEN AIRCRAFT
USING THE SAME RUNWAY 7.10.4 For the purpose of reduced runway sepa­
ration, aircraft shall be classified as follows:
7.10.1 Provided that an appropriate, document­
a. Category 1 aircraft: single-engine propeller air­
ed safety assessment has shown that an acceptable
craft with a maximum certificated take-off mass
level of safety can be met, lower minima than those of 2000kg or less;
in 7.8.2 and 7.9.1 (not published herein) may be pre­
scribed by the appropriate ATS authority, after con­ b. Category 2 aircraft: single-engine propeller air­
sultation with the operators. The safety assessment craft with a maximum certificated take-off mass
shall be carried out for each runway for which the re­ of more than 2000kg but less than 7000kg; and
duced minima are intended, taking into account fac­ twin-engine propeller aircraft with a maximum
tors such as: certificated take-off mass of less than 7000kg;
a. runway length; c. Category 3 aircraft: all other aircraft.
b. aerodrome layout; and

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420 AIR TRAFFIC CONTROL 24 FEB 06

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7.10.5 Reduced runway separation minima shall ii. is airborne and has passed a point at
not apply between a departing aircraft and a preced­ least 2400m from the threshold of the
ing landing aircraft. runway;
7.10.6 Reduced runway separation minima shall b. departing aircraft:
be subject to the following conditions: 1. a Category 1 aircraft may be cleared for
a. wake turbulence separation minima shall be ap­ take-off when the preceding departing air­
plied; craft is a Category 1 or 2 aircraft which is air­
borne and has passed a point at least 600m
b. visibility shall be at least 5km and ceiling shall from the position of the succeeding aircraft;
not be lower than 300m (1000 ft);
2. a Category 2 aircraft may be cleared for
c. tail wind component shall not exceed 5kt; take-off when the preceding departing air­
d. there shall be available means, such as suitable craft is a Category 1 or 2 aircraft which is air­
landmarks, to assist the controller in assessing borne and has passed a point at least 1500m
the distances between aircraft. A surface surveil­ from the position of the succeeding aircraft;
lance system that provides the air traffic control­ and
ler with position information on aircraft may be 3. an aircraft may be cleared for take-off when a
utilized, provided that approval for operational preceding departing Category 3 aircraft is
use of such equipment includes a safety assess­ airborne and has passed a point at least
ment to ensure that all requisite operational and 2400m from the position of the succeeding
performance requirements are met; aircraft.
e. minimum separation continues to exist between
7.10.7.1 Consideration should be given to in­
two departing aircraft immediately after take-off
creased separation between high performance sin­
of the second aircraft;
gle-engine aircraft and preceding Category 1 or 2
f. traffic information shall be provided to the flight aircraft.
crew of the succeeding aircraft concerned; and
7.11 PROCEDURES FOR LOW VISIBILITY
g. the braking action shall not be adversely affected
by runway contaminants such as ice, slush, OPERATIONS
snow, water, etc. 7.11.2 Procedures for Control of Aerodrome
7.10.7 Reduced runway separation minima Traffic When Category II/III
which may be applied at an aerodrome shall be de­ Approaches Are in Use
termined for each separate runway. The separation
to be applied shall in no case be less than the follow­ 7.11.2.1 The appropriate ATS authority shall
ing minima: establish provisions applicable to the start and con­
tinuation of precision approach category II/III opera­
a. landing aircraft:
tions as well as departure operations in RVR condi­
1. a succeeding landing Category I aircraft may tions less than a value of 550m.
cross the runway threshold when the preced­
ing aircraft is a Category 1 or 2 aircraft which 7.11.3 Low visibility operations shall be initiated
either: by or through the aerodrome control tower.
i. has landed and passed a point at least 7.11.4 The aerodrome control tower shall inform
600m from the threshold of the runway, is the approach control unit concerned when proce­
in motion and will vacate the runway with­ dures for precision approach category II/III and low
out back-tracking; or visibility operations will be applied and also when
such procedures are no longer in force.
ii. is airborne and has passed a point at
least 600m from the threshold of the run­ 7.11.5 Provisions regarding low visibility opera­
way; tions should specify;
2. a succeeding landing Category 2 aircraft a. the RVR value(s) at which the low visibility oper­
may cross the runway threshold when the ations procedures shall be implemented;
preceding aircraft is a Category 1 or 2 aircraft b. the minimum ILS/MLS equipment requirements
which either: for category II/III operations;
i. has landed and has passed a point at c. other facilities and aids required for category II/III
least 1500m from the threshold of the operations, including aeronautical ground lights,
runway, is in motion and will vacate the which shall be monitored for normal operation;
runway without backtracking; or
d. the criteria for and the circumstances under
ii. is airborne and has passed a point at which downgrading of the ILS/MLS equipment
least 1500m from the threshold of the from category II/III operations capability shall be
runway; made;
3. a succeeding landing aircraft may cross the e. the requirement to report any relevant equipment
runway threshold when a preceding Catego­ failure and degradation, without delay, to the
ry 3 aircraft: flight crews concerned, the approach control
i. has landed and has passed a point at unit, and any other appropriate organization;
least 2400m from the threshold of the
runway, is in motion and will vacate the
runway without backtracking; or

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24 FEB 06 AIR TRAFFIC CONTROL 421

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f. special procedures for the control of traffic on the information. All label information shall be presented
manoeuvring area, including; in a clear and concise manner.
1. the runway-holding positions to be used; 8.2.8 Radar labels shall be associated with
2. the minimum distance between an arriving their radar position indications in a manner preclud­
and a departing aircraft to ensure protection ing erroneous identification by or confusion on the
of the sensitive and critical areas; part of the controller.
3. procedures to verify that aircraft and vehicles 8.5 USE OF SSR TRANSPONDERS
have vacated the runway;
8.5.1 To ensure the safe and efficient use of
4. procedures applicable to the separation of SSR, pilots and controllers shall strictly adhere to
aircraft and vehicles; published operating procedures. Standard radiotele­
g. applicable spacing between successive ap­ phony phraseology shall be used and the correct
proaching aircraft; setting of transponder codes shall be ensured at all
h. action(s) to be taken in the event low visibility op­ times.
erations need to be discontinued, e.g. due to 8.5.2 SSR Code Management
equipment failures; and
8.5.2.1 Codes 7700, 7600 and 7500 shall be
i. any other relevant procedures or requirements.
reserved internationally for use by pilots encounter­
NOTE: Further information regarding the require­ ing a state of emergency, radio communication fail­
ments for low visibility operations can be found in the ure or unlawful interference, respectively.
Air Traffic Services Planning Manual (Doc 9426) and 8.5.2.2 SSR Codes are to be allocated and
the All Weather Operations Manual (Doc 9365). assigned in accordance with the following principles.
8 RADAR SERVICES 8.5.2.2.1 Codes should be allocated to
States or areas in accordance with regional air navi­
8.2 PRESENTATION OF RADAR gation agreements, taking into account overlapping
INFORMATION radar coverage over adjacent airspaces.

8.2.1 Radar-derived information available for 8.5.2.2.2 The appropriate ATS authority
display to the controller shall, as a minimum, include shall establish a plan and procedures for the alloca­
radar position indications, radar map information tion of codes to ATS units.
and, when available, information from SSR Mode A, 8.5.2.2.3 The plan and procedures should
Mode C and Mode S. be compatible with those practised in adjacent
8.2.2 The radar system shall provide for a con­ States.
tinuously updated presentation of radar-derived in­ 8.5.2.2.4 The allocation of a code should
formation, including radar position indications. preclude the use of this code for any other function
8.2.3 Radar position indications may be dis­ within the area of coverage of the same SSR for a
played as: prescribed time period.
a. radar position symbols (RPS) including: 8.5.2.2.5 To reduce pilot and controller
workload and the need for controller/pilot communi­
1. PSR symbols;
cations, the number of code changes required of the
2. SSR symbols; and pilot should be kept to the minimum.
3. combined PSR/SSR symbols; 8.5.2.2.6 Codes shall be assigned to air­
b. PSR blips; craft in accordance with the plan and procedures
c. SSR responses. laid down by the appropriate ATS authority.
8.2.4 When applicable, distinct symbols should 8.5.2.2.7 Where there is a need for individ­
be used for presentation of: ual aircraft identification, each aircraft shall be as­
signed a discrete code which should, whenever pos­
a. unintentionally duplicated SSR codes;
sible, be retained throughout the flight.
b. predicted positions for a non-updated track; and
8.5.2.3 SSR Codes shall be reserved, as
c. plot and track data. necessary, for exclusive use by medical aircraft op­
8.2.5 Reserved SSR codes, including 7500, erating in areas of international armed conflict. SSR
7600 and 7700, operation of IDENT, safety-related Codes shall be allocated by ICAO through its Re­
alerts and warnings as well as information related to gional Offices in coordination with States concerned
automated coordination shall be presented in a clear and should be assigned to aircraft for use within the
and distinct manner, providing for ease of recogni­ area of conflict.
tion.
NOTE: The term “medical aircraft” refers to aircraft
8.2.6 Radar labels should be used to provide, protected under the Geneva Conventions of 1949
in alphanumeric form, SSR-derived as well as other and under the Protocol Additional to the Geneva
information which may be available. Conventions of 12 August 1949, and relating to the
8.2.7 Radar label information shall as a mini­ protection of victims of international armed conflicts
mum include the SSR code transmitted by an air­ (Protocol I).
craft or, when code/call sign conversion is effected,
aircraft identification, and SSR Mode C-derived level

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422 AIR TRAFFIC CONTROL 24 FEB 06

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9 FLIGHT INFORMATION SERVICE 9.1.3.2 Transmission of Special
AND ALERTING SERVICE Air-Reports, SIGMET and AIRMET
Information
9.1 FLIGHT INFORMATION SERVICE
9.1.3.2.1 Appropriate SIGMET and
9.1.1 Recording and Transmission of AIRMET information, as well as special air-reports
Information on the Progress of Flights which have not been used for the preparation of a
SIGMET, shall be disseminated to aircraft by one or
Information on the actual progress of flights, includ­ more of the means specified in 9.1.3.1.1 above as
ing those of heavy or medium unmanned free bal­ determined on the basis of regional air navigation
loons, under neither air traffic control service nor air agreements. Special air-reports shall be disseminat­
traffic advisory service shall be: ed to aircraft for a period of 60 minutes after their is­
a. recorded by the air traffic services unit serving suance.
the flight information region within which the air­ 9.1.3.2.2 The special air-report, SIGMET
craft is flying in such a manner that it is available and AIRMET information to be passed to aircraft on
for reference and in case it is requested for ground initiative should cover a portion of the route
search and rescue action; up to one hour’s flying time ahead of the aircraft ex­
b. transmitted by the air traffic services unit receiv­ cept when another period has been determined on
ing the information to other air traffic services the basis of regional air navigation agreements.
units concerned, when so required in accor­
9.1.3.3 Transmission of Information
dance with Chapter 10, 10.2.2 (not published
herein). Concerning Volcanic Activity

9.1.2 Transfer of Responsibility for the Information concerning pre-eruption volcanic activi­
Provision of Flight Information Service ty, volcanic eruptions and volcanic ash clouds shall
be disseminated to aircraft by one or more of the
The responsibility for the provision of flight informa­ means specified in 9.1.3.1.1 above as determined
tion service to a flight normally passes from the ap­ on the basis of regional air navigation agreements.
propriate ATS unit in an FIR to the appropriate ATS
9.1.3.4 Transmission of Information
unit in the adjacent FIR at the time of crossing the
common FIR boundary. However, when coordination Concerning Radioactive Materials
is required in accordance with Chapter 8, 8.2.1, but and Toxic Chemical Clouds
communication facilities are inadequate, the former Information on the release into the atmosphere of ra­
ATS unit shall, as far as practicable, continue to pro­ dioactive materials or toxic chemicals which could
vide flight information service to the flight until it has affect airspace within the area of responsibility of the
established two-way communication with the appro­ ATS unit shall be transmitted to aircraft by one or
priate ATS unit in the FIR it is entering. more of the means specified in 9.1.3.1.1 above.
9.1.3 Transmission of Information 9.1.3.5 Transmission of SPECI and
9.1.3.1 Means of Transmission Amended TAF

9.1.3.1.1 Except as provided in 9.1.3.2.1, 9.1.3.5.1 Special reports in the SPECI


information shall be disseminated to aircraft by one code form and amended TAF shall be transmitted on
or more of the following means as determined by the request and supplemented by:
appropriate ATS authority: a. directed transmission from the appropriate air
a. the preferred method of directed transmission on traffic services unit of selected special reports
the initiative of the appropriate ATS unit to an air­ and amended TAF for the departure, destination
craft, ensuring that receipt is acknowledged; or and its alternate aerodromes, as listed in the
b. a general call, unacknowledged transmission to flight plan; or
all aircraft concerned; or b. a general call on appropriate frequencies for the
c. broadcast; or unacknowledged transmission to affected aircraft
of selected special reports and amended TAF; or
d. data link.
c. continuous or frequent broadcast or the use of
NOTE: It should be recognized that in certain cir­ data link to make available current METAR and
cumstances; e.g., during the last stages of a final TAF in areas determined on the basis of regional
approach, it may be impracticable for aircraft to air navigation agreements where traffic conges­
acknowledge directed transmissions. tion dictates. VOLMET broadcasts and/or
D-VOLMET should be used to serve this pur­
9.1.3.1.2 The use of general calls shall be pose (see Annex 11, 4.4).
limited to cases where it is necessary to disseminate
essential information to several aircraft without de­
lay; e.g., the sudden occurrence of hazards, a
change of the runway-in-use, or the failure of a key
approach and landing aid.

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24 FEB 06 AIR TRAFFIC CONTROL 423

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9.1.3.6 Transmission of Information on concerned available to the unit providing air traffic
Heavy or Medium Unmanned Free advisory service may be incomplete. To make this
Balloons quite clear, air traffic advisory service does not deliv­
er “clearances” but only “advisory information” and it
Appropriate information on heavy or medium un­ uses the words “advise” or “suggest” when a course
manned free balloons shall be disseminated to air­ of action is proposed to an aircraft.
craft by one or more of the means specified in
9.1.3.1.1 above. NOTE: See 9.1.4.2.2.

9.1.3.7 Transmission of Information to 9.1.4.2 Aircraft


Supersonic Aircraft
9.1.4.2.1 Aircraft Using the Air Traffic
The following information shall be available at appro­ Advisory Service
priate ACC’s or flight information centres for aero­
dromes determined on the basis of regional air navi­ IFR flights electing to use or required by the appro­
gation agreements and shall be transmitted on priate ATS authority on the basis of regional air navi­
request to supersonic aircraft prior to commence­ gation agreements to use the air traffic advisory ser­
ment of deceleration/descent from supersonic vice when operating within Class “F” airspace are
cruise: expected to comply with the same procedures as
those applying to controlled flights except that:
a. current meteorological reports and forecasts, ex­
cept that where communications difficulties are a. the flight plan and changes thereto are not sub­
encountered under conditions of poor propaga­ jected to a clearance, since the unit furnishing air
tion, the elements transmitted may be limited to: traffic advisory service will only provide advice
on the presence of essential traffic or sugges­
1. mean surface wind, direction and speed (in­ tions as to a possible course of action;
cluding gusts);
b. it is for the aircraft to decide whether or not it will
2. visibility or runway visual range; comply with the advice or suggestion received
3. amount and height of base of low clouds; and to inform the unit providing air traffic adviso­
4. other significant information; ry service, without delay, of its decision;
5. if appropriate, information regarding expect­ c. air-ground contacts shall be made with the air
ed changes; traffic services unit designated to provide air traf­
fic advisory service within the advisory airspace
b. operationally significant information on the status or portion thereof.
of facilities relating to the runway in use, includ­
ing the precision approach category in the event NOTE: See Chapter 4, 4.4.2, for procedures
that the lowest approach category promulgated governing submission of a flight plan.
for the runway is not available;
9.1.4.2.2 Aircraft Not Using the Air Traffic
c. sufficient information on the runway surface con­
ditions to permit assessment of the runway brak­ Advisory Service
ing action. 9.1.4.2.2.1 Aircraft wishing to conduct
9.1.4 Air Traffic Advisory Service IFR flights within advisory airspace, but not electing
to use the air traffic advisory service, shall neverthe­
9.1.4.1 Objective and Basic Principles less submit a flight plan, and notify changes made
thereto to the unit providing that service.
9.1.4.1.1 The objective of the air traffic ad­
visory service is to make information on collision NOTE: See Chapter 4, 4.4.2, for procedures govern­
hazards more effective than it would be in the mere ing submission of a flight plan.
provision of flight information service. It may be pro­
vided to aircraft conducting IFR flights in advisory 9.1.4.2.2.2 IFR flights intending to cross
airspace or on advisory routes (Class “F” airspace). an advisory route should do so as nearly as possible
Such areas or routes will be specified by the State at an angle of 90 degrees to the direction of the
concerned. route and at a level, appropriate to its track, selected
from the table of cruising levels prescribed for use by
9.1.4.1.2 Taking into account the consider­
IFR flights operating outside controlled airspace.
ation detailed in 2.4 of Annex 11, air traffic advisory
service should only be implemented where the air
traffic services are inadequate for the provision of air
traffic control, and the limited advice on collision
hazards otherwise provided by flight information ser­
vice will not meet the requirement. Where air traffic
advisory service is implemented, this should be con­
sidered normally as a temporary measure only until
such time as it can be replaced by air traffic control
service.
9.1.4.1.3 Air traffic advisory service does
not afford the degree of safety and cannot assume
the same responsibilities as air traffic control service
in respect of the avoidance of collisions, since infor­
mation regarding the disposition of traffic in the area

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424 AIR TRAFFIC CONTROL 24 FEB 06

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9.1.4.3 Air Traffic Services Units craft is flying, otherwise to another aeronautical tele­
communication station to be retransmitted as re­
NOTE: The efficiency of air traffic advisory service quired to the air traffic services unit in charge of the
will depend largely on the procedures and practices FIR).
in use. Its establishment in line with the organization,
9.2.1.4 It may be advisable, in case of a SAR
procedures and equipment of area control service,
operation of a substantial duration, to promulgate by
taking into account the basic differences of the two
NOTAM the lateral and vertical limits of the area of
services, as indicated in 9.1.4.2.1.1, will help to en­
SAR action, and to warn aircraft not engaged in ac­
sure a high degree of efficiency and promote unifor­
tual SAR operations and not controlled by air traffic
mity in the various provisions of air traffic advisory
control to avoid such areas unless otherwise autho­
service. For example, exchange of information by
rized by the appropriate ATS unit.
the units concerned on the progress of an aircraft
from one advisory area into an adjacent control area 9.2.2 Air Traffic Services Units
or terminal control area, and vice versa, will help to
relieve pilots from repeating details of their flight 9.2.2.1 When no report from an aircraft has
plans already filed; also, use of standard air traffic been received within a reasonable period of time
control phraseology, preceded by the word “suggest” (which may be a specified interval prescribed on the
or “advise”, will facilitate the pilot’s understanding of basis of regional air navigation agreements) after a
air traffic advisory service intelligence. scheduled or expected reporting time, the ATS unit
shall, within the stipulated period of thirty minutes,
9.1.4.3.1 An air traffic services unit provid­ endeavor to obtain such report in order to be in a po­
ing air traffic advisory service shall: sition to apply the provisions relevant to the “Uncer­
tainty Phase” (Annex 11, 5.2.1 refers) should cir­
9.1.4.3.1.1 Advise the aircraft to depart at cumstances warrant such application.
the time specified and to cruise at the levels indicat­
ed in the flight plan if it does not foresee any conflict 9.2.2.2 When alerting service is required in
with other known traffic. respect of a flight operated through more than one
FIR or control area, and when the position of the air­
9.1.4.3.1.2 Suggest to aircraft a course of craft is in doubt, responsibility for coordinating such
action by which a potential hazard may by avoided, service shall rest with the ATS unit of the FIR or con­
giving priority to an aircraft already in advisory air­ trol area:
space over other aircraft desiring to enter such advi­
sory airspace. a. within which the aircraft was flying at the time of
last air-ground radio contact;
9.1.4.3.1.3 Pass to aircraft traffic informa­
b. that the aircraft was about to enter when last
tion comprising the same information as that pre­
air-ground contact was established at or close to
scribed for area control service.
the boundary of two FIRs or control areas;
9.2 ALERTING SERVICE c. within which the aircraft’s intermediate stop or fi­
nal destination point is located:
9.2.1 Aircraft
1. if the aircraft was not equipped with suitable
NOTE: Whenever applied, the procedures for the two-way radio communications equipment;
provision of air traffic control service or air traffic ad­ or
visory service take the place of the following proce­ 2. was not under obligation to transmit position
dures, except when relevant procedures do not call reports.
for more than hourly position reports, in which case
the Operations Normal procedure applies. 9.2.2.3 The unit responsible for alerting ser­
vice in accordance with 9.2.2.2, shall:
9.2.1.1 When so required by the appropriate – notify units providing alerting service in other af­
ATS to facilitate the provision of alerting and search fected FIRs or control areas of the emergency
and rescue services, an aircraft, prior to and when phase or phases, in addition to notifying the res­
operating within or into designated areas or along cue coordination centre associated with it;
designated routes, shall comply with the provisions
detailed in Annex 2, Chapter 3, concerning the sub­ – request those units to assist in the search for any
mission, completion, changing and closing of a flight useful information pertaining to the aircraft pre­
plan. sumed to be in an emergency, by all appropriate
means and especially those indicated in 5.3 of
9.2.1.2 In addition to the above, aircraft Annex 11 (Use of Communication Facilities);
equipped with suitable two-way radio communication
– collect the information gathered during each
shall report during the period twenty to forty minutes
phase of the emergency and, after verifying it as
following the time of last contact, whatever the pur­
necessary, transmit it to the rescue coordination
pose of such contact, merely to indicate that the
centre;
flight is progressing according to plan, such report to
comprise identification of the aircraft and the words – announce the termination of the state of emer­
“Operations normal” or the signal QRU. gency as circumstances dictate.
9.2.1.3 The “Operations normal” message
shall be transmitted air-ground to an appropriate air
traffic services unit (e.g., normally to the aeronauti­
cal telecommunication station serving the air traffic
services unit in charge of the FIR in which the air­

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24 FEB 06 AIR TRAFFIC CONTROL 425

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12 PHRASEOLOGIES a. identification;
b. the condition;
12.2 GENERAL
c. the clearance; and.
12.2.1 Most phraseologies contained in Section d. brief reiteration of the condition,
12.3 of this Chapter show the text of a complete
message without call signs. They are not intended to For Example: “SAS 941, BEHIND DC9 ON SHORT
be exhaustive, and when circumstances differ, pilots, FINAL, LINE UP BEHIND”.
ATS personnel and other ground personnel will be NOTE: This implies the need for the aircraft receiv­
expected to use plain language which should be as ing the conditional clearance to identify the aircraft
clear and concise as possible, to the level specified or vehicle causing the conditional clearance.
in the ICAO language proficiency requirements con­
tained in Annex 1—Personnel Licensing (not pub­ 12.2.8 The phraseology in Section 12.3 does not
lished herein), in order to avoid possible confusion include phrases and regular radiotelephony proce­
by those persons using a language other than one of dure words contained in Annex 10, Volume II.
their national languages.
12.2.9 Words in parentheses indicate that spe­
12.2.2 The phraseologies are grouped accord­ cific information, such as a level, a place or a time,
ing to types of air traffic service for convenience of etc., must be inserted to complete the phrase, or al­
reference. However, users shall be familiar with, and ternatively that optional phrases may be used.
use as necessary, phraseologies from groups other Words in square parentheses indicate optional addi­
than those referring specifically to the type of air traf­ tional words or information that may be necessary in
fic service being provided. All phraseologies shall be specific instances.
used in conjunction with call signs (aircraft, ground
vehicle, ATC or other) as appropriate. In order that 12.2.10 Examples of the application of the
the phraseologies listed should be readily discern­ phraseologies may be found in the Manual of Radio­
ible in Section 12.3, call signs have been omitted. telephony (Doc 9432).
Provisions for the compilation of RTF messages, call
signs and procedures are contained in Annex 10,
Volume II, Chapter 5.

NOTE: Extracts from paragraph 5.2 “Radiotelephony


Procedures” are published as Appendix A at the end
of this chapter.

12.2.3 Section 12.3 includes phrases for use by


pilots, ATS personnel and other ground personnel.
12.2.4 During operations in or vertical transit
through reduced vertical separation minimum
(RVSM) airspace with aircraft not approved for
RVSM operations, pilots shall report non-approved
status in accordance with 12.3.1.12 c) as follows:
a. at initial call on any channel within RVSM air­
space;
b. in all requests for level changes; and
c. in all read-backs of level clearances.
12.2.5 Air traffic controllers shall explicitly ac­
knowledge receipt of messages from aircraft report­
ing RVSM non-approved status.
12.2.6 Phraseologies for the movement of vehi­
cles, other than tow-tractors, on the manoeuvring
area shall be the same as those used for the move­
ment of aircraft, with the exception of taxi instruc­
tions, in which case the word “PROCEED” shall be
substituted for the word “TAXI” when communicating
with vehicles.
12.2.7 Conditional phrases, such as “behind
landing aircraft” or “after departing aircraft”, shall not
be used for movements affecting the active run­
way(s), except when the aircraft or vehicles con­
cerned are seen by the appropriate controller and pi­
lot. The aircraft or vehicle causing the condition in
the clearance issued shall be the first aircraft/vehicle
to pass in front of the other aircraft concerned. In all
cases a conditional clearance shall be given in the
following order and consist of:

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426 AIR TRAFFIC CONTROL 24 FEB 06

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12.3 PHRASEOLOGIES
12.3.1 General
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

12.3.1.1 Description of Levels [subsequently a. FLIGHT LEVEL (number); or


referred to as “(level)”] b. (number) METRES; or
c. (number) FEET.

12.3.1.2 Level Changes, Reports and Rates

. . . instruction that a climb (or descent) to a a. CLIMB (or DESCEND); followed as


level within the vertical range defined is to necessary by:
commence 1. TO (level);
2. TO AND MAINTAIN BLOCK (level) TO
(level);
3. TO REACH (level) AT (or BY) (time or
significant point);
4. REPORT LEAVING (or REACHING,
or PASSING) (level);
5. AT (number) METRES PER SECOND
(or FEET PER MINUTE) [OR
GREATER (or OR LESS)];
6. REPORT STARTING
ACCELERATION (or
. . . for SST aircraft only DECELERATION).

b. MAINTAIN AT LEAST (number) METRES


(or FEET) ABOVE (or BELOW) (aircraft
call sign);
c. REQUEST LEVEL (or FLIGHT LEVEL or
ALTITUDE) CHANGE FROM (name of
unit) AT (time or significant point);
d. STOP CLIMB (or DESCENT) AT (level);
e. CONTINUE CLIMB (or DESCENT) TO
(level);
f. EXPEDITE CLIMB (or DESCENT) [UNTIL
PASSING (level)];
g. WHEN READY CLIMB (or DESCEND) TO
(level);
h. EXPECT CLIMB (or DESCENT) AT (time
or significant point);
i. REQUEST DESCENT AT (time);

. . . to require action at a specific time or j. IMMEDIATELY;


place k. AFTER PASSING (significant point);
l. AT (time or significant point);

. . . to require action when convenient m. WHEN READY (instruction);

. . . to require an aircraft to climb or descend n. MAINTAIN OWN SEPARATION AND


maintaining own separation and VMC VMC [FROM (level)] [TO (level)];
o. MAINTAIN OWN SEPARATION AND
VMC ABOVE (or BELOW, or TO) (level);

. . . when there is doubt that an aircraft can p. IF UNABLE (alternative instructions) AND
comply with a clearance or instruction ADVISE;

. . . when a pilot is unable to comply with a q. UNABLE;


clearance or instruction

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

. . . after modifying vertical speed to comply r. TCAS CLIMB (or DESCENT);


with an ACAS resolution advisory (pilot and s. (acknowledgment);
controller interchange)

. . . after ACAS “Clear of Conflict” is t. RETURNING TO (assigned clearance);


annunciated (pilot and controller u. (acknowledgment) (or alternative
interchange) instructions);

. . . after the response to an ACAS v. TCAS CLIMB (orDESCENT),


resolution advisory is completed (pilot and RETURNING TO (assigned clearance);
controller interchange) w. (acknowledgment) (or alternative
instructions);

. . . after returning to clearance after x. TCAS CLIMB (or DESCENT),


responding to an ACAS resolution advisory COMPLETED (assigned clearance)
(pilot / controller interchange) RESUMED;
y. (acknowledgment) (or alternative
instructions);

. . . when unable to comply with a clearance z. UNABLE, TCAS RESOLUTION


because of an ACAS resolution advisory ADVISORY;
(pilot / controller interchange) aa. (acknowledgment);

12.3.1.3 Transfer of Control and/or Frequency a. CONTACT (unit call sign) (frequency)
Change [NOW];
b. AT (or OVER) (time or place) [or WHEN]
[PASSING/LEAVING/REACHING (level)]
CONTACT (unit call sign) (frequency);
c. IF NO CONTACT (instructions);

NOTE: An aircraft may be requested to d. STAND-BY (frequency) FOR (unit call


“STAND BY” on a frequency when it is sign);
intended that the ATS unit will initiate e. REQUEST CHANGE TO (frequency);
communications soon and to “MONITOR” a
frequency when information is being f. FREQUENCY CHANGE APPROVED;
broadcast thereon. g. MONITOR (unit call sign) (frequency);
h. MONITORING (frequency);
i. WHEN READY CONTACT (unit call sign)
(frequency);
j. REMAIN THIS FREQUENCY.

12.3.1.4 8.33 kHz Channel Spacing

NOTE: In this paragraph, the term “point” is


used only in the context of naming the 8.33
kHz channel spacing concept and does not
constitute any change to existing ICAO
provisions or phraseology regarding the
use of the term “decimal.”

. . . to request confirmation of 8.33 kHz a. CONFIRM EIGHT POINT THREE


capability THREE;

. . . to indicate 8.33 kHz capability b. AFFIRM EIGHT POINT THREE THREE;

. . . to indicate lack of 8.33 kHz capability c. NEGATIVE EIGHT POINT THREE


THREE;

. . . to request UHF capability d. CONFIRM UHF;

. . . to indicate UHF capability e. AFFIRM UHF;

. . . to indicate lack of UHF capability f. NEGATIVE UHF;

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428 AIR TRAFFIC CONTROL 24 FEB 06

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

. . . to request status in respect of 8.33 kHz g. CONFIRM EIGHT POINT THREE THREE
exemption EXEMPTED;

. . . to indicate 8.33 kHz exempted status h. AFFIRM EIGHT POINT THREE THREE
EXEMPTED;

. . . to indicate 8.33 kHz non-exempted i. NEGATIVE EIGHT POINT THREE


status THREE EXEMPTED.

. . . to indicate that a certain clearance is j. DUE EIGHT POINT THREE THREE


given because otherwise a non-equipped REQUIREMENT.
and/or non-exempted aircraft would enter
airspace of mandatory carriage

12.3.1.5 Change of Call Sign

. . . to instruct an aircraft to change its type a. CHANGE YOUR CALL SIGN TO (new call
of call sign sign) [UNTIL FURTHER ADVISED];

. . . to advise an aircraft to revert to the call b. REVERT TO FLIGHT PLAN CALL SIGN
sign indicated in the flight plan (call sign) [AT (significant point)].

12.3.1.6 Traffic Information

. . . to pass traffic information a. TRAFFIC (information);


b. NO REPORTED TRAFFIC;

. . . to acknowledge traffic information c. LOOKING OUT;


d. TRAFFIC IN SIGHT;
e. NEGATIVE CONTACT [reasons];
f. [ADDITIONAL] TRAFFIC (direction)
BOUND (type of aircraft) (level)
ESTIMATED (or OVER) (significant point)
AT (time);
g. TRAFFIC IS (classification) UNMANNED
FREE BALLOON(S) WAS [or
ESTIMATED] OVER (place) AT (time)
REPORTED (level(s)) [or LEVEL
UNKNOWN] MOVING (direction) (other
pertinent information, if any).

12.3.1.7 Meteorological Conditions a. [SURFACE] WIND (number) DEGREES


(speed) (units);
b. WIND AT (level) (number) DEGREES
(number) KILOMETRES PER HOUR (or
KNOTS);

NOTE: Wind is always expressed by


giving the mean direction and speed and
any significant variations thereof.

c. VISIBILITY (distance) (units) [direction];


d. RUNWAY VISUAL RANGE (or RVR)
[RUNWAY (number)] (distance) (units);
e. RUNWAY VISUAL RANGE (or RVR)
[RUNWAY (number)] NOT AVAILABLE (or
NOT REPORTED);

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24 FEB 06 AIR TRAFFIC CONTROL 429

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

. . . for multiple RVR observations f. RUNWAY VISUAL RANGE (or RVR)


[RUNWAY (number)] (first position)
(distance) (units), (second position)
(distance) (units), (third position)
(distance) (units);

NOTE 1: Multiple RVR observations are


always representative of the touchdown
zone, midpoint zone and the roll-out / stop
end zone respectively.
NOTE 2: Where reports for three locations
are given, the indication of these locations
may be omitted, provided that the reports
are passed in the order of touchdown
zone, followed by the midpoint zone and
ending with the roll-out/stop end zone
report.

. . . in the event that RVR information on any g. RUNWAY VISUAL RANGE (or RVR)
one position is not available this information [RUNWAY (number)] (first position)
will be included in the appropriate (distance) (units), (second position) NOT
sequence AVAILABLE, (third position) (distance)
(units);

h. PRESENT WEATHER (details);


i. CLOUD (amount, [(type)] and height of
base) (units) (or SKY CLEAR);

NOTE: Details of the means to describe


the amount and type of cloud are in
Chapter 11, 11.4.3.2.3.5.

j. CAVOK;

NOTE: CAVOK pronounced CAV-O-KAY.

k. TEMPERATURE [MINUS] (number)


(and/or DEW-POINT [MINUS] (number));
l. QNH (number) [(units)];
m. QFE (number) [(units)];
n. (aircraft type) REPORTED (description)
ICING (or TURBULENCE) [IN CLOUD]
(area) (time);
o. REPORT FLIGHT CONDITIONS.

12.3.1.8 Position Reporting a. NEXT REPORT AT (significant point);

. . . to omit position reports until a specified b. OMIT POSITION REPORTS [UNTIL


position (specify)];
c. RESUME POSITION REPORTING.

12.3.1.9 Additional Reports a. REPORT PASSING (significant point);

. . . to request a report at a specified place b. REPORT (distance) FROM (name of DME


or distance station) DME;
c. REPORT PASSING (three digits) RADIAL
(name of VOR) VOR;

. . . to request a report of present position d. REPORT DISTANCE FROM (significant


point);
e. REPORT DISTANCE FROM (name of
DME station) DME.

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430 AIR TRAFFIC CONTROL 24 FEB 06

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

12.3.1.10 Aerodrome Information a. [(location)] RUNWAY SURFACE


CONDITION RUNWAY (number)
(condition);
b. [(location)] RUNWAY SURFACE
CONDITION RUNWAY (number) NOT
CURRENT;
c. LANDING SURFACE (condition);
d. CAUTION CONSTRUCTION WORK
(location);
e. CAUTION (specify reasons) RIGHT (or
LEFT), (or BOTH SIDES) OF RUNWAY
[number];
f. CAUTION WORK IN PROGRESS (or
OBSTRUCTION) (position and any
necessary advice);
g. RUNWAY REPORT AT (observation time)
RUNWAY (number) (type of precipitant)
UP TO (depth of deposit) MILLIMETERS.
BRAKING ACTION GOOD (or MEDIUM
TO GOOD, or MEDIUM, or MEDIUM TO
POOR, or POOR or UNRELIABLE)
[and/or BRAKING COEFFICIENT
(equipment and number)];
h. BRAKING ACTION REPORTED BY
(aircraft type) AT (time) GOOD (or
MEDIUM, or POOR);
i. BRAKING ACTION [(location)]
(measuring equipment used), RUNWAY
(number), TEMPERATURE [MINUS}
(number), WAS (reading) AT (time);
j. RUNWAY (or TAXIWAY) (number) WET
[or DAMP, WATER PATCHES, FLOODED
(depth), or SNOW REMOVED (length and
width as applicable), or TREATED, or
COVERED WITH PATCHES OF DRY
SNOW (or WET SNOW, or COMPACTED
SNOW, or SLUSH, or FROZEN SLUSH,
or ICE, or ICE UNDERNEATH, or ICE
AND SNOW, or SNOWDRIFTS or
FROZEN RUTS AND RIDGES)];
k. TOWER OBSERVES (weather
information);
l. PILOT REPORTS (weather information);

12.3.1.11 Operational Status of Visual and a. (specify visual or non-visual aid)


Non-Visual Aids RUNWAY (number) (description of
deficiency);
b. (type) LIGHTING (unserviceability)
c. MLS/ILS CATEGORY (category)
(serviceability state);
d. TAXIWAY LIGHTING (description of
deficiency);
e. (type of visual approach slope indicator)
RUNWAY (number) (description of
deficiency);

12.3.1.12 Reduced Vertical Separation Minimum


(RVSM) Operations

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in
Bold Type)

. . . to ascertain RVSM approval status of an a. CONFIRM RVSM APPROVED;


aircraft

. . . to report RVSM approved status b. AFFIRM RVSM;

. . . to report RVSM non-approved status c. NEGATIVE RVSM [(supplementary


followed by supplementary information information, e.g. State Aircraft)];

NOTE: See 12.2.4 and 12.2.5 for


procedures relating to operations in RVSM
airspace by aircraft with non-approved
status.

. . . to deny ATC clearance into RVSM d. UNABLE ISSUE CLEARANCE INTO


airspace RVSM AIRSPACE, MAINTAIN [or
DESCEND TO, or CLIMB TO] (level);

. . . to report when severe turbulence affects e. UNABLE RVSM DUE TURBULENCE;


the capability of an aircraft to maintain
height-keeping requirements for RVSM

. . . to report that the equipment of an f. UNABLE RVSM DUE EQUIPMENT;


aircraft has degraded below minimum
aviation system performance standards

. . . to request an aircraft to provide g. REPORT WHEN ABLE TO RESUME


information as soon as RVSM-approved RVSM;
status has been regained or the pilot is
ready to resume RVSM operations

. . . to request confirmation that an aircraft h. CONFIRM ABLE TO RESUME RVSM;


has regained RVSM-approved status or a
pilot is ready to resume RVSM operations

. . . to report ability to resume RVSM i. READY TO RESUME RVSM.


operations after an equipment or
weather-related contingency

12.3.1.13 GNSS Service Status a. GNSS REPORTED UNRELIABLE (or


GNSS MAY NOT BE AVAILABLE [DUE
TO INTERFERENCE]);
1. IN THE VICINITY OF (location)
(radius) [BETWEEN (levels)]; or
2. IN THE AREA OF (description) (or IN
(name) FIR) [BETWEEN (levels)];
b. BASIC GNSS (or SBAS, or GBAS)
UNAVAILABLE FOR (specify operation)
[FROM (time) TO (time) (or UNTIL
FURTHER NOTICE)];
c. BASIC GNSS UNAVAILABLE [DUE TO
(reason e.g.LOSS OF RAIMor RAIM
ALERT)];
d. GBAS (orSBAS) UNAVAILABLE.

12.3.1.14 Degradation of Aircraft Navigation UNABLE RNP (specify type) (or RNAV) [DUE
Performance TO (reason e.g. LOSS OF RAIM or RAIM
ALERT)].

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432 AIR TRAFFIC CONTROL 24 FEB 06

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12.3.2 Area Control Services
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.2.1 Issuance of a Clearance a. (name of unit) CLEARS (aircraft call sign);


b. (aircraft call sign) CLEARED TO;
c. RECLEARED (amended clearance details) [REST OF
CLEARANCE UNCHANGED];
d. RECLEARED (amended route portion) TO (significant
point of original route) [REST OF CLEARANCE
UNCHANGED];
e. ENTER CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) [AT
(time)];
f. LEAVE CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) (or
CLIMBING, or DESCENDING);
g. JOIN (specify) AT (significant point) AT (level) [AT
(time)].

12.3.2.2 Indication of Route and Clearance a. FROM (location) TO (location);


Limit b. TO (location), followed as necessary by:
1. DIRECT;
2. VIA (route and/or significant points);
3. VIA FLIGHT PLANNED ROUTE;

NOTE: Conditions associated with the use of this


phrase are in Chapter 4, 4.5.7.2.

4. VIA (distance) DME ARC (direction) OF (name of


DME station);
c. (route) NOT AVAILABLE DUE (reason)
ALTERNATIVE[S] IS/ARE (routes) ADVISE.

12.3.2.3 Maintenance of Specified Levels a. MAINTAIN (level) [TO (significant point)];


b. MAINTAIN (level) UNTIL PASSING (significant point);
c. MAINTAIN (level) UNTIL (minutes) AFTER PASSING
(significant point);
d. MAINTAIN (level) UNTIL (time);
e. MAINTAIN (level) UNTIL ADVISED BY (name of unit);
f. MAINTAIN (level) UNTIL FURTHER ADVISED;
g. MAINTAIN (level) WHILE IN CONTROLLED
AIRSPACE;
h. MAINTAIN BLOCK (level) TO (level).

NOTE: The term “MAINTAIN” is not to be used in lieu of


“DESCEND” or “CLIMB” when instructing an aircraft to
change level.

12.3.2.4 Specification of Cruising Levels a. CROSS (significant point) AT (or ABOVE, or BELOW)
(level);
b. CROSS (significant point) AT (time) OR LATER (or
BEFORE) AT (level);
c. CRUISE CLIMB BETWEEN (levels) (or ABOVE) (level);
d. CROSS (distance) DME [(direction)] OF (name of DME
station) (or (distance) [(direction)] OF (significant point)
AT (or ABOVE or BELOW) (level).

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24 FEB 06 AIR TRAFFIC CONTROL 433

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.2.5 Emergency Descent a. EMERGENCY DESCENT (intentions);


b. ATTENTION ALL AIRCRAFT IN THE VICINITY OF [or
AT] (significant point or location) EMERGENCY
DESCENT IN PROGRESS FROM (level) (followed as
necessary by specific instructions, clearances, traffic
information, etc.).

12.3.2.6 If Clearance Cannot be Issued EXPECT CLEARANCE (or type of clearance) AT (time).
Immediately upon Request

12.3.2.7 When Clearance for Deviation UNABLE, TRAFFIC (direction) BOUND (type of aircraft)
Cannot be Issued (level) ESTIMATED (or OVER) (significant point) AT (time)
CALL SIGN (call sign) ADVISE INTENTIONS.

12.3.2.8 Separation Instructions a. CROSS (significant point) AT (time) [OR LATER (or OR
BEFORE)];
b. ADVISE IF ABLE TO CROSS (significant point) AT
(time);
c. MAINTAIN MACH (number) [OR GREATER (or OR
LESS)] [UNTIL (significant point)];
d. DO NOT EXCEED MACH (number).

12.3.2.9 Instructions Associated with a. ADVISE IF ABLE TO PROCEED PARALLEL OFFSET;


Flying a Track (Offset), Parallel to b. PROCEED OFFSET (distance) RIGHT/LEFT OF
the Cleared Route (route) (track) [CENTRE LINE] [AT (significant point or
time)] [UNTIL (significant point or time)];
c. CANCEL OFFSET (instructions to rejoin cleared flight
route or other information).

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434 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


12.3.3 Approach Control Service
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.3.1 Departure Instructions a. [AFTER DEPARTURE] TURN RIGHT (or LEFT)


HEADING (three digits) (or CONTINUE RUNWAY
HEADING) (or TRACK EXTENDED CENTRE LINE)
TO (level or significant point) [(other instructions as
required)];
b. AFTER REACHING (or PASSING) (level or significant
point) (instructions);
c. TURN RIGHT (or LEFT) HEADING (three digits) TO
(level) [TO INTERCEPT (track, route, airway, etc.)];
d. (standard departure name and number) DEPARTURE;
e. TRACK (three digits) DEGREES [MAGNETIC (or
TRUE)] TO (or FROM) (significant point) UNTIL (time,
or REACHING (fix or significant point or level))
[BEFORE PROCEEDING ON COURSE];
f. CLEARED VIA (designation).

NOTE: Conditions associated with the use of this


phrase are in Chapter 4, 4.5.7.2.

12.3.3.2 Approach Instructions a. CLEARED (or PROCEED) VIA (designation);


b. CLEARED TO (clearance limit) VIA (designation);
c. CLEARED (or PROCEED) VIA (details of route to be
followed);
d. CLEARED (type of approach) APPROACH [RUNWAY
(number)];
e. CLEARED (type of approach) RUNWAY (number)
FOLLOWED BY CIRCLING TO RUNWAY (number);
f. CLEARED APPROACH [RUNWAY (number)];
g. COMMENCE APPROACH AT (time);
h. REQUEST STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
i. CLEARED STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
j. REPORT VISUAL:
k. REPORT RUNWAY [LIGHTS] IN SIGHT;
l. REQUEST VISUAL APPROACH;
m. CLEARED VISUAL APPROACH RUNWAY (number);
n. REPORT (significant point) [OUTBOUND, or
INBOUND];
o. REPORT COMMENCING PROCEDURE TURN;
p. REQUEST VMC DESCENT;
q. MAINTAIN OWN SEPARATION;
r. MAINTAIN VMC;
s. ARE YOU FAMILIAR WITH (name) APPROACH
PROCEDURE;
t. REQUEST (type of approach) APPROACH
[RUNWAY (number)].
u. REQUEST (MLS/RNAV plain language designator);
v. CLEARED (MLS/RNAV plain language designator).

12.3.3.3 Holding Clearances

. . . visual a. HOLD VISUAL [OVER] (position), (or BETWEEN (two


prominent landmarks));

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24 FEB 06 AIR TRAFFIC CONTROL 435

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

. . . published holding procedures b. CLEARED (or PROCEED) TO (significant point, name


over a facility or fix of facility or fix) [MAINTAIN (or CLIMB or DESCEND
TO) (level) HOLD [(direction)] AS PUBLISHED
EXPECT APPROACH CLEARANCE (or FURTHER
CLEARANCE) AT (time);
c. REQUEST HOLDING INSTRUCTIONS;

. . . when a detailed holding d. CLEARED (or PROCEED) TO (significant point, name


clearance is required of facility or fix) [(MAINTAIN (or CLIMB or DESCEND
TO) (level)] HOLD [(direction)] [(specified) RADIAL,
COURSE, INBOUND TRACK (three digits) DEGREES]
[RIGHT (or LEFT) HAND PATTERN] [OUTBOUND
TIME (number) MINUTES] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
e. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)] HOLD [(direction)]
[RIGHT (or LEFT) HAND PATTERN] [OUTBOUND
TIME (number) MINUTES] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
f. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)] HOLD BETWEEN
(distance) AND (distance) DME [RIGHT (or LEFT)
HAND PATTERN] EXPECT APPROACH CLEARANCE
(or FURTHER CLEARANCE) AT (time) (additional
instructions, if necessary);

12.3.3.4 Expected Approach Time a. NO DELAY EXPECTED;


b. EXPECTED APPROACH TIME (time);
c. REVISED EXPECTED APPROACH TIME (time);
d. DELAY NOT DETERMINED (reasons).

12.3.4 Phraseologies for use on and in the


Vicinity of the Aerodrome
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.4.1 Identification of Aircraft SHOW LANDING LIGHT.

12.3.4.2 Acknowledgment by Visual a. ACKNOWLEDGE BY MOVING AILERONS (or


Means RUDDER);
b. ACKNOWLEDGE BY ROCKING WINGS;
c. ACKNOWLEDGE BY FLASHING LANDING LIGHTS.

12.3.4.3 Starting Procedures

. . . to request permission to start a. [aircraft location] REQUEST START UP;


engines b. [aircraft location] REQUEST START UP,
INFORMATION (ATIS identification);

. . . ATC replies c. START UP APPROVED;


d. START UP AT (time);
e. EXPECT START UP AT (time);
f. START UP AT OWN DISCRETION;
g. EXPECT DEPARTURE (time) START UP AT OWN
DISCRETION.

12.3.4.4 Push Back Procedures

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436 AIR TRAFFIC CONTROL 24 FEB 06

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

NOTE: When local procedures so


prescribe, authorization for push
back should be obtained from the
control tower.

. . . aircraft/ATC a. [aircraft location] REQUEST PUSHBACK;


b. PUSHBACK APPROVED;
c. STANDBY;
d. PUSHBACK AT OWN DISCRETION;
e. EXPECT (number) MINUTES DELAY DUE (reason);

12.3.4.5 Towing Procedures a. * REQUEST TOW [company name] (aircraft type)


FROM (location) TO (location);

. . . ATC response b. TOW APPROVED VIA (specific routing to be followed);


c. HOLD POSITION;
d. STANDBY.
* Denotes Transmission from Aircraft/Tow Vehicle
Combination

12.3.4.6 To Request Time Check and/or a. REQUEST TIME CHECK;


Aerodrome Data for Departure b. TIME (time)

. . . when no ATIS broadcast is c. REQUEST DEPARTURE INFORMATION;


available d. RUNWAY (number), WIND (direction and speed)
(units), QNH (or QFE) (number) [(units)]
TEMPERATURE [MINUS] (number), [VISIBILITY
(distance) (units) (or RUNWAY VISUAL RANGE (or
RVR) (distance) (units))] [(TIME (time)].

NOTE: If multiple visibility and RVR observations are


available, those that represent the roll-out/stop end
zone should be used for take-off.

12.3.4.7 Taxi Procedures

. . . for departure a. [aircraft type] [wake turbulence category if


“heavy”] [aircraft location] REQUEST TAXI
(intentions);
b. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] (flight rules) TO
(aerodrome of destination) REQUEST TAXI
(intentions);
c. TAXI TO HOLDING POINT [number] [RUNWAY
(number)] [HOLD SHORT OF RUNWAY (number) (or
CROSS RUNWAY (number))] [TIME (time)];

. . . where detailed taxi d. [aircraft type] [wake turbulence category if


instructions are required “heavy”] REQUEST DETAILED TAXI
INSTRUCTIONS;
e. TAXI TO HOLDING POINT [(number)] [RUNWAY
(number)] VIA (specific route to be followed) [TIME
(time)] [HOLD SHORT OF RUNWAY (number)] (or
CROSS RUNWAY (number))];

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24 FEB 06 AIR TRAFFIC CONTROL 437

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

. . . where aerodrome information f. TAXI TO HOLDING POINT [(number)] (followed by


is not available from an alternative aerodrome information as applicable) [TIME
source such as ATIS (minutes)];
g. TAKE (or TURN) FIRST (or SECOND) LEFT (or
RIGHT);
h. TAXI VIA (identification of taxiway);
i. TAXI VIA RUNWAY (number);
j. TAXI TO TERMINAL (or other location, e.g. GENERAL
AVIATION AREA) [STAND (number)];

. . . for helicopter operations k. REQUEST AIR-TAXIING FROM (or VIA) TO (location


or routing as appropriate);
l. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.)];
m. AIR-TAXI VIA (direct, as requested, or specified route)
TO (location, heliport, operating or movement area,
active or inactive runway). AVOID (aircraft or vehicles
or personnel);

. . . after landing n. REQUEST BACKTRACK;


o. BACKTRACK APPROVED;
p. BACKTRACK RUNWAY (number);

. . . general q. [aircraft location] REQUEST TAXI TO (destination


on aerodrome);
r. TAXI STRAIGHT AHEAD;
s. TAXI WITH CAUTION;
t. GIVE WAY TO (description and position of other
aircraft);
u. GIVING WAY TO (traffic);
v. TRAFFIC (or type of aircraft) IN SIGHT;
w. TAXI INTO HOLDING BAY;
x. FOLLOW (description of other aircraft or vehicle);
y. VACATE RUNWAY;
z. RUNWAY VACATED;
aa. EXPEDITE TAXI [reason];
bb. EXPEDITING;
cc. [CAUTION] TAXI SLOWER [reason];
dd. SLOWING DOWN.

12.3.4.8 Holding a. *HOLD (direction) OF (position, runway number, etc.);


b. *HOLD POSITION;
c. *HOLD (distance) FROM (position);

. . . to hold not closer to a runway d. *HOLD SHORT OF (position);


than specified in Chapter 7, e. **HOLDING
7.5.3.1.3.1.
f. **HOLDING SHORT.
* Requires specific acknowledgment from the pilot.
** The procedure words ROGER and WILCO are
insufficient acknowledgment of the instructions HOLD,
HOLD POSITION and HOLD SHORT OF (position). In
each case the acknowledgment shall be by the
phraseology HOLDING or HOLDING SHORT, as
appropriate.

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438 AIR TRAFFIC CONTROL 24 FEB 06

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.4.9 To Cross a Runway a. REQUEST CROSS RUNWAY (number);


NOTE: If the control tower is unable to see the crossing
aircraft (e.g., night, low visibility, etc.), the instruction
should always be accompanied by a request to report
when the aircraft has vacated the runway.

b. CROSS RUNWAY (number) [REPORT VACATED];


c. EXPEDITE CROSSING RUNWAY (number) TRAFFIC
(aircraft type) (distance) KILOMETERS (or MILES)
FINAL;
d. TAXI TO HOLDING POSITION [number] [RUNWAY
(number)] VIA (specific route to be followed), [HOLD
SHORT OF RUNWAY (number)] or [CROSS RUNWAY
(number)];

NOTE: The pilot will, when e. RUNWAY VACATED.


requested, report “RUNWAY
VACATED” when the aircraft is
well clear of the runway.

12.3.4.10 Preparation for Take-Off a. UNABLE TO ISSUE (designator) DEPARTURE


(reasons);
b. REPORT WHEN READY [FOR DEPARTURE];
c. ARE YOU READY [FOR DEPARTURE]?;
d. ARE YOU READY FOR IMMEDIATE DEPARTURE?;
e. READY:

. . . if unable to issue take-off f. WAIT [reason];


clearance

. . . clearance to enter runway and g. LINE UP AND WAIT;


await take-off clearance h. LINE UP RUNWAY (number);
i. LINE UP. BE READY FOR IMMEDIATE DEPARTURE;

. . . conditional clearances j. (condition) LINE UP (brief reiteration of the condition):


Provisions concerning the use of conditional
clearances are contained in 12.2.4

. . . acknowledgment of a k. (condition) LINING UP (brief reiteration of the


conditional clearance condition);

. . . confirmation or otherwise of l. [THAT IS] CORRECT (or NEGATIVE) [I SAY AGAIN]...


the readback of conditional (as appropriate).
clearance

12.3.4.11 Take-off Clearance a. RUNWAY (number) CLEARED FOR TAKE-OFF


[REPORT AIRBORNE];

. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED


separation is used FOR TAKE-OFF;

. . . when take-off clearance has c. TAKE OFF IMMEDIATELY OR VACATE RUNWAY


not been complied with [(instructions)];
d. TAKE OFF IMMEDIATELY OR HOLD SHORT OF
RUNWAY;

. . . to cancel a take-off clearance e. HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN


CANCEL TAKE-OFF (reasons);
f. *HOLDING;

. . . to stop a take-off after an g. STOP IMMEDIATELY (repeat aircraft call sign) STOP
aircraft has commenced take-off IMMEDIATELY;
roll h. *STOPPING;

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24 FEB 06 AIR TRAFFIC CONTROL 439

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

. . . for helicopter operations i. CLEARED FOR TAKE-OFF [FROM (location)] (present


position, taxiway, final approach and take-off area,
runway and number);
j. REQUEST DEPARTURE INSTRUCTIONS;
k. AFTER DEPARTURE TURN RIGHT (or LEFT, or
CLIMB) (instructions as appropriate).
* HOLDING and STOPPING are the procedural responses
to e. and g respectively.

12.3.4.12 Turn or Climb Instructions After a. REQUEST RIGHT (or LEFT) TURN;
Take-Off b. RIGHT (or LEFT) TURN APPROVED;
c. WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;

. . . to request airborne time d. REPORT AIRBORNE;


e. AIRBORNE (time);
f. AFTER PASSING (level) (instructions);

. . . heading to be followed g. CONTINUE RUNWAY HEADING (instructions);

. . . when a specific track is to be h. TRACK EXTENDED CENTRE LINE (instructions);


followed i. CLIMB STRAIGHT AHEAD (instructions).

12.3.4.13 Entering an Aerodrome Traffic a. [aircraft type] (position) (level) FOR LANDING;
Circuit b. JOIN (direction of circuit) (position in circuit) (runway
number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];
c. MAKE STRAIGHT-IN APPROACH, RUNWAY
(number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];

. . . when ATIS information is d. (aircraft type) (position) (level) INFORMATION


available (ATIS identification) FOR LANDING;
e. JOIN (position in circuit) [RUNWAY (number) QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)].

12.3.4.14 In the Circuit a. (position in circuit, e.g. DOWNWIND/FINAL);


b. NUMBER . . . FOLLOW (aircraft type and position)
[additional instructions if required].

12.3.4.15 Approach Instructions a. MAKE SHORT APPROACH;

NOTE: The report “LONG FINAL” b. MAKE LONG APPROACH (or EXTEND DOWNWIND);
is made when aircraft turn on to c. REPORT BASE (or FINAL, or LONG FINAL);
final approach at a distance
greater than 7km (4 NM) from d. CONTINUE APPROACH [PREPARE FOR POSSIBLE
touchdown or when an aircraft on GO AROUND].
a straight-in approach is 15km (8
NM) from touchdown. In both
cases a report “FINAL” is required
at 7km (4 NM) from touchdown.

12.3.4.16 Landing Clearance a. RUNWAY (number) CLEARED TO LAND;

. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED TO


separation is used LAND;

. . . special operations c. CLEARED TOUCH AND GO;


d. MAKE FULL STOP;

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440 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

. . . to make an approach along, or e. REQUEST LOW APPROACH (reasons);


parallel to a runway, descending f. CLEARED LOW APPROACH [RUNWAY (number)]
to an agreed minimum level [(altitude restriction if required) (go around
instructions)];

. . . to fly past the control tower or g. REQUEST LOW PASS (reasons);


other observation point for the h. CLEARED LOW PASS [as in f.];
purpose of visual inspection by
persons on the ground

. . . for helicopter operations i. REQUEST STRAIGHT-IN (or CIRCLING


APPROACH, LEFT (or RIGHT) TURN TO (location);
j. MAKE STRAIGHT-IN (or CIRCLING APPROACH,
LEFT (or RIGHT) TURN TO (location, runway, taxiway,
final approach and take-off area) [ARRIVAL (or
ARRIVAL ROUTE) (number, name or code)]. [HOLD
SHORT OF (active runway, extended runway centre
line, other)]. [REMAIN (direction or distance) FROM
(runway, runway centre line, other helicopter or
aircraft)]. [CAUTION (power lines, unlighted
obstructions, wake turbulence, etc.)]. CLEARED TO
LAND.

12.3.4.17 Delaying Aircraft a. CIRCLE THE AERODROME;


b. ORBIT (RIGHT, or LEFT) [FROM PRESENT
POSITION];
c. MAKE ANOTHER CIRCUIT.

12.3.4.18 Missed Approach a. GO AROUND;


b. GOING AROUND.

12.3.4.19 Information to Aircraft

. . . when pilot requested visual a. LANDING GEAR APPEARS DOWN;


inspection of landing gear b. RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or
DOWN);
c. WHEELS APPEAR UP;
d. RIGHT (or LEFT, or NOSE) WHEEL DOES NOT
APPEAR UP (or DOWN);

. . . wake turbulence e. CAUTION WAKE TURBULENCE [FROM ARRIVING


(OR DEPARTING) (type of aircraft)] [(additional
information as required)];

. . . jet blast on apron or taxiway f. CAUTION JET BLAST;

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


24 FEB 06 AIR TRAFFIC CONTROL 441

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CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

. . . propeller-driven aircraft g. CAUTION SLIPSTREAM.


slipstream

12.3.4.20 Runway Vacating and a. CONTACT GROUND (frequency);


Communications After Landing b. WHEN VACATED CONTACT GROUND (frequency);
c. EXPEDITE VACATING;
d. YOUR STAND (or GATE) (designation);
e. TAKE (or TURN) FIRST (or SECOND, or
CONVENIENT) LEFT (or RIGHT) AND CONTACT
GROUND (frequency).

. . . for helicopter operations f. AIR-TAXI TO HELICOPTER STAND (or)


HELICOPTER PARKING POSITION (area);
g. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.);
h. AIR TAXI VIA (direct, as requested, or specified route)
TO (location, heliport, operating or movement area,
active or inactive runway). AVOID (aircraft or vehicles
or personnel).

12.4 RADAR PHRASEOLOGIES


12.4.3 Secondary Surveillance Radar
Phraseologies
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.4.3.1 To Request the Capability of the a. ADVISE TRANSPONDER CAPABILITY;


SSR Equipment b. TRANSPONDER (as shown in the flight plan);
c. NEGATIVE TRANSPONDER.

12.4.3.2 To Instruct Setting of a. FOR DEPARTURE SQUAWK (code);


Transponder b. SQUAWK (code).

12.4.3.3 To Request the Pilot to Reselect a. RESET SQUAWK [(mode)] (code);


the Assigned Mode and Code b. RESETTING (mode) (code).

12.4.3.4 To Request Reselection of RESET MODE S IDENTIFICATION.


Aircraft Identification

12.4.3.5 To Request the Pilot to Confirm a. CONFIRM SQUAWK (code);


the Code Selected on the b. SQUAWKING (code).
Aircraft’s Transponder

12.4.3.6 To Request the Operation of the a. SQUAWK [(code)] [AND] IDENT;


IDENT Feature b. SQUAWK LOW;
c. SQUAWK NORMAL.

12.4.3.7 To Request Temporary SQUAWK STANDBY.


Suspension of Transponder
Operation

12.4.3.8 To Request Emergency Code SQUAWK MAYDAY [CODE


SEVEN-SEVEN-ZERO-ZERO].

12.4.3.9 To Request Termination of STOP SQUAWK.


Transponder Operation

12.4.3.10 To Request Transmission of SQUAWK CHARLIE.


Pressure Altitude

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442 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.4.3.11 To Request Pressure Setting CHECK ALTIMETER SETTING AND CONFIRM (level).
Check and Confirmation of
Level

12.4.3.12 To Request Termination of STOP SQUAWK CHARLIE WRONG INDICATION.


Pressure Altitude Transmission
Because of Faulty Operation

12.4.3.13 To Request Altitude Check CONFIRM (level)

13 AUTOMATIC DEPENDENT j. wind estimation (ADS reports containing wind


data may be used to update wind forecasts and
SURVEILLANCE (ADS) SERVICES hence expected arrival times at waypoints); and
NOTE: Chapter 13 applies to contract ADS only. k. flight management (ADS reports may assist au­
tomation in generating optimum conflict-free
13.1 GENERAL clearances to support possible fuel-saving tech­
niques, such as cruise climbs, requested by the
The provision of air traffic services to aircraft, based operators).
on information received from aircraft via ADS, is
generally referred to as the provision of ADS servic­ NOTE: The use of ADS does not relieve the control­
es. ler of the obligation to continuously monitor the traf­
fic situation.
13.2 ADS GROUND SYSTEM
CAPABILITIES 13.4 USE OF ADS IN THE PROVISION OF
13.2.3 Several significant functional require­ AIR TRAFFIC CONTROL SERVICE
ments are necessary to permit the effective imple­ 13.4.1 General
mentation of an ADS service in a CNS/ATM environ­
ment. Ground systems shall provide for: 13.4.1.1 ADS may be used in the provision of
a. the transmitting, receiving, processing and dis­ an air traffic control service, provided identification of
playing of ADS messages related to flights the aircraft is unambiguously established.
equipped for and operating within environments 13.4.1.2 Flight data processing of ADS data
where ADS services are being provided; may be used in the provision of an air traffic control
b. the display of safety-related alerts and warnings; service, provided the correlation between the ADS
data downlinked by that aircraft and the flight plan
c. position monitoring (the aircraft’s current position
details held for the aircraft has been accomplished.
as derived from ADS reports is displayed to the
controller for air traffic situation monitoring); NOTE: A combination of information received from
d. conformance monitoring (the ADS reported cur­ the aircraft may be necessary to ensure unambigu­
rent position or projected profile is compared to ous correlation, e.g. departure aerodrome, estimat­
the expected aircraft position, which is based on ed off-block time (EOBT), and destination aero­
the current flight plan. Along track, lateral and drome might be used.
vertical deviations that exceed a pre-defined tol­
erance limit will permit an out-of-conformance 13.4.2 Presentation of ADS Data
alert to be issued to the controller); 13.4.2.3 ADS information available to the con­
e. flight plan update (e.g. longitudinal variations troller on a situation display shall, as a minimum, in­
that exceed pre-defined tolerance limits will be clude ADS position indications and map information.
used to adjust expected arrival times at subse­
13.4.2.3.1 When applicable, distinct sym­
quent fixes);
bols should be used for presentation of such items
f. intent validation (intent data contained in ADS as:
reports, such as extended projected profile, are
a. ADS position;
compared with the current clearance and dis­
crepancies are identified); b. combined ADS/SSR position;
g. conflict detection (the ADS data can be used by c. combined ADS/PSR position;
the ADS ground system automation to identify vi­ d. combined ADS/SSR/PSR position; or
olations of separation minima); e. predicted positions for a non-updated track.
h. conflict prediction (the ADS position data can be
used by the ADS ground system automation to 13.4.2.3.2 Labels used to provide ADS-de­
identify potential violations of separation mini­ rived information and any other information that may
ma); be available shall, as a minimum, be displayed in al­
phanumeric form.
i. tracking (the tracking function is intended to ex­
trapolate the current position of the aircraft
based on ADS reports);

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24 FEB 06 AIR TRAFFIC CONTROL 443

AIR TRAFFIC MANAGEMENT (DOC 4444)


13.5 USE OF ADS IN THE APPLICATION 14.1.2.2 The pilot shall be provided with the
OF SEPARATION MINIMA capability to respond to messages, to request clear­
ances and information, to report information, and to
13.5.2 Determination of Level Occupancy declare or cancel an emergency.
13.5.2.1 The tolerance value which shall be 14.1.2.3 The pilot and controller shall be pro­
used to determine that the ADS level information vided with the capability to exchange messages
displayed to the controller is accurate shall be +/­ which do not conform to defined formats (i.e., free
60m (+/- 200 ft) in RVSM airspace. In other airspace, text messages).
it shall be +/- 90m (+/- 300 ft), except that appropri­ 14.1.3 Ground and airborne systems shall allow
ate ATS authorities may specify a smaller criterion, for messages to be appropriately displayed, printed
but not less than +/- 60m (+/- 200 ft), if this is found when required and stored in a manner that permits
to be more practical. timely and convenient retrieval should such action
13.5.2.2 If the ADS level information is not be necessary.
within the approved tolerance value, the information 14.1.4 Whenever textual presentation is re­
must be validated by voice or CPDLC. Where it has quired, the English language shall be displayed as a
been established that the ADS level information is minimum.
incorrect, the appropriate ATS authority shall deter­
mine the action to be taken regarding the display 14.2 ESTABLISHMENT OF CPDLC
and use of this information.
14.2.1 CPDLC shall be established in sufficient
13.5.2.3 An aircraft cleared to leave a level is time to ensure that the aircraft is communicating with
considered to have commenced its manoeuvre and the appropriate ATC unit. Information concerning
vacated the previously occupied level when the ADS when and, where applicable, where, the air or
level information indicates a change of more than ground system should establish CPDLC, shall be
90m (300 ft) in the anticipated direction from its pre­ published in Aeronautical Information Publications.
viously assigned level, or verification has been made
14.2.2 Airborne-Initiated CPDLC
by receipt of a CPDLC or voice report from the pilot.
13.5.2.4 An aircraft that is climbing or de­ 14.2.2.1 When an ATC unit receives an unex­
scending is considered to have crossed a level when pected request for CPDLC from an aircraft, the cir­
the ADS level information indicates that it has cumstances leading to the request shall be obtained
passed this level in the required direction by more from the aircraft to determine further action.
than 90m (300 ft) or that verification has been made 14.2.2.2 When the ATC unit rejects a request
by receipt of a CPDLC or voice report from the pilot. for CPDLC, it shall provide the pilot with the reason
13.5.2.5 An aircraft that is climbing or de­ for the rejection using an appropriate CPDLC mes­
scending is considered to have reached the level to sage
which it has been cleared when verification has 14.2.3 ATC Unit-Initiated CPDLC
been made by receipt of the assigned level by CP-
DLC or a voice report from the pilot. The aircraft may 14.2.3.1 An ATC unit shall only establish CP-
then be considered to be maintaining this level for as DLC with an aircraft if the aircraft has no CPDLC link
long as the ADS level information remains within the established, or when authorized by the ATC unit cur­
appropriate tolerance values as specified in rently having CPDLC established with the aircraft.
13.5.2.1. 14.2.3.2 When a request for CPDLC is reject­
ed by an aircraft, the reason for the rejection shall be
NOTE: A level range deviation event contract may be
provided using CPDLC downlink message element
used to monitor the continued compliance of the air­
NOT CURRENT DATA AUTHORITY or message el­
craft with the appropriate level tolerance values.
ement NOT AUTHORIZED NEXT DATA AUTHORI­
14 CONTROLLER-PILOT DATA LINK TY, as appropriate. Local procedures shall dictate
whether the reason for rejection is presented to the
COMMUNICATIONS (CPDLC) controller. No other reasons for airborne rejection of
ATC unit-initiation of CPDLC shall be permitted.
14.1 GENERAL
14.1.1 The CPDLC application provides a
15 PROCEDURES RELATED TO
means of communication between the controller and EMERGENCIES, COMMUNICATION
pilot, using data link for ATC communication. FAILURE AND CONTINGENCIES
14.1.2 This application includes a set of clear­ [See EMERGENCY Section for related information]
ance/information/request message elements which
correspond to the phraseologies used in the radiote­
lephony environment.
14.1.2.1 The controller shall be provided with
the capability to issue level assignments, crossing
constraints, lateral deviations, route clearances and
amendments thereto, speed assignments, radio fre­
quency assignments, and requests for information
via CPDLC.

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444 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


15.1 EMERGENCY PROCEDURES and destination. The objective is to provide, as
far in advance as is practicable in the circum­
15.1.1 General stances, each ATS unit with appropriate informa­
tion as to the expected or possible penetration of
15.1.1.1 The various circumstances surround­
the aircraft into its area of responsibility.
ing each emergency situation preclude the estab­
lishment of exact detailed procedures to be followed. d. notify:
The procedures outlined herein are intended as a
general guide to air traffic services personnel. Air 1. the operator or its designated representative;
traffic control units shall maintain full and complete 2. the appropriate rescue coordination centre in
co-ordination, and personnel shall use their best in accordance with appropriate alerting proce­
handling emergency situations. dures;
15.1.2 Priority 3. the designated security authority.
An aircraft known or believed to be in a state of NOTE: It is assumed that the designated se­
emergency, including being subjected to unlawful in­ curity authority and/or the operator will in turn
terference, shall be given priority over other aircraft. notify other parties concerned in accordance
15.1.3 Unlawful Interference and Aircraft with pre-established procedures.
Bomb Threat e. relay appropriate messages, relating to the cir­
15.1.3.1 Air traffic services personnel shall be cumstances associated with the unlawful inter­
prepared to recognize any indication of the occur­ ference, between the aircraft and designated au­
rence of unlawful interference with an aircraft. thorities.
15.1.3.2 Whenever unlawful interference with 15.1.4 Emergency Descent
an aircraft is suspected, and where automatic dis­ [See Emergency Section]
tinct display of SSR Mode A Code 7500 and Code
7700 is not provided, the radar controller shall at­ 15.2 SPECIAL PROCEDURES FOR
tempt to verify his/her suspicion by setting the SSR IN-FLIGHT CONTINGENCIES IN
decoder to Mode A Code 7500 and thereafter to
OCEANIC AIRSPACE
Code 7700.
15.2.1 Introduction
NOTE: An aircraft equipped with an SSR transpon­
der is expected to operate the transponder on Mode 15.2.1.1 Although all possible contingencies
A Code 7500 to indicate specifically that it is the cannot be covered, the procedures in 15.2.2 and
subject of unlawful interference. The aircraft may op­ 15.2.3 provide for the more frequent cases such as:
erate the transponder on Mode A Code 7700, to in­ a. inability to maintain assigned flight level due to
dicate that it is threatened by grave and imminent meteorological conditions, aircraft performance
danger and requires immediate assistance. or pressurization failure;
15.1.3.3 Whenever unlawful interference with b. en route diversion across the prevailing traffic
an aircraft is known or suspected or a bomb threat flow; and
warning has been received, ATS units shall promptly c. loss of, or significant reduction in, the required
attend to requests by, or to anticipated needs of, the navigation capability when operating in an air­
aircraft, including requests for relevant information space where the navigation performance accu­
relating to air navigation facilities, procedures and racy is a prerequisite to the safe conduct of flight
services along the route of flight and at any aero­ operations.
drome of intended landing, and shall take such ac­
tion as is necessary to expedite the conduct of all 15.2.1.2 With regard to 15.2.1.1 a) and b), the
phases of the flight. procedures are applicable primarily when rapid de­
scent and/or turnback or diversion is required. The
15.1.3.3.1 ATS units shall also: pilot’s judgement shall determine the sequence of
a. transmit, and continue to transmit, information actions to be taken, having regard to the prevailing
pertinent to the safe conduct of the flight, without circumstances. Air traffic control shall render all pos­
expecting a reply from the aircraft; sible assistance.
b. monitor and plot the progress of the flight with 15.2.2 General Procedures
the means available and coordinate transfer of
control with adjacent ATS units without requiring 15.2.2.1 If an aircraft is unable to continue the
transmissions or other responses from the air­ flight in accordance with its ATC clearance, and/or
craft, unless communication with the aircraft re­ an aircraft is unable to maintain the navigation per­
mains normal; formance accuracy specified for the airspace, a re­
vised clearance shall be obtained, whenever possi­
c. inform, and continue to keep informed, appropri­
ble, prior to initiating any action.
ate ATS units, including those in adjacent FIRs,
which may be concerned with the progress of the 15.2.2.2 The radiotelephony distress signal
flight; (MAYDAY) or urgency signal (PAN PAN) preferably
spoken three times shall be used as appropriate.
NOTE: In applying this provision, account must Subsequent ATC action with respect to that aircraft
be taken of all the factors which may affect the shall be based on the intentions of the pilot and the
progress of the flight, including fuel endurance overall air traffic situation.
and the possibility of sudden changes in route

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24 FEB 06 AIR TRAFFIC CONTROL 445

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15.2.2.3 If prior clearance cannot be obtained, uation, reminding ATC of the type of aircraft in­
an ATC clearance shall be obtained at the earliest volved, and request expeditious handling.
possible time and, until a revised clearance is re­ 15.2.3 Weather Deviation Procedures
ceived, the pilot shall:
a. leave the assigned route or track by initially turn­ 15.2.3.1 General
ing 90 degrees to the right or to the left. When
NOTE: The following procedures are intended for
possible, the direction of the turn should be de­
deviations around adverse meteorological condi­
termined by the position of the aircraft relative to
tions.
any organized route or track system. Other fac­
tors which may affect the direction of the turn 15.2.3.1.1 When the pilot initiates communi­
are: cations with ATC, a rapid response may be obtained
1. the direction to an alternate airport, terrain by stating “WEATHER DEVIATION REQUIRED” to
clearance; indicate that priority is desired on the frequency and
2. any lateral offset being flown; and for ATC response. When necessary, the pilot should
initiate the communications using the urgency call
3. the flight levels allocated on adjacent routes “PAN PAN” (preferably spoken three times).
or tracks;
15.2.3.1.2 The pilot shall inform ATC when
b. following the turn, the pilot should:
weather deviation is no longer required, or when a
1. if unable to maintain the assigned flight level, weather deviation has been completed and the air­
initially minimize the rate of descent to the craft has returned to its cleared route.
extent that is operationally feasible;
15.2.3.2 Actions to be Taken When
2. take account of other aircraft being laterally
Controller-Pilot Communications
offset from its track;
are Established
3. acquire and maintain in either direction a
track laterally separated by 28km (15 NM) 15.2.3.2.1 The pilot should notify ATC and
from the assigned route; and request clearance to deviate from track, advising,
4. once established on the offset track, climb or when possible, the extent of the deviation expected.
descend to select a flight level which differs 15.2.3.2.3 The pilot should take the following
from those normally used by 150m (500 ft); actions:
c. establish communications with and alert nearby a. comply with the ATC clearance issued; or
aircraft by broadcasting, at suitable intervals: air­
b. advise ATC of intentions and execute the proce­
craft identification, flight level, position (including
dures detailed in 15.2.3.3.
the ATS route designator or the track code, as
appropriate) and intentions on the frequency in 15.2.3.3 Actions to be Taken if a Revised
use and on 121.5 MHz (or, as a back-up, on the ATC Clearance Cannot be
inter-pilot air-to-air frequency 123.45 MHz); Obtained
d. maintain a watch for conflicting traffic both visu­
ally and by reference to ACAS (if equipped); NOTE: The provisions of this section apply to situa­
tions where a pilot needs to exercise the authority of
e. turn on all aircraft exterior lights (commensurate
a pilot-in-command under the provisions of Annex 2,
with appropriate operating limitations);
2.3.1.
f. keep the SSR transponder on at all times; and
g. take action as necessary to ensure the safety of If the aircraft is required to deviate from track to
the aircraft. avoid adverse meteorological conditions and prior
clearance cannot be obtained, an ATC clearance
15.2.2.3.1 When leaving the assigned track shall be obtained at the earliest possible time. Until
to acquire and maintain the track laterally separated an ATC clearance is received, the pilot shall take the
by 28km (15 NM), the flight crew, should, where following actions:
practicable, avoid bank angles that would result in a. if possible, deviate away from an organized track
overshooting the track to be acquired, particularly in or route system;
airspace where a 55.5km (30 NM) lateral separation
minimum is applied. b. establish communications with and alert nearby
aircraft by broadcasting, at suitable intervals: air­
15.2.2.4 Extended Range Operations by craft identification, flight level, position (including
Aeroplanes with Two-Turbine ATS route designator or the track code) and in­
Power-Units (ETOPS) tentions, on the frequency in use and on 121.5
MHz (or, as a back-up, on the inter-pilot air-to-air
If the contingency procedures are employed by a frequency 123.45 MHz);
twin-engine aircraft as a result of an engine shut­
down or failure of an ETOPS critical system, the pilot c. watch for conflicting traffic both visually and by
should advise ATC as soon as practicable of the sit­ reference to ACAS (if equipped);

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446 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


NOTE: If, as a result of actions taken under the e. for deviations of less than 19km (10 NM) remain
provisions of 15.2.3.3.1 b) and c), the pilot deter­ at a level assigned by ATC;
mines that there is another aircraft at or near the f. for deviations greater than 19km (10 NM), when
same flight level with which a conflict may occur, the aircraft is approximately 19km (10 NM) from
then the pilot is expected to adjust the path of the track, initiate a level change in accordance with
aircraft, as necessary, to avoid conflict. Table 1;
d. turn on all aircraft exterior lights (commensurate
with appropriate operating limitations);
Table 1
Route centre line track Deviations > 19km (10 NM) Level change
EAST LEFT DESCEND 90m (300 ft)
000° – 179° magnetic RIGHT CLIMB 90m (300 ft)
WEST LEFT CLIMB 90m (300 ft)
180° – 359° magnetic RIGHT DESCEND 90m (300 ft)

g. when returning to track, be at its assigned flight c. in some instances it may be necessary to im­
level when the aircraft is within approximately pose restrictions on the use of strategic lateral
19km (10 NM) of the centre line; and offsets, e.g., where their application may be in­
h. if contact was not established prior to deviating, appropriate for reasons related to obstacle clear­
continue to attempt to contact ATC to obtain a ance;
clearance. If contact was established, continue d. strategic lateral offset procedures should be im­
to keep ATC advised of intentions and obtain es­ plemented on a regional basis after coordination
sential traffic information. between all States involved;
15.2.4 Procedures for Strategic Lateral e. the routes or airspace where application of stra­
Offsets in Oceanic and Remote tegic lateral offsets is authorized, and the proce­
Continental Airspace dures to be followed by pilots, shall be promul­
gated in aeronautical information publications
NOTE 1: Annex 2, 3.6.2.1.1 requires authorization (AIPs); and
for the application of strategic lateral offsets from the f. air traffic controllers shall be made aware of the
appropriate ATS authority responsible for the air­ airspace within which strategic lateral offsets are
space concerned. authorized.

NOTE 2: The following incorporates lateral offset 15.2.4.1.1 The decision to apply a strategic
procedures for both the mitigation of the increasing lateral offset shall be the responsibility of the flight
lateral overlap probability due to increased naviga­ crew. The flight crew shall only apply strategic lateral
tion accuracy, and wake turbulence encounters. offsets in airspace where such offsets have been au­
thorized by the appropriate ATS authority and when
NOTE 3: The use of highly accurate navigation sys­ the aircraft is equipped with automatic offset tracking
tems (such as the global navigation satellite system capability.
(GNSS)) by an increasing proportion of the aircraft
15.2.4.1.2 The strategic lateral offset shall
population has had the effect of reducing the magni­
be established at a distance of 1.85km (1 NM) or
tude of lateral deviations from the route centre line
3.7km (2 NM) to the right of the centre line relative to
and, consequently, increasing the probability of a
the direction of flight.
collision, should a loss of vertical separation be­
tween aircraft on the same route occur. NOTE 1: Pilots may contact other aircraft on the in­
ter-pilot air-to-air frequency 123.45 MHz to coordi­
15.2.4.1 The following shall be taken into ac­
nate offsets.
count by the appropriate ATS authority when autho­
rizing the use of strategic lateral offsets in a particu­ NOTE 2: The strategic lateral offset procedure has
lar airspace: been designed to include offsets to mitigate the ef­
a. strategic lateral offsets shall only be authorized fects of wake turbulence of preceding aircraft. If
in en route oceanic or remote continental air­ wake turbulence needs to be avoided, one of the
space. Where part of the airspace in question is three available options (centre line, 1.85km (1 NM)
within radar coverage, transiting aircraft should or 3.7km (2 NM) right offset) may be used.
normally be allowed to initiate or continue offset
tracking; NOTE 3: Pilots are not required to inform ATC that a
strategic lateral offset is being applied.
b. strategic lateral offsets may be authorized for the
following types of routes (including where routes 15.3 AIR-GROUND COMMUNICATION
or route systems intersect):
FAILURE
1. uni-directional and bi-directional routes; and
15.3.1 Action by air traffic control units when un­
2. parallel route system where the spacing be­
able to maintain two-way communication with an air­
tween route centre lines is not less than
craft operating in a control area or control zone shall
55.5km (30 NM);
be as outlined in the paragraphs which follow.

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24 FEB 06 AIR TRAFFIC CONTROL 447

AIR TRAFFIC MANAGEMENT (DOC 4444)


15.3.2 As soon as it is known that two-way com­ ceived and acknowledged; or, if no expected
munication has failed, action shall be taken to ascer­ approach time has been received and ac­
tain whether the aircraft is able to receive transmis­ knowledged, at, or as close as possible to,
sions from the air traffic control unit by requesting it the estimated time of arrival resulting from
to execute a specified manoeuvre which can be ob­ the current flight plan;
served by radar or to transmit, if possible, a specified 6. complete a normal instrument approach pro­
signal in order to indicate acknowledgment. cedure as specified for the designated navi­
15.3.3 If the aircraft fails to indicate that it is able gation aid or fix; and
to receive and acknowledge transmissions, separa­ 7. land, if possible, within 30 minutes after the
tion shall be maintained between the aircraft having estimated time of arrival specified in 5. or the
the communication failure and other aircraft, based last acknowledged expected approach time,
on the assumption that the aircraft will: whichever is later.
a. If in visual meteorological conditions: NOTE: As evidenced by the meteorological
1. continue to fly in visual meteorological condi­ conditions prescribed therein, 15.3.3 a. re­
tions; lates to all controlled flights, whereas 15.3.3
2. land at the nearest suitable aerodrome; and b. relates only to IFR flights.
3. report its arrival by the most expeditious 15.3.4 Action taken to ensure suitable separa­
means to the appropriate air traffic control tion shall cease to be based on the assumption stat­
unit; or ed in 15.3.3 when:
b. If in instrument meteorological conditions or a. it is determined that the aircraft is following a
when conditions are such that it does not appear procedure differing from that in 15.3.3; or
feasible to complete the flight in accordance with
b. through the use of electronic or other aids, air
a.:
traffic control units determine that action differing
1. unless otherwise prescribed on the basis of a from that required by 15.3.3 may be taken with­
regional air navigation agreement, in air­ out impairing safety; or
space where radar is not used in the provi­
c. positive information is received that the aircraft
sion of air traffic control, maintain the last as­
has landed.
signed speed and level, or a minimum flight
altitude if higher, for a period of 20 minutes 15.3.5 As soon as it is known that two-way com­
following the aircraft’s failure to report its po­ munication has failed, appropriate information de­
sition over a compulsory reporting point and scribing the action taken by the air traffic control unit,
thereafter adjust level and speed in accor­ or instructions justified by any emergency situation,
dance with the filed flight plan; shall be transmitted blind for the attention of the air­
2. in airspace where radar is used in the provi­ craft concerned, on the frequencies available on
sion of air traffic control, maintain the last as­ which the aircraft is believed to be listening, includ­
signed speed and level, or minimum flight al­ ing the voice frequencies of available radio naviga­
titude if higher, for a period of 7 minutes tion or approach aids. Information shall also be giv­
following: en concerning:
i. the time the last assigned level or mini­ a. meteorological conditions favorable to a
mum flight altitude is reached; or cloud-breaking procedure in areas where con­
gested traffic may be avoided; and
ii. the time the transponder is set to Code
7600; or b. meteorological conditions at suitable aero­
dromes.
iii. the aircraft’s failure to report its position
over a compulsory reporting point; 15.3.6 Pertinent information shall be given to
whichever is later and thereafter adjust level other aircraft in the vicinity of the presumed position
and speed in accordance with the filed flight of the aircraft experiencing the failure.
plan; 15.3.7 As soon as it is known that an aircraft
3. when being radar vectored or having been di­ which is operating in its area of responsibility is ex­
rected by ATC to proceed offset using RNAV periencing an apparent radio communication failure,
without a specified limit, proceed in the most an air traffic services unit shall forward information
direct manner possible to rejoin the current concerning the radio communication failure to all air
flight plan route no later than the next signifi­ traffic services units concerned along the route of
cant point, taking into consideration the ap­ flight. The ACC in whose area the destination aero­
plicable minimum flight altitude; drome is located shall take steps to obtain informa­
tion on the alternate aerodrome(s) and other rele­
4. proceed according to the current flight plan
vant information specified in the filed flight plan, if
route to the appropriate designated naviga­
such information is not available.
tion aid or fix serving the destination aero­
drome and, when required to ensure compli­
ance with 5. below, hold over this aid or fix
until commencement of descent;
5. commence descent from the navigation aid
or fix specified in 4. at, or as close as possi­
ble to, the expected approach time last re­

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448 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


15.3.9 When an air traffic control unit receives 15.6.3.5 Following an RA event, or other sig­
information that an aircraft, after experiencing a nificant ACAS event, pilots and controllers should
communication failure has re-established communi­ complete an air traffic incident report.
cation or has landed, that unit shall inform the air
traffic services unit in whose area the aircraft was NOTE 1: The ACAS capability of an aircraft will not
operating at the time the failure occurred, and other be known to air traffic controllers.
air traffic services units concerned along the route of NOTE 2: Operating procedures for use of ACAS are
flight, giving necessary information for the continua­ contained in PANS-OPS Doc 8168, Vol I, Part VIII,
tion of control if the aircraft is continuing in flight. Chapter 3 (see Air Traffic Control pages, Series
15.3.10 If the aircraft has not reported within thir­ 200).
ty minutes after:
16 MISCELLANEOUS PROCEDURES
a. the estimated time of arrival furnished by the pi­
lot; 16.3 AIR TRAFFIC INCIDENT REPORT
b. the estimated time of arrival calculated by the
ACC; or 16.3.1 An air traffic incident report should be
submitted, normally to the air traffic services unit
c. the last acknowledged expected approach time; concerned, for incidents specifically related to the
whichever is latest, pertinent information concerning provision of air traffic services involving such occur­
the aircraft shall be forwarded to aircraft operators, rences as aircraft proximity (AIRPROX) or other seri­
or their designated representatives, and pi­ ous difficulty resulting in a hazard to aircraft, caused
lots-in-command of any aircraft concerned and nor­ by; e.g., faulty procedures, non-compliance with pro­
mal control resumed if they so desire. It is the re­ cedures, or failure of ground facilities.
sponsibility of the aircraft operators, or their
16.3.2 Procedures should be established for the
designated representatives, and pilots-in-command
reporting of aircraft proximity incidents and their in­
of aircraft to determine whether they will resume nor­
vestigation to promote the safety of aircraft. The de­
mal operations or take other action.
gree of risk involved in an aircraft proximity should
15.6 ATC CONTINGENCIES be determined in the incident investigation and clas­
sified a “risk of collision”, “safety not assured”, “no
15.6.3 Procedures in Regard to Aircraft risk of collision” or “risk not determined”.
Equipped with Airborne Collision
16.3.3 When an accident / incident investigative
Avoidance Systems (ACAS)
authority conducts an investigation of an aircraft
15.6.3.1 The procedures to be applied for the proximity incident, the air traffic services aspects
provision of air traffic services to aircraft equipped should be included.
with ACAS shall be identical to those applicable to
non-ACAS equipped aircraft. In particular, the pre­ NOTE: A model air traffic incident report form to­
vention of collisions, the establishment of appropri­ gether with instructions for its completion is at Ap­
ate separation and the information which might be pendix 4. Further information regarding air traffic in­
provided in relation to conflicting traffic and to possi­ cidents is contained in the Air Traffic Services
ble avoiding action shall conform with the normal Planning Manual, Doc 9426 (not published herein).
ATS procedures and shall exclude consideration of 16.4 USE OF REPETITIVE FLIGHT PLANS
aircraft capabilities dependent on ACAS equipment.
(RPLs)
15.6.3.2 When a pilot reports a manoeuvre in­
duced by an ACAS resolution advisory (RA), the 16.4.1 General
controller shall not attempt to modify the aircraft
16.4.1.1 RPLs shall not be used for flights oth­
flight path until the pilot reports returning to the
er than IFR flights operated regularly on the same
terms of the current air traffic control instruction or
day(s) of consecutive weeks and on at least ten oc­
clearance but shall provide traffic information as ap­
casions or every day over a period of at least ten
propriate.
consecutive days. The elements of each flight plan
15.6.3.3 Once an aircraft departs from its shall have a high degree of stability.
clearance in compliance with a resolution advisory,
the controller ceases to be responsible for providing NOTE: For permissible incidental changes to RPL
separation between that aircraft and any other air­ data affecting the operation for one particular day,
craft affected as a direct consequence of the ma­ and not intended to be a modification of the listed
noeuvre induced by the resolution advisory. The RPL, see 16.4.4.2.2 and 16.4.4.2.3 below.
controller shall resume responsibility for providing
16.4.1.2 RPLs shall cover the entire flight from
separation for all the affected aircraft when:
the departure aerodrome to the destination aero­
a. the controller acknowledges a report from the drome. RPL procedures shall be applied only when
flight crew that the aircraft has resumed the cur­ all ATS authorities concerned with the flights have
rent clearance; or agreed to accept RPLs.
b. the controller acknowledges a report from the
flight crew that the aircraft is resuming the cur­
rent clearance and issues an alternative clear­
ance which is acknowledged by the flight crew.

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24 FEB 06 AIR TRAFFIC CONTROL 449

AIR TRAFFIC MANAGEMENT (DOC 4444)


16.4.1.3 The use by States of RPLs for inter­ 16.4.3.3 Operators shall submit listings to the
national flight shall be subject to the provision that designated agency for distribution to the appropriate
the affected adjacent States either already use air traffic services units.
RPLs or will use them at the same time. The proce­ 16.4.3.4 The information normally to be pro­
dures for use between States shall be the subject of vided shall be that listed in 16.4.2.2 except that ad­
bilateral, multilateral or regional air navigation agree­ ministrations may also require the provision of esti­
ment as appropriate. mate information of FIR boundaries and the primary
16.4.2 Procedures for Submission of RPLs alternate aerodrome. If so required, such informa­
by Operators tion shall be provided as indicated on a repetitive
flight plan listing form specially designed for the pur­
16.4.2.1 Conditions governing submission, no­ pose.
tification of changes, or cancellation of RPLs shall
be the subject of appropriate arrangements between 16.4.3.5 Information regarding alternate aero­
operators and the ATS authority concerned or of re­ drome(s) and supplementary flight plan data (infor­
gional air navigation agreements. mation normally provided under Item 19 of the ICAO
flight plan form) shall be kept readily available by the
16.4.2.2 An RPL shall comprise information operator at the departure aerodrome or another
regarding such of the following items as are consid­ agreed location, so that, on request by ATS units, it
ered relevant by the appropriate ATS authority: can be supplied without delay. The name of the of­
– validity period of the flight plan fice from which the information can be obtained shall
be recorded on the RPL listing form.
– days of operation
– aircraft identification 16.4.3.6 Acknowledgment of receipt of listings
of flight plan data and/or amendment thereto shall
– aircraft type and wake turbulence category not be required except by agreement between oper­
– MLS capability ators and the appropriate agency.
– departure aerodrome 16.4.4 Changes to RPL Listings
– off-block time
16.4.4.1 Changes of a Permanent Nature
– cruising speed(s)
16.4.4.1.1 Changes of a permanent nature
– cruising level(s)
involving the inclusion of new flights and the deletion
– route to be followed or modification of currently listed flights shall be sub­
– destination aerodrome mitted in the form of amendment listings. These list­
– total estimated elapsed time ings shall reach the air traffic services agency con­
cerned at least seven days prior to the change
– indication of the location where the following in­ becoming effective.
formation may be obtained immediately upon re­
quest: 16.4.4.1.2 Where RPL listings have been ini­
tially submitted by the use of media suitable for elec­
• alternate aerodromes tronic data processing, it shall be permissible by mu­
• fuel endurance tual agreement between the operator and the
appropriate authority for some changes to be sub­
• total number of persons on board mitted by means of RPL listing forms.
• emergency equipment 16.4.4.1.3 All RPL changes shall be submit­
– other information ted in accordance with the instructions for prepara­
tion of RPL listings.
16.4.3 Submission of Total Listings 16.4.4.2 Changes of a Temporary Nature
16.4.3.1 RPLs shall be submitted in the form 16.4.4.2.1 Changes of a temporary, non-re­
of listings containing the required flight plan data us­ curring nature relating to RPLs concerning aircraft
ing an RPL listing form specially designed for the type and wake turbulence category, speed and/or
purpose or by means of other media suitable for cruising level shall be notified for each individual
electronic data processing. The method of submis­ flight as early as possible and not later than 30 min­
sion shall be determined by local or regional agree­ utes before departure to the ATS reporting office re­
ment. sponsible for the departure aerodrome. A change of
NOTE: A model RPL listing form is contained in Ap­ cruising level only may be notified by radiotelephony
pendix 2. on initial contact with the ATS unit.
16.4.4.2.2 In case of an incidental change in
16.4.3.2 Initial submission of complete RPL the aircraft identification, the departure aerodrome,
listings and any subsequent seasonal resubmission the route and/or the destination aerodrome, the RPL
of complete listings shall be made in sufficient time shall be cancelled for the day concerned and an indi­
to permit the data to be properly assimilated by the vidual flight plan shall be submitted.
ATS organization. The minimum lead time required
for the submission of such listings shall be estab­
lished by the administrations concerned and pub­
lished in their AIPs. This minimum lead time shall be
at least two weeks.

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450 AIR TRAFFIC CONTROL 24 FEB 06

AIR TRAFFIC MANAGEMENT (DOC 4444)


16.4.4.2.3 Whenever it is expected by the However, part or the entire area of responsibility of
operator that a specific flight, for which an RPL has one or more States may be administered jointly by a
been submitted, is likely to encounter a delay of 30 designated agency. Each designated agency shall
minutes or more in excess of the off-block time stat­ distribute relevant RPL data to the ATS units con­
ed in that flight plan, the ATS unit responsible for the cerned within its area of responsibility so that such
departure aerodrome shall be notified immediately. data reach these units in sufficient time to become
effective.
NOTE: Because of the stringent requirements of
flow control, failure by operators to comply with this 16.4.4.6.2 RPLs shall be stored by each ATS
procedure may result in the automatic cancellation unit concerned in a manner that will ensure that they
of the RPL for that specific flight at one or more of are systematically activated on the appropriate day
the ATS units concerned. of operation in the order of estimated times indica­
tive of entry into the unit’s area of responsibility. Acti­
16.4.4.2.4 Whenever it is known to the oper­ vation shall be accomplished in sufficient time to
ator that any flight for which an RPL has been sub­ present the data to the controller in appropriate form
mitted is cancelled, the ATS unit responsible for the for analysis and control action.
departure aerodrome shall be notified. 16.4.4.7 Suspension of RPL Procedures
16.4.4.3 Operator/Pilot Liaison
An appropriate ATS authority obliged, due to excep­
The operator shall ensure that the latest flight plan tional circumstances, to temporarily suspend the use
information, including permanent and incidental of RPLs in its area of responsibility or a specified
changes, pertaining to a particular flight and duly no­ part thereof, shall publish notice of such suspension
tified to the appropriate agency, is made available to with as much advance notice as possible and in the
the pilot-in-command. most suitable form considering the circumstances.
16.4.4.4 RPL Procedures for ATS Units 16.4.4.8 ATS Messages Related to
Individual Flights Operating on an
The procedures for handling RPLs described herein
RPL
are applicable regardless of whether automatic data
processing equipment is utilized or whether flight ATS messages relating to individual flights operating
plan data is handled manually. on an RPL shall be originated and addressed to ATS
16.4.4.5 Implementation of RPL Procedures units concerned in a manner identical to that used
for flights operating on individual flight plans.
16.4.4.5.1 Procedures for use of RPLs may
be established for flights operating within a single
flight information region or a single State.
16.4.4.5.2 Procedures may also be estab­
lished for flights across international boundaries
subject to the provision that affected States currently
utilize or will concurrently use RPLs.
16.4.4.5.3 Application of RPL procedures for
international flights requires the establishment of bi­
lateral or multilateral agreements between the
States concerned. Multilateral agreements involving
a number of States may take the form of regional air
navigation agreements.
16.4.4.5.4 Application of RPLs requires
agreements with participating operators to establish
submission and amendment procedures.
16.4.4.5.5 Agreements shall include provi­
sions for the following procedures:
a. initial submissions;
b. permanent changes;
c. temporary and incidental changes;
d. cancellations;
e. additions; and
f. completely revised listings when indicated by ex­
tensive changes.
16.4.4.6 Collection, Storage and
Processing of RPL Data
16.4.4.6.1 Any State using RPLs shall desig­
nate one or more agencies responsible for adminis­
tering such data. The area of responsibility for any
such designated agency shall be at least one FIR.

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24 FEB 06 AIR TRAFFIC CONTROL 451

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


1. REPORTING INSTRUCTIONS—
APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

MODEL AIREP/AIREP SPECIAL

1. ROUTINE AIR-REPORTS 1.2 Section 3 shall include all Items 9 to 13 and


Item 14, if available.
1.1 Section 1 is obligatory, although Items 5 and
6 thereof may be omitted when prescribed in Re­ 2. SPECIAL AIR-REPORTS
gional Supplementary Procedures; Section 2 shall
be added, in whole or in part, only when so request­ 2.1 Special air-reports shall be made whenever
ed by the operator or his designated representative, any of the phenomena listed under Item 15 are ob­
or when deemed necessary by the pilot-in-com­ served or encountered. Items 1 to 4 of Section 1 and
mand; Section 3 shall be added in accordance with the appropriate phenomenon specified in Section 3,
Annex 3 and the Regional Supplementary Proce­ Item 15, are required from all aircraft. The phenome­
dures, Part 3 – Meteorology. na listed under “SST” shall be reported only by su­
personic transport at transonic and supersonic cruis­
ing levels.

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452 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


2.2 In the case of special air-reports containing • Item 5 – NEXT POSITION AND ESTIMATED
information on volcanic activity, a post-flight report TIME OVER. Report the next reporting point
shall be made on the volcanic activity reporting form and the estimated time over such reporting
(Model VAR). All elements which are observed shall point, or report the estimated position that
be recorded and indicated respectively in the appro­ will be reached one hour later, according to
priate places on the form Model VAR. the position reporting procedures in force.
Use the data conventions specified in Item 2
2.3 Special air-reports shall be made as soon as
for position. Report the estimated time over
practicable after a phenomenon calling for a special this position. Report time in hours and min­
air-report has been observed. utes UTC (4 numerics) unless reporting time
2.4 If a phenomenon warranting the making of a in minutes past the hour (2 numerics) as pre­
special air-report is observed at or near the time or scribed on the basis of regional air navigation
place where a routine air-report is to be made, a agreements.
special air-report shall be made instead. • Item 6 – ENSUING SIGNIFICANT POINT.
3. DETAILED REPORTING Report the ensuing significant point following
the “next position and estimated time over”.
INSTRUCTIONS
– Section 2
3.1 Items of an air-report shall be reported in the
order in which they are listed in the model AIREP / • Item 7 – ESTIMATED TIME OF ARRIVAL.
AIREP SPECIAL form. Report the name of the aerodrome of the first
intended landing, followed by the estimated
– MESSAGE TYPE DESIGNATOR. Report “SPE­ time of arrival at this aerodrome in hours and
CIAL” for a special air-report. minutes UTC (4 numerics).
– Section 1
• Item 8 – ENDURANCE. Report “ENDUR­
• Item 1 – AIRCRAFT IDENTIFICATION. Re­ ANCE” followed by fuel endurance in hours
port the aircraft radiotelephony call sign as and minutes (4 numerics).
prescribed in Annex 10, Chapter 5.
– Section 3
• Item 2 – POSITION. Report position in lati­
tude (degrees as 2 numerics or degrees and • Item 9 – AIR TEMPERATURE. Report “TEM­
minutes as 4 numerics, followed by “North” or PERATURE PLUS” or “TEMPERATURE MI­
“South”) and longitude (degrees as 3 numer­ NUS” followed by the temperature in degrees
ics or degrees and minutes as 5 numerics, Celsius (2 numerics), corrected for instru­
followed by “East” or “West”), or as a signifi­ ment error and airspeed (e.g., TEMPERA­
cant point identified by a coded designator (2 TURE MINUS 05).
to 5 characters), or as a significant point fol­ • Item 10 – WIND DIRECTION.
lowed by magnetic bearing (3 numerics) and
distance in nautical miles from the point (e.g., • Item 11 – WIND SPEED. Report spot wind
referring to the position given in Item 2. Re­
“4620North07805West”, port wind direction in degrees true (3 numer­
“4620North07800West”, ics) and wind speed in kilometres per hour or
“4600North07800West”, LN (“LIMA NOVEM­ knots (2 or 3 numerics) (e.g., WIND 345 DE­
BER”), “MAY”, “HADDY” or “DUB 180 DE­ GREES 55 KILOMETRES PER HOUR,
GREES 40 MILES”). Precede significant WIND 170 DEGREES 65 KNOTS). Report
point by “ABEAM”, if applicable. calm conditions as “CALM”.
• Item 3 – TIME. Report time in hours and • Item 12 – TURBULENCE. Report severe tur­
minutes UTC (4 numerics) unless reporting bulence as “TURBULENCE SEVERE”, mod­
time in minutes past the hour (2 numerics) is erate turbulence as “TURBULENCE MOD­
prescribed on the basis of regional air navi­ ERATE” and light turbulence as
gation agreements. The time reported must “TURBULENCE LIGHT”.
be the actual time of the aircraft at the posi­
tion and not the time of origination or trans­ The following specifications apply:
mission of the report. Time shall always be – Light – Conditions less than moderate
reported in hours and minutes UTC when turbulence. Changes in accelerometer
making a special air-report. readings less than 0.5g at the aircraft’s
centre of gravity.
• Item 4 – FLIGHT LEVEL OR ALTITUDE. Re­
port flight level by 3 numerics (e.g., “FLIGHT – Moderate – Conditions in which moder­
LEVEL 310”), when on standard pressure al­ ate changes in aircraft attitude and/or alti­
timeter setting. Report altitude in metres fol­ tude may occur but the aircraft remains in
lowed by “METRES” or in feet followed by positive control at all times. Usually, small
“FEET”, when on QNH. Report “CLIMBING” variations in air speed. Changes in accel­
(followed by the level) when climbing, or “DE­ erometer readings of 0.5g to 1.0g at the
SCENDING” (followed by the level) when de­ aircraft’s centre of gravity. Difficulty in
scending, to a new level after passing the walking. Occupants feel strain against
significant point. seat belts. Loose objects move about.

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24 FEB 06 AIR TRAFFIC CONTROL 453

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


– Severe – Conditions in which abrupt – pre-eruption volcanic activity or a volca­
changes in aircraft attitude and/or altitude nic eruption as “PRE-ERUPTION VOL­
occur; aircraft may be out of control for CANIC ACTIVITY or VOLCANIC ERUP­
short periods. Usually, large variations in TION”.
air speed. Changes in accelerometer The following specifications apply:
readings greater than 1.0g at the air­
Pre-eruption volcanic activity in this con­
craft’s centre of gravity. Occupants are
text means unusual and/or increasing
forced violently against seat belts. Loose
volcanic activity which could presage a
objects are tossed about.
volcanic eruption.
• Item 13 – AIRCRAFT ICING. Report severe NOTE: In case of volcanic ash cloud,
icing as “ICING SEVERE”, moderate icing as pre-eruption volcanic activity or volcanic
“ICING MODERATE” and light icing as “IC­ eruption, in accordance with Chapter 4,
ING LIGHT”. 4.12.3, a post flight report shall also be
The following specifications apply: made on the special air-report of volcanic
– Light – Conditions less than moderate ic­ activity form (Model VAR).
ing.
The following phenomena shall be reported
– Moderate – Conditions in which change only by supersonic transport at transonic lev­
of heading and/or altitude may be consid­ els and supersonic cruising levels:
ered desirable.
– moderate turbulence as “TURBULENCE
– Severe – Conditions in which immediate MODERATE”.
change of heading and/or altitude is con­
Specifications under Item 12 apply.
sidered essential.
– hail as “HAIL”.
• Item 14 – HUMIDITY. Report the relative hu­ – cumulonimbus clouds as “CB CLOUDS”.
midity, if available, as “HUMIDITY” followed
by the relative humidity in per cent (3 numer­ 3.2 Information recorded on the volcanic activity
ics) (e.g., HUMIDITY 085). reporting form (Model VAR) is not for transmission
• Item 15 – PHENOMENON PROMPTING A by RTF but, on arrival at an aerodrome, is to be de­
SPECIAL AIR-REPORT. Report one of the livered without delay by the operator or a flight crew
following phenomena encountered or ob­ member to the aerodrome meteorological office. If
served: such an office is not easily accessible, the complet­
ed form shall be delivered in accordance with local
– severe turbulence as “TURBULENCE arrangements made between the Meteorological
SEVERE”. and ATS Authorities and the operator.
Specifications under Item 12 apply.
4. FORWARDING OF
– severe icing as “ICING SEVERE”.
METEOROLOGICAL
Specifications under Item 13 apply.
– severe mountainwave as “MOUNTAIN­
INFORMATION RECEIVED BY
WAVE SEVERE”. VOICE COMMUNICATIONS
The following specification applies: 4.1 When receiving routine or special air-reports,
Severe – Conditions in which the accom­ air traffic services units shall forward these air-re­
panying downdraft is 3.0 m/s (600 ft/min) ports without delay to the associated meteorological
or more and/or severe turbulence is en­ watch office (MWO). In order to ensure assimilation
countered. of air-reports in ground-based automated systems,
– thunderstorm without hail as “THUNDER­ the elements of such reports shall be transmitted us­
STORM”. ing the data conventions specified below and in the
order prescribed.
– thunderstorm with hail as “THUNDER­
STORM WITH HAIL”. The following spec­ – ADDRESSEE. Record station called and, when
ification applies: necessary, relay required.
Only report those thunderstorms which – MESSAGE TYPE DESIGNATOR. Record “ARS”
are: for a special air-report.
– obscured in haze; or NOTE: Where air-reports are handled by auto­
– embedded in cloud; or matic data processing equipment which cannot
accept this message-type designator, in accor­
– widespread; or
dance with Chapter 11, 11.4.2.5.5.2, the use of a
– forming a squall-line. different message-type designator is permitted
– heavy duststorm or sandstorm as by regional air navigation agreement.
“DUSTSTORM or SANDSTORM
HEAVY”.
– volcanic ash cloud as “VOLCANIC ASH
CLOUD”.

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454 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


– AIRCRAFT IDENTIFICATION. Record the air­ – severe mountainwave as “MTW SEV”
craft identification using the data convention – thunderstorm without hail as “TS”
specified for Item 7 of the flight plan, without a
– thunderstorm with hail as “TSGR”
space between the operator’s designator and the
aircraft registration or flight identification, if used – heavy duststorm or sandstorm as “HVY
(e.g., New Zealand 103 as ANZ103). SS”
– volcanic ash cloud as “VA CLD”
– Section 1
– pre-eruption volcanic activity or a volca­
• Item 0 — POSITION. Record position in lati­ nic eruption as “VA”
tude (degrees as 2 numerics or degrees and
– moderate turbulence as “TURB MOD”
minutes as 4 numerics, followed without a
space by N or S) and longitude (degrees as 3 – hail as “GR”
numerics or degrees and minutes as 5 nu­ – cumulonimbus clouds as “CB”
merics, followed without a space by E or W),
– TIME TRANSMITTED. Record only when
or as a significant point identified by a coded
Section 3 is transmitted.
designator (2 to 5 characters), or as a signifi­
cant point followed by magnetic bearing (3
numerics) and distance in nautical miles (3
numerics) from the point (e.g.,
4620N07805W, 4620N078W, 46N078W, LN,
HADDY or DUB180040). Precede significant
point by “ABM” (abeam), if applicable.
• Item 1 —TIME. Record time in hours and
minutes UTC (4 numerics).
• Item 2 — FLIGHT LEVEL OR ALTITUDE.
Record F followed by 3 numerics (e.g.,
F310), when a flight level is reported. Record
altitude in metres followed by M or in feet fol­
lowed by FT, when an altitude is reported.
Record “ASC” (level) when climbing, or
“DES” (level) when descending.
– Section 3
• Item 8 — AIR TEMPERATURE. Record “PS”
(plus) or “MS” (minus) followed, without a
space, by the temperature in degrees Cel­
sius (2 numerics) (e.g., MS05).
• Item 9 — WIND DIRECTION.
• Item 10 — WIND SPEED. Record wind di­
rection in degrees true (3 numerics) and
wind speed in kilometres per hour or knots (2
or 3 numerics), separated by an oblique
stroke, indicating the unit used (e.g.,
345/55KMH, 170/65KT). Record calm as
“00000”.
• Item 11 — TURBULENCE. Record severe
turbulence as TURB SEV and moderate tur­
bulence as TURB MOD and light turbulence
as TURB FBL.
• Item 12 — AIRCRAFT ICING. Record se­
vere icing as ICE SEV, moderate icing as ICE
MOD and light icing as ICE FBL.
• Item 13 — HUMIDITY. If reported, record
“RH” followed, without a space, by the hu­
midity in per cent (3 numerics, e.g., RH085).

NOTE: Item 13 is optional and shall be in­


cluded only when available.

• Item 14 — PHENOMENON PROMPTING A


SPECIAL AIR-REPORT. Record the phe­
nomenon reported as follows:
– severe turbulence as “TURB SEV”
– severe icing as “ICE SEV”

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24 FEB 06 AIR TRAFFIC CONTROL 455

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


2. SPECIAL AIR-REPORT OF
VOLCANIC ACTIVITY (MODEL
VAR)

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456 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS


3. EXAMPLES
AS SPOKEN IN RADIOTELEPHONY AS RECORDED BY THE AIR TRAFFIC
SERVICES UNIT AND FORWARDED TO
THE METEOROLOGICAL OFFICE
CONCERNED

I.1 AIREP SPEEDBIRD FIFE SIX AIT POSITION I. BAW568 4925N050W 1317 F310 MS47 255/
FOWer NINer TOO FIFE NORTH ZERO FIFE 65KT TURB MOD ICE FBL
ZERO WEST AT WUN TREE WUN SEVen
FLIGHT LEVEL TREE WUN ZERO NEXT
POSITION FIFE ZERO NORTH ZERO FOWer
ZERO WEST AT WUN TREE FIFE FIFE
FOLLOWING POINT FIFE ZERO NORTH
ZERO TREE ZERO WEST ENDURANCE
ZERO AIT TREE ZERO TEMPERATURE
MINUS FOWer SEVen WIND TOO FIFE FIFE
DEGREES SIX FIFE KNOTS TURBULENCE
MODERATE ICING LIGHT

II.2 JAPANAIR FOWer FOWer WUN OVER II. JAL441 ORDON 0930 F350 MS53
ORDON AT ZERO NINer TREE ZERO FLIGHT 310/60KMH TURB FBL ICE FBL
LEVEL TREE FIFE ZERO NEXT POSITION
ONADE AT WUN ZERO ZERO SEVen
FOLLOWING POINT OMPPA TEMPERATURE
MINUS FIFE TREE WIND TREE WUN ZERO
DEGREES SIX ZERO KILOMETERS PER
HOUR TURBULENCE LIGHT ICING LIGHT

III.3 AIREP SPECIAL CLIPPER WUN ZERO WUN III. ARS PAA101 5045N02015W 1536 F310
POSITION FIFE ZERO FOWer FIFE NORTH ASC F350 TSGR
ZERO TOO ZERO WUN FIFE WEST AT WUN
FIFE TREE SIX FLIGHT LEVEL TREE WUN
ZERO CLIMBING TO FLIGHT LEVEL TREE
FIFE ZERO THUNDERSTORM WITH HAIL

IV.4 SPECIAL NIUGINI TOO SEVen TREE OVER IV. ARS ANG273 MD 0846 19000FT TURB SEV
MADANG AT ZERO AIT FOWer SIX WUN
NINer TOUSAND FEET TURBULENCE
SEVERE

1. A routine air-report for a trans-oceanic flight which has been designated to report routine meteorological
observations at meridians spaced at intervals of 10 degrees. The information of the next position, ensuing
significant point and endurance are not required for transmission to the meteorological offices concerned.
2. A routine air-report for a trans-oceanic flight which is required to report routine meteorological
observations at specified significant points. The information of the next position and the ensuing significant
point are not required for transmission to the meteorological offices concerned.
3. A special air-report which is required because of the occurrence of widespread thunderstorms with hail.
4. A special air-report which is required because of severe turbulence. The aircraft is on QNH altimeter
setting.

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24 FEB 06 AIR TRAFFIC CONTROL 457

APPENDIX 2 — FLIGHT PLAN


APPENDIX 2 — FLIGHT PLAN

1 ICAO MODEL FLIGHT PLAN FORM

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


458 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN


2 INSTRUCTIONS FOR THE Aeronautical Authorities and Services (not pub­
lished herein).
COMPLETION OF THE FLIGHT
PLAN FORM
ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT
2.1 GENERAL (ONE OR TWO CHARACTERS)
Adhere closely to the prescribed formats and man­
– Flight rules
ner of specifying data.
INSERT one of the following letters to denote the
Commence inserting data in the first space provid­
category of flight rules with which the pilot intends to
ed. Where excess space is available leave unused
comply:
spaces blank.
Insert all clock times in 4 figures UTC. I if IFR
Insert all estimated elapsed times in 4 figures (hours
and minutes). V if VFR
Shaded area preceding Item 3 — to be completed
by ATS and COM services, unless the responsibility Y if IFR first } and specify in Item 15 the
for originating flight plan messages has been dele­ point or points where a change
Z if VFR } of flight rules is planned.
gated.
first}
NOTE: The term “aerodrome” where used in the
flight plan is intended to cover also sites other than – Type of flight
aerodromes which may be used by certain types of INSERT one of the following letters to denote the
aircraft; e.g., helicopters or balloons. type of flight when so required by the appropriate
ATS authority:
2.2 INSTRUCTIONS FOR INSERTION OF
ATS DATA S if scheduled air service
Complete Items 7 to 18 as indicated hereunder. N if non-scheduled air transport operation
Complete also Item 19 as indicated hereunder,
when so required by the appropriate ATS authority G if general aviation
or when otherwise deemed necessary.
M if military
NOTE: Item numbers on the form are not consecu­
tive, as they correspond to Field Type numbers in X if other than any of the defined categories
ATS messages. above.

ITEM 7: AIRCRAFT IDENTIFICATION ITEM 9: NUMBER AND TYPE OF AIRCRAFT


(MAXIMUM 7 CHARACTERS) AND WAKE TURBULENCE CATEGORY

INSERT one of the following aircraft identifications, – Number of aircraft (1 or 2 characters)


not exceeding 7 characters: INSERT the number of aircraft, if more than one.
a. the registration marking of the aircraft (e.g., EIA­ – Type of aircraft (2 to 4 characters)
KO, 4XBCD, N2567GA), when:
INSERT the appropriate designator as specified in
1. in radiotelephony the call sign to be used by ICAO Doc 8643, Aircraft Type Designators (not pub­
the aircraft will consist of this identification lished herein)
alone (e.g., OOTEK), or preceded by the
OR if no such designator has been assigned, or in
ICAO telephony designator for the aircraft
case of formation flights comprising more than one
operating agency (e.g., SABENA OOTEK); type;
2. the aircraft is not equipped with radio; or INSERT ZZZZ, and SPECIFY in Item 18, the (num­
b. the ICAO designator for the aircraft operating bers and) type(s) of aircraft preceded by TYP/.
agency followed by the flight identification (e.g.,
– Wake turbulence category (1 character)
KLM511, NGA213, JTR25) when in radio­
tele-phony the call sign to be used by the aircraft INSERT an oblique stroke followed by one of the fol­
will consist of the ICAO telephony designator for lowing letters to indicate the wake turbulence cate­
the operating agency followed by the flight identi­ gory of the aircraft:
fication (e.g., KLM511, NIGERIA 213, HERBIE
25).

NOTE: Provisions for the use of radiotelephony


call signs are contained in Annex 10, Volume II,
Chapter 5 (not published herein). ICAO designa­
tors and telephony designators for aircraft oper­
ating agencies are contained in Doc 8585 —
Designators for Aircraft Operating Agencies,

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


24 FEB 06 AIR TRAFFIC CONTROL 459

APPENDIX 2 — FLIGHT PLAN


NOTE 3: If the letter J is used, specify in Item 18
H— HEAVY, to indicate an aircraft type with a the equipment carried, preceded by DAT/ fol­
maximum certificated take-off mass of lowed by one or more letters as appropriate.
136,000kg or more;
NOTE 4: Information on navigation capability is
M— MEDIUM, to indicate an aircraft type with provided to ATC for clearance and routing pur­
a maximum certificated take-off mass of poses.
less than 136,000kg but more than
7000kg; NOTE 5: Inclusion of R indicates that an aircraft
meets the RNP type prescribed for the route
L— LIGHT, to indicate an aircraft type with a segment(s), route(s) and/or area concerned.
maximum certificated take-off mass of
7000kg or less. – Surveillance equipment
INSERT one or two of the following letters to de­
scribe the serviceable surveillance equipment
ITEM 10: EQUIPMENT carried:
– Radio communication, navigation and ap­
SSR equipment:
proach aid equipment
INSERT one letter as follows: N Nil
N if no COM/NAV/approach aid equipment for
the route to be flown is carried, or the equipment A Transponder — Mode A (4 digits — 4096
is unserviceable; codes)
OR C Transponder — Mode A (4 digits — 4096
S if standard COM/NAV/approach aid equipment codes) and Mode C
for the route to be flown is carried and service­
able (see Note 1), X Transponder — Mode S without both aircraft
identification and pressure-altitude
AND/OR
transmission
INSERT one or more of the following letters to
indicate the COM/NAV/approach aid equipment P Transponder — Mode S, including
available and serviceable: pressure-altitude transmission, but no aircraft
identification transmission
A (Not allocated) M Omega
I Transponder — Mode S, including aircraft
B (Not allocated) O VOR identification transmission, but no
pressure-altitude transmission
C LORAN C P (Not allocated)
S Transponder — Mode S, including both
D DME Q (Not allocated) pressure-altitude and aircraft identification
transmission.
E (Not allocated) R RNP type
certification ADS equipment:
F ADF (see Note 5)
D ADS capability
G (GNSS) T TACAN

H HF RTF U UHF RTF ITEM 13: DEPARTURE AERODROME AND


TIME
I Inertial Navigation V VHF RTF (8 CHARACTERS)

J (Data link) W* *When INSERT the ICAO four-letter location indicator of


(see Note 3) prescribed the departure aerodrome,
X*
by ATS OR, if no location indicator has been assigned,
K (MLS) Y* INSERT ZZZZ and SPECIFY, in Item 18, the name
of the aerodrome preceded by DEP/ ,
L ILS Z Other equipment
OR, if the flight plan is received from an aircraft in
carried (See Note
flight,
2)
INSERT AFIL, and SPECIFY, in Item 18, the ICAO
NOTE 1: Standard equipment is considered to four-letter location indicator of the location of the
be VHF RTF, ADF, VOR and ILS, unless another ATS unit from which supplementary flight plan data
combination is prescribed by the appropriate can be obtained, preceded by DEP/ .
ATS authority. THEN, WITHOUT A SPACE,
NOTE 2: If the letter Z is used, specify in Item 18 INSERT for a flight plan submitted before departure,
the other equipment carried, preceded by COM/ the estimated off-block time,
and/or NAV/, as appropriate.

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460 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN


OR, for a flight plan received from an aircraft in flight, OR, by DCT, if the flight to the next point will be
the actual or estimated time over the first point of the outside a designated route, unless both points
route to which the flight plan applies. are defined by geographical coordinates.
Flights Outside Designated ATS Routes
ITEM 15: ROUTE INSERT points normally not more than 30 min­
utes flying time or 370km (200 NM) apart, includ­
INSERT the first cruising speed as in a. and the first ing each point at which a change of speed or lev­
cruising level as in b., without a space between el, a change of track, or a change of flight rules is
them. planned;
THEN, following the arrow, INSERT the route de­ OR, when required by appropriate ATS authori­
scription as in c. ty(ies),
a. Cruising speed (maximum 5 characters) DEFINE the track of flights operating predomi­
INSERT the True Air Speed for the first or the nantly in an east-west direction between 70°N
whole cruising portion of the flight, in terms of: and 70°S by reference to significant points
– Kilometers per hour, expressed as K followed formed by the intersections of half or whole de­
by 4 figures (e.g., K0830); or grees of latitude with meridians spaced at inter­
vals of 10 degrees of longitude. For flights oper­
– Knots, expressed as N followed by 4 figures ating in areas outside those latitudes the tracks
(e.g., N0485); or shall be defined by significant points formed by
– True Mach number, when so prescribed by the intersection of parallels of latitude with merid­
the appropriate ATS authority, to the nearest ians normally spaced at 20 degrees of longitude.
hundredth of unit Mach, expressed as M fol­ The distance between significant points shall, as
lowed by 3 figures (e.g., M082). far as possible, not exceed one hour’s flight time.
Additional significant points shall be established
b. Cruising level (maximum 5 characters) as deemed necessary.
INSERT the planned cruising level for the first or For flights operating predominantly in a
the whole portion of the route to be flown, in north-south direction, define tracks by reference
terms of: to significant points formed by the intersection of
– Flight level, expressed as F followed by 3 fig­ whole degrees of longitude with specified paral­
ures (e.g., F085; F330); or lels of latitude which are spaced at 5 degrees.
– Standard Metric Level in tens of metres, ex­ INSERT DCT between successive points unless
pressed as S followed by 4 figures (e.g., both points are defined by geographical coordi­
S1130); or nates or by bearing and distance.
– Altitude in hundreds of feet, expressed as A USE ONLY the conventions in 1. to 5. below and
followed by 3 figures (e.g., A045; A100); or SEPARATE each sub-item by a space.
– Altitude in tens of metres, expressed as M 1. ATS Route (2 to 7 Characters)
followed by 4 figures (e.g., M0840); or The coded designator assigned to the route
– For uncontrolled VFR flights, the letters VFR. or route segment including, where appropri­
ate, the coded designator assigned to the
c. Route (Including Changes of Speed, Level standard departure or arrival route (e.g.,
and/or Flight Rules) BCN1, B1, R14, UB10, KODAP2A).
Flights Along Designated ATS Routes
NOTE: Provisions for the application of route
INSERT if the departure aerodrome is located
designators are contained in Annex 11, Ap­
on, or connected to the ATS route, the designa­
pendix 1 (not published herein), whilst guid­
tor of the first ATS route;
ance material on the application of an RNP
OR, if the departure aerodrome is not on or con­ type to a specific route segment(s), route(s)
nected to the ATS route, the letters DCT followed or area, is contained in the Manual on Re­
by the point of joining the first ATS route, fol­ quired Navigation Performance (RNP), Doc
lowed by the designator of the ATS route. 9613 (not published herein).
THEN
2. Significant Point (2 to 11 Characters)
INSERT each point at which either a change of
speed or level, a change of ATS route, and/or a The coded designator (2 to 5 characters) as­
change of flight rules is planned, signed to the point (e.g., LN, MAY, HADDY);
or
NOTE: When a transition is planned between a if no coded designator has been assigned,
lower and upper ATS route and the routes are one of the following ways:
oriented in the same direction, the point of transi­
– Degrees only (7 characters):
tion need not be inserted.
2 figures describing latitude in degrees,
FOLLOWED IN EACH CASE followed by “N” (North) or “S” (South), fol­
by the designator of the next ATS route segment, lowed by 3 figures describing longitude in
even if the same as the previous one; degrees, followed by “E” (East) or “W”
(West). Make up the correct number of
figures, where necessary, by insertion of
zeros; e.g., 46N078W.

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


24 FEB 06 AIR TRAFFIC CONTROL 461

APPENDIX 2 — FLIGHT PLAN


– Degrees and minutes (11 characters): above which cruise climb is planned followed
by the letters “PLUS”, without a space be­
4 figures describing latitude in degrees
tween them.
and tens and units of minutes followed by
“N” (North) or “S” (South), followed by 5 EXAMPLE: C/48N050W/M082F290F350
figures describing longitude in degrees
and tens and units of minutes, followed C/48N050W/M082F290PLUS
by “E” (East) or “W” (West). Make up the C/52N050W/M220F580F620.
correct number of figures, where neces­
sary, by insertion of zeros; e.g.,
ITEM 16: DESTINATION AERODROME AND
4620N07805W.
TOTAL ESTIMATED ELAPSED TIME,
– Bearing and distance from a navigation ALTERNATE AERODROME(S)
aid:
The identification of the navigation aid – Destination aerodrome and total estimat­
(normally a VOR), in the form of 2 or 3 ed elapsed time (8 characters)
characters, THEN the bearing from the INSERT the ICAO four-letter location indica­
aid in the form of 3 figures giving degrees tor of the destination aerodrome followed,
magnetic, THEN the distance from the without a space, by the total estimated
aid in the form of 3 figures expressing elapsed time,
nautical miles. Make up the correct num­
OR, if no location indicator has been as­
ber of figures, where necessary, by inser­
signed,
tion of zeros; e.g., a point 180° magnetic
at a distance of 40 nautical miles from INSERT ZZZZ followed, without a space, by
VOR “DUB” should be expressed as the total estimated elapsed time, and SPECI­
DUB180040. FY in Item 18 the name of the aerodrome,
preceded by DEST/ .
3. Change of Speed or Level (Maximum 21
Characters) NOTE: For a flight plan received from an air­
The point at which a change of speed (5% craft in flight, the total estimated elapsed time
TAS or 0.01 Mach or more) or a change of is the estimated time from the first point of
level is planned, expressed exactly as in 2. the route to which the flight plan applies.
above, followed by an oblique stroke and – Alternate aerodrome(s) (4 characters)
both the cruising speed and the cruising lev­
el, expressed exactly as in a. and b. above, INSERT the ICAO four-letter location indica­
without a space between them, even when tor(s) of not more than two alternate aero­
only one of these quantities will be changed. dromes, separated by a space,
OR, if no location indicator has been as­
EXAMPLE: LN/N0284A045 signed to the alternate aerodrome,
MAY/N0305F180 INSERT ZZZZ and SPECIFY in Item 18 the
HADDY/N0420F330 name of the aerodrome, preceded by ALTN/ .
4602N07805W/N0500F350
ITEM 18: OTHER INFORMATION
46N078W/M082F330
DUB180040/N0350M0840 INSERT 0 (zero) if no other information,
4. Change of Flight Rules (Maximum 3 Char­ OR, any other necessary information in the pre­
acters) ferred sequence shown hereunder, in the form of
the appropriate indicator followed by an oblique
The point at which the change of flight rules
stroke and the information to be recorded:
is planned, expressed exactly as in 2. or 3.
above as appropriate, followed by a space
and one of the following: EET/ Significant points or FIR boundary
designators and accumulated estimated
(a) VFR if from IFR to VFR elapsed times to such points or FIR
(b) IFR if from VFR to IFR boundaries, when so prescribed on the
basis of regional air navigation
EXAMPLE: LN VFR agreements, or by the appropriate ATS
LN/N0284A050 IFR authority.

5. Cruise Climb (Maximum 28 Characters) EXAMPLE: EET/CAP0745 XYZ0830


The letter C followed by an oblique stroke; EET/EINN0204
THEN the point at which cruise climb is
planned to start, expressed exactly as in 2.
above, followed by an oblique stroke; THEN
the speed to be maintained during cruise
climb, expressed exactly as in a. above, fol­
lowed by the two levels defining the layer to
be occupied during cruise climb, each level
expressed exactly as in b. above, or the level

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462 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN

RIF/ The route details to the revised RALT/ Name of en-route alternate
destination aerodrome, followed by the aerodrome(s).
ICAO four-letter location indicator of the
aerodrome. The revised route is subject CODE/ Aircraft address (expressed in the form
to re-clearance in flight. of an alphanumerical code of six
hexadecimal characters) when required
EXAMPLE: RIF/DTA HEC KLAX by the appropriate ATS authority.
RIF/ESP G94 CLA APPH Example: “F00001” is the lowest aircraft
address contained in the specific block
RIF/LEMD administered by ICAO.
REG/ The registration markings of the aircraft, RMK/ Any other plain language remarks when
if different from the aircraft identification required by the appropriate ATS
in Item 7. authority or deemed necessary.
SEL/ SELCAL Code, if so prescribed by the
appropriate ATS authority.

OPR/ Name of the operator, if not obvious


from the aircraft identification in Item 7.

STS/ Reason for special handling by ATS;


e.g., hospital aircraft, one engine
inoperative; e.g., STS/HOSP, STS/ONE
ENG INOP.

TYP/ Type(s) of aircraft, preceded if


necessary by number(s) of aircraft, if
ZZZZ is inserted in Item 9.

PER/ Aircraft performance data, if so


prescribed by the appropriate ATS
authority.

COM/ Significant data related to


communication equipment as required
by the appropriate ATS authority; e.g.,
COM/UHF only.

DAT/ significant data related to data link


capability, using one or more of the
letters S, H, V and M; e.g., DAT/S for
satellite data link; DAT/H for HF data
link; DAT/V for VHF data link; DAT/M for
SSR Mode S data link.

NAV/ Significant data related to navigation


equipment as required by the
appropriate ATS authority.

DEP/ Name of departure aerodrome, if ZZZZ


is inserted in Item 13, or the ICAO four
letter location indicator of the location of
the ATS unit from which supplementary
flight plan data can be obtained, if AFIL
is inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ


is inserted in Item 16.

ALTN/ Name of destination alternate


aerodrome(s), if ZZZZ is inserted in Item
16.

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24 FEB 06 AIR TRAFFIC CONTROL 463

APPENDIX 2 — FLIGHT PLAN


(COLOUR) INSERT colour of dinghies if
ITEM 19: SUPPLEMENTARY INFORMATION carried.

– Endurance A/ (AIRCRAFT INSERT colour of aircraft and


After E/ INSERT a 4-figure group giving the COLOUR AND significant markings.
fuel endurance in hours and minutes. MARKINGS)
– Persons on board N/ (REMARKS) CROSS OUT indicator N if no
After P/ INSERT the total number of persons remarks, or INDICATE any
(passengers and crew) on board, when re­ other survival equipment
quired by the appropriate ATS authority. carried and any other remarks
INSERT TBN (to be notified) if the total num­ regarding survival equipment.
ber of persons is not known at the time of fil­
C/ (PILOT) INSERT name of
ing.
pilot-in-command.
– Emergency and survival equipment

R/ (RADIO) CROSS OUT U if UHF on 2.3 FILED BY


frequency 243.0 MHz is not
INSERT the name of the unit, agency or person fil­
available.
ing the flight plan.
CROSS OUT V if VHF on
frequency 121.5 MHz is not
available.
CROSS OUT E if emergency
locator transmitter (ELT) is not
available.

S/ (SURVIVAL CROSS OUT all indicators if


EQUIPMENT) survival equipment is not
carried.
CROSS OUT P if polar survival
equipment is not carried
CROSS OUT D if desert
survival equipment is not
carried.
CROSS OUT M if maritime
survival equipment is not
carried.
CROSS OUT J if jungle
survival equipment is not
carried.

J/ (JACKETS) CROSS OUT all indicators if


life jackets are not carried.
CROSS OUT L if life jackets
are not equipped with lights.
CROSS OUT F if life jackets
are not equipped with
fluorescein.
CROSS OUT U or V or both as
in R/ above to indicate radio
capability of jackets, if any.

D/ (DINGHIES) CROSS OUT indicators D and


C if no dinghies are carried, or

(NUMBER) INSERT number of dinghies


carried; and

(CAPACITY) INSERT total capacity, in


persons, of all dinghies carried;
and

(COVER) CROSS OUT indicator C if


dinghies are not covered; and

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464 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN


5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


24 FEB 06 AIR TRAFFIC CONTROL 465

APPENDIX 2 — FLIGHT PLAN


6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM

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466 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN


7 INSTRUCTIONS FOR THE 7.4 INSTRUCTIONS FOR INSERTION OF
COMPLETION OF THE REPETITIVE RPL DATA
FLIGHT PLAN (RPL) LISTING Complete Items A to Q as indicated hereunder.
FORM
ITEM A: OPERATOR
7.1 GENERAL
INSERT name of operator.
List only flight plans that will operate in accordance
with IFR. (Flight rules I in FPL format).
ITEM B: ADDRESSEE(S)
It is assumed that all aircraft are operating as sched­
uled flights (Type of flight S in FPL format), other­ INSERT name of agency(ies) designated by States
wise notify in Q (Remarks). to administer RPLs for FIRs or areas of responsibili­
It is assumed that all aircraft operating on RPLs are ty concerned with the route of flight.
equipped with 4096-code transponders with Modes
A and C. Otherwise, notify in Q (Remarks). ITEM C: DEPARTURE AERODROME(S)
List flight plan in alphabetical order of the location in­
dicator of the departure aerodrome. INSERT location indicator(s) of departure aero­
drome(s).
List flight plans for each departure aerodrome in
chronological order of estimated off-block times.
ITEM D: DATE
Adhere closely to the data conventions as indicated
for the Flight Plan Form (Appendix 3, 1.6) unless
INSERT on each page of submission the date (year,
otherwise specifically indicated in 7.4.
month, day) in a 6-figure group that the listing was
INSERT all clock times in 4 figures UTC. submitted.
INSERT all estimated elapsed times in 4 figures
(hours and minutes). ITEM E: SERIAL NO.
INSERT data on a separate line for each segment of
operations with one or more stops; i.e., from any de­ INSERT serial number of submission (2 numerics)
parture aerodrome to the next destination aero­ indicating last two digits of year, a dash, and the se­
drome even though call sign or flight number is the quential no, of the submission for the year indicated
same for multiple segments. (start with numeral 1 each new year).
Clearly identify additions and deletions in accor­
ITEM F: PAGE OF
dance with Item H at 7.4. Subsequent listings shall
list the corrected and added data, and deleted flight
plans shall be omitted. INSERT page number and total number of pages
submitted.
Number pages by indicating number of page and to­
tal number of pages in submission. ITEM G: SUPPLEMENTARY DATA AT
Utilize more than one line for any RPL where the
space provided for items O and Q on one line is not INSERT name of contact where information normal­
sufficient. ly provided under Item 19 of the FPL is kept readily
available and can be supplied without delay.
7.2 A flight shall be cancelled as follows:
a. Indicate a minus sign in Item H followed by all ITEM H: ENTRY TYPE
other items of the cancelled flight;
b. Insert a subsequent entry denoted by a plus sign INSERT a minus sign (-) for each flight plan that is to
in Item H and the date of the last flight in Item J, be deleted from the listing.
with all other items of the cancelled flight un­ INSERT a plus sign (+) for each initial listing and, in
changed. the case of subsequent submissions, for each flight
7.3 Modification to a flight shall be made as fol­ plan not listed in the previous submission.
lows:
NOTE: No information is required under this item for
a. Carry out the cancellation as indicated in 7.2; any flight plan which is unchanged from the previous
and submission.
b. Insert a third entry giving the new flight plan(s)
with the appropriate items modified as neces­
ITEM I: VALID FROM
sary, including the new validity dates in Items I
and J.
INSERT first date (year, month, day) upon which the
NOTE: All entries related to the same flight will flight is scheduled to operate.
be inserted in succession in the order specified
above. ITEM J: VALID UNTIL

INSERT last date (year, month, day) upon which the


flight is scheduled to operate as listed, or

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24 FEB 06 AIR TRAFFIC CONTROL 467

APPENDIX 2 — FLIGHT PLAN


UFN if the duration is unknown.
ITEM P: DESTINATION AERODROME AND
TOTAL ESTIMATED ELAPSED TIME
ITEM K: DAYS OF OPERATION
(Item 16 of the ICAO flight plan)
INSERT number corresponding to the day of the
week in the appropriate column; Monday = 1 INSERT location indicator of the destination
through Sunday = 7. aerodrome.
INSERT 0 for each day of non-operation in the ap­ INSERT the total estimated elapsed time.
propriate column.
ITEM Q: REMARKS
ITEM L: AIRCRAFT IDENTIFICATION
INSERT items of information as required by the
(Item 7 of the ICAO flight plan) appropriate ATS authority, items normally noti­
fied in Item 18 of the ICAO flight plan and any
INSERT aircraft identification to be used for the
other information pertinent to the flight of con­
flight.
cern to ATS.
ITEM M: TYPE OF AIRCRAFT AND WAKE
TURBULENCE CATEGORY

(Item 9 of the ICAO flight plan)


INSERT appropriate ICAO designator as specified in
ICAO Document 8643 — Aircraft Type Designators
(not published herein).
INSERT H, M or L indicator as appropriate:

H— HEAVY to indicate an aircraft type with


a maximum certificated take-off mass
of 136,000kg or more,

M— MEDIUM to indicate an aircraft type


with a maximum certificated take-off
mass of less than 136,000kg but more
than 7000kg,

L— LIGHT to indicate an aircraft type with


a maximum certificated take-off mass
of 7000kg or less.

ITEM N: DEPARTURE AERODROME AND TIME

(Item 13 of the ICAO flight plan)


INSERT location indicator of the departure aero­
drome.
INSERT the off-block time; i.e., the estimated time
that the aircraft will commence movement associat­
ed with departure.

ITEM O: ROUTE

(Item 15 of the ICAO flight plan)


a. Cruising Speed
INSERT the true airspeed for the first or whole
cruising portion of the flight in accordance with
Item 15A. of the ICAO flight plan.
b. Cruising Level
INSERT the planned cruising level for the first or
whole portion of the route in accordance with
Item 15B. of the ICAO flight plan.
c. Route
INSERT the entire route in accordance with Item
15C. of the ICAO flight plan.

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468 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 2 — FLIGHT PLAN


8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL)

© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.


24 FEB 06 AIR TRAFFIC CONTROL 469

APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT


APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT

1 ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM

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470 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT

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24 FEB 06 AIR TRAFFIC CONTROL 471

APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT

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472 AIR TRAFFIC CONTROL 24 FEB 06

APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT

2 INSTRUCTIONS FOR THE C3 Information regarding the other aircraft


COMPLETION OF THE AIR involved.
TRAFFIC INCIDENT REPORT
FORM C4 Passing distance — state units used.

Item C6 Attach additional papers as required. The


diagrams may be used to show aircraft’s
A Aircraft identification of the aircraft filing position.
the report.
D1 f) State name of ATS unit and date/time in
B An AIRPROX report should be filed UTC.
immediately by radio.
D1 g) Date and time in UTC.
C1 Date/time UTC and position in bearing
and distance from a navigation aid or in E2 Include details of ATS unit such as service
LAT/LONG. provided, radiotelephony frequency, SSR
Codes assigned and altimeter setting.
C2 Information regarding aircraft filing the Use diagram to show the aircraft’s
report, tick as necessary. position and attach additional papers as
required.
C2 c) E.g, FL 350/1013 hPa or 2,500 ft/QNH
1007 hPa or 1,200 ft/QFE 998 hPa.

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24 FEB 06 AIR TRAFFIC CONTROL 473

AERONAUTICAL TELECOMMUNICATIONS
AERONAUTICAL TELECOMMUNICATIONS

Extracted from ICAO ANNEX 10 (Vol., II) Sixth Edition — AERONAUTICAL TELECOMMUNICATIONS.

5 AERONAUTICAL MOBILE SERVICE 12000 one two thousand


— VOICE COMMUNICATIONS
cloud height transmitted as
5.2 RADIOTELEPHONY PROCEDURES
2200 two thousand two
5.2.1 General hundred
5.2.1.2 Language to be Used
4300 four thousand three
5.2.1.2.1 The air-ground radiotelephony hundred
communications shall be conducted in the language
normally used by the station on the ground or in the visibility transmitted as
English language.
1000 visibility one thousand
NOTE 1: The language normally used by the station
on the ground may not necessarily be the language 700 visibility seven hundred
of the State in which it is located. A common lan­
guage may be agreed upon regionally as a require­ runway visual transmitted as
ment for stations on the ground in that region. range

NOTE 2: The level of language proficiency required 600 RVR six hundred
for aeronautical radiotelephony communications is
specified in the Appendix to Annex 1. 1700 RVR one thousand seven
hundred
5.2.1.2.2 The English language shall be
available, on request from any aircraft station, at all 5.2.1.4.1.3 Numbers containing a decimal
stations on the ground serving designated airports point shall be transmitted as prescribed in
and routes used by international air services. 5.2.1.4.1.1 with the decimal point in appropriate se­
quence being indicated by the word “DECIMAL”.
5.2.1.2.3 The languages available at a giv­
en station on the ground shall form part of the Aero­ NOTE: The following examples illustrate the applica­
nautical Information Publications and other pub­ tion of this procedure.
lished aeronautical information concerning such
facilities.
Number Transmitted as
5.2.1.4 Transmission of Numbers in
Radiotelephony 100.3 ONE ZERO ZERO DECIMAL THREE
5.2.1.4.1 Transmission of Numbers 38143.9 THREE EIGHT ONE FOUR THREE
5.2.1.4.1.1 All numbers, except as pre­ DECIMAL NINE
scribed in 5.2.1.4.1.2, shall be transmitted by pro­
nouncing each digit separately. NOTE: For identification of VHF frequencies the
number of digits after the decimal point are deter­
5.2.1.4.1.2 All numbers used in the trans­ mined on the basis of channel spacing (5.2.1.7.3.4.3
mission of altitude, cloud height, visibility and run­ refers to frequencies separated by 25 kHz,
way visual range (RVR), which contain whole hun­ 5.2.1.7.3.4.4 refers to frequencies separated by 8.33
dreds and whole thousands, shall be transmitted by kHz.
pronouncing each digit in the number of hundreds or
thousands followed by the word “HUNDRED” or 5.2.1.4.1.4 PANS — When transmitting
“THOUSAND” as appropriate. Combinations of time, only the minutes of the hour should normally
thousands and whole hundreds shall be transmitted be required. Each digit should be pronounced sepa­
by pronouncing each digit in the number of thou­ rately. However, the hour should be included when
sands followed by the word “THOUSAND” followed any possibility of confusion is likely to result.
by the number of hundreds followed by the word
“HUNDRED” NOTE: The following examples illustrate the applica­
tion of this procedure when applying the provisions
NOTE: The following examples illustrate the applica­ of 5.2.1.2.2.
tion of this procedure (see 5.2.1.4.3.1 for pronuncia­
tion.
Time Statement

Altitude transmitted as 0920 (9:20 A.M.) TOO ZE-RO or


ZE-RO NIN-er TOO ZERO
800 eight hundred
1643 (4:43 P.M.) FOW-er TREE or
3400 three thousand four
hundred WUN SIX FOW-er TREE

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474 AIR TRAFFIC CONTROL 24 FEB 06

AERONAUTICAL TELECOMMUNICATIONS
5.2.1.7 Calling
Channel Transmitted as Radio
5.2.1.7.3 Radiotelephony Procedures management panel
setting for
5.2.1.7.3.4 Indication of Transmitting
communication
Frequency equipment with
5.2.1.7.3.4.3 PANS — Except as speci­
fied in 5.2.1.7.3.4.4 all six digits of the numerical 25 kHz 8.33/25
designator should be used to identify the transmit­ (5 kHz (6
ting channel in VHF radiotelephony communica­ digits) digits)
tions, except in the case of both the fifth and sixth
118.000 ONE ONE 118.00 118.000
digits being zeros, in which case only the first four
EIGHT
digits should be used.
DECIMAL
NOTE 1: The following examples illustrate the appli­ ZERO
cation of the procedure in 5.2.1.7.3.4.3:
118.025 ONE ONE 118.02 118.025
Channel Transmitted as EIGHT
DECIMAL
118.000 ONE ONE EIGHT DECIMAL ZERO ZERO TWO

118.005 ONE ONE EIGHT DECIMAL ZERO 118.050 ONE ONE 118.05 118.050
ZERO FIVE EIGHT
DECIMAL
118.010 ONE ONE EIGHT DECIMAL ZERO ZERO FIVE
ONE ZERO
118.075 ONE ONE 118.07 118.075
118.025 ONE ONE EIGHT DECIMAL ZERO EIGHT
TWO FIVE DECIMAL
ZERO SEVEN
118.050 ONE ONE EIGHT DECIMAL ZERO
FIVE ZERO 118.100 ONE ONE 118.10 118.100
EIGHT
118.100 ONE ONE EIGHT DECIMAL ONE DECIMAL ONE

NOTE 2: Caution must be exercised with respect to NOTE 2: Caution must be exercised with respect to
the indication of transmitting channels in VHF radio­ the indication of transmitting channels in VHF radio­
telephony communications when all six digits of the telephony communications when five digits of the
numerical designator are used in airspace where numerical designator are used in airspace where air­
communication channels are separated by 25 kHz, craft are also operated with channel separation ca­
because on aircraft installations with a channel sep­ pabilities of 8.33/25 kHz. On aircraft installations
aration capability of 25 kHz or more, it is only possi­ with a channel separation capability of 8.33 kHz and
ble to select the first five digits of the numerical des­ more, it is possible to select six digits on the radio
ignator on the radio management panel. management panel. It should therefore be ensured
NOTE 3: The numerical designator corresponds to that the fifth and sixth digits are set to 25 kHz chan­
the channel identification in Annex 10, Volume V, Ta­ nels (see Note 1).
ble 4-1 (not published herein). NOTE 3: The numerical designator corresponds to
5.2.1.7.3.4.4 PANS — In airspace the channel identification in Annex 10, Volume V, Ta­
where all VHF voice communications channels are ble 4-1 (not published herein).
separated by 25 kHz or more and the use of six dig­
its as in 5.2.1.7.3.4.3 is not substantiated by the op­
erational requirement determined by the appropriate
authorities, the first five digits of the numerical desig­
nator should be used, except in the case of both the
fifth and sixth digits being zeros, in which case only
the first four digits should be used.
NOTE 1: The following examples illustrate the appli­
cation of the procedure in 5.2.1.7.3.4.4 and the as­
sociated settings of the aircraft radio management
panel for communication equipment with channel
separation capabilities of 25 kHz and 8.33/25 kHz.

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22 SEP 06 AIR TRAFFIC CONTROL 475

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)


Extracted from ICAO Annex 11 — Air Traffic Services – Air Traffic Control Annexes to DOC 7300
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

(Attachment C)

1 INTRODUCTION AND 2.3 TIME OF BROADCASTS


APPLICABILITY OF BROADCASTS A broadcast should be made:
1.1 Traffic information broadcasts by aircraft are a. 10 minutes before entering the designated air­
intended to permit reports and relevant supplemen­ space or, for a pilot taking off from an aerodrome
tary information of an advisory nature to be transmit­ located within the lateral limits of the designated
ted by pilots on a designated VHF radiotelephone airspace, as soon as appropriate after take-off;
(RTF) frequency for the information of pilots of other b. 10 minutes prior to crossing a reporting point;
aircraft in the vicinity. c. 10 minutes prior to crossing or joining an ATS
1.2 TIBAs should be introduced only when nec­ route;
essary and as a temporary measure. d. at 20-minute intervals between distant reporting
points;
1.3 The broadcast procedures should be applied
in designated airspace where: e. 2 to 5 minutes, where possible, before a change
in flight level;
a. there is a need to supplement collision hazard
information provided by air traffic services out­ f. at the time of a change in flight level; and
side controlled airspace; or g. at any other time considered necessary by the
b. there is a temporary disruption of normal air traf­ pilot.
fic services. 2.4 FORMS OF BROADCAST
1.4 Such airspaces should be identified by the 2.4.1 The broadcasts other than those indicat­
States responsible for provision of air traffic services ing changes in flight level, i.e. the broadcasts re­
within these airspaces, if necessary with the assis­ ferred to in 2.3 a., b., c., d. and g., should be in the
tance of the appropriate ICAO Regional Office(s), following form:
and duly promulgated in aeronautical information
publications or NOTAM, together with the VHF RTF ALL STATIONS (necessary to identify a traffic
frequency, the message formats and the procedures information broadcast)
to be used. Where, in the case of 1.3 a., more than
one State is involved, the airspace should be desig­ (call sign)
nated on the basis of regional air navigation agree­
ments and promulgated in Doc 7030. FLIGHT LEVEL (number) (or CLIMBING1 TO
FLIGHT LEVEL (number))
1.5 When establishing a designated airspace,
dates for the review of its applicability at intervals not (direction)
exceeding 12 months should be agreed by the ap­
propriate ATC authority(ies). (ATS route) (or DIRECT FROM (position) TO
(position))
2 DETAILS OF BROADCASTS
POSITION (position2) AT (time)
2.1 VHF RTF FREQUENCY TO BE USED
ESTIMATING (next reporting point, or the point of
2.1.1 The VHF RTF frequency to be used crossing or joining a designated ATS route) AT
should be determined and promulgated on a region­ (time)
al basis. However, in the case of temporary disrup­
tion occurring in controlled airspace, the States re­ (call sign)
sponsible may promulgate, as the VHF RTF
frequency to be used within the limits of that air­ FLIGHT LEVEL (number)
space, a frequency used normally for the provision (direction)
of air traffic control service within that airspace.
2.1.2 Where VHF is used for air-ground com­ Fictitious example:
munications with ATS and an aircraft has only two “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350
serviceable VHF sets, one should be tuned to the NORTHWEST BOUND DIRECT FROM PUNTA
appropriate ATS frequency and the other to the TIBA SAGA TO PAMPA POSITION 5040 SOUTH 2010
frequency. EAST AT 2358 ESTIMATING CROSSING ROUTE
2.2 LISTENING WATCH LIMA THREE ONE AT 4930 SOUTH 1920 EAST
AT 0012 WINDAR 671 FLIGHT LEVEL 350
A listening watch should be maintained on the TIBA NORTHWEST BOUND OUT”
frequency 10 minutes before entering the designat­
ed airspace until leaving this airspace. For an aircraft 1.For the broadcast referred to in 2.3 a. in the case
taking off from an aerodrome located within the lat­ of an aircraft taking off from an aerodrome located
eral limits of the designated airspace listening watch within the lateral limits of the designated airspace.
should start as soon as appropriate after take-off 2.For broadcasts made when the aircraft is not near
and be maintained until leaving the airspace. an ATS significant point, the position should be given
as accurate as possible and in any case to the
nearest 30 minute of latitude and longitude.

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476 AIR TRAFFIC CONTROL 22 SEP 06

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)


2.4.2 Before a change in flight level, the broad­ 3 RELATED OPERATING
cast (referred to in 2.3 e.) should be in the following PROCEDURES
form:
3.1 CHANGE OF CRUISING LEVEL
ALL STATIONS
3.1.1 Cruising level changes should not be
(call sign) made within the designated airspace, unless consid­
ered necessary by pilots to avoid traffic conflicts, for
(direction) weather avoidance of for other valid operational rea­
sons.
(ATS route) (or DIRECT FROM (position) TO
3.1.2 When cruising level changes are un­
(position))
avoidable, all available aircraft lighting which would
LEAVING FLIGHT LEVEL (number) FOR FLIGHT improve the visual detection of the aircraft should be
LEVEL (number) AT (position and time) displayed while changing levels.
3.2 COLLISION AVOIDANCE
2.4.3 Except as provided in 2.4.4, the broad­
cast at the time of a change in flight level (referred to If, on receipt of a traffic information broadcast from
in 2.3 f.) should be in the following form: another aircraft, a pilot decides that immediate ac­
tion is necessary to avoid an imminent collision risk,
ALL STATIONS and this cannot be achieved in accordance with the
right-of-way provisions of Annex 2, the pilot should:
(call sign) a. unless an alternative manoeuvre appears more
appropriate, immediately descend 150 m (500ft),
(direction) or 300 m (1000 ft) if above FL 290 in an area
where a vertical separation minimum of 600 m
(ATS route) (or DIRECT FROM (position) TO (2000 ft) is applied;
(position))
b. display all available aircraft lighting which would
LEAVING FLIGHT LEVEL (number) NOW FOR improve the visual detection of the aircraft;
FLIGHT LEVEL (number) c. as soon as possible, reply to the broadcast ad­
vising action being taken;
followed by:
d. notify the action taken on the appropriate ATS
frequency; and
ALL STATIONS
e. as soon as practicable, resume normal flight lev­
(call sign) el, notifying the action on the appropriate ATS
frequency.
MAINTAINING FLIGHT LEVEL (number) 3.3 NORMAL POSITION REPORTING
2.4.4 Broadcasts reporting a temporary flight PROCEDURES
level change to avoid an imminent collision risk Normal position reporting procedures should be
should be in the following form: continued at all times, regardless of any action taken
to initiate or acknowledge a traffic information broad­
ALL STATIONS cast.
(call sign)

LEAVING FLIGHT LEVEL (number) NOW FOR


FLIGHT LEVEL (number)

followed as soon as practicable by:

ALL STATIONS

(call sign)

RETURNING TO FLIGHT LEVEL (number) NOW

2.5 ACKNOWLEDGEMENT OF THE


BROADCASTS
The broadcasts should not be acknowledged unless
a potential collision risk is perceived.

© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.


16 DEC 05 AIR TRAFFIC CONTROL 501

MACH NUMBER TECHNIQUE


1 INTRODUCTION 3.2 AIRCRAFT INSTRUMENTATION
MACH NUMBER TECHNIQUE

1.1 The term “Mach number technique” is used 3.2.1 The use of the Mach number technique in
to describe the technique of clearing turbo-jet air­ a given area is based on the assumption that the rel­
craft operating along the same route to maintain evant instruments used by aircraft to which this tech­
specified Mach numbers in order to maintain ade­ nique is applied have been calibrated in accordance
quate longitudinal separation between successive with applicable airworthiness practices. Therefore,
aircraft at, or climbing or descending to, the same both States of Registry and operators concerned
level. should take the necessary measures to ensure con­
tinued compliance with this prerequisite.
2 OBJECTIVES 3.3 FLIGHT PROGRESS INFORMATION
2.1 The principal objectives of the use of the FOR ATC
Mach number technique are:
3.3.1 ATC units using the Mach number tech­
a. to ensure continued longitudinal separation be­ nique must have at their disposal the latest forecast
tween successive aircraft on long route seg­ upper wind information, or position information ob­
ments with a minimum of Air Traffic Control tained from previous aircraft. Such information is
(ATC) intervention; necessary in order to permit ATC to prepare (either
b. to obtain improved utilization of such routes, thus manually or by means of a computer) flight progress
contributing to the economy of flight operations strips showing calculated estimated times over sig­
of traffic concerned. nificant points up to and including the exit point from
the area wherein the technique is applied in order to
2.2 To achieve these objectives the speeds of confirm that the required longitudinal separation will
aircraft operating along the same track at the same exist at the exit point.
level or climbing or descending to operate at the
same level are stabilized. This stability permits rea­ 3.4 ADHERENCE TO ASSIGNED MACH
sonably accurate projections of the expected longitu­ NUMBER
dinal separation between aircraft to points well be­
yond the point where separation is first confirmed, 3.4.1 Unless otherwise advised by the pilot
which reduces the need for frequent ATC interven­ concerned, ATC will assume that the last assigned
tion. Mach number will be maintained both in cruise and
in any cleared step-climbs or step-descents made in
2.3 Practical experience in the North Atlantic the course of the flight.
(NAT) region has confirmed the assumptions made
above. It has been found that successive aircraft op­ 4 GENERAL PROCEDURES
erating along the same track at the same level and
aircraft climbing or descending to operate at the 4.1 Application of the Mach number technique
same level as another aircraft and maintaining the should always be based on the true Mach number.
same Mach number also maintain a reasonably con­ The airspeeds and altitudes planned to be used
stant time interval between each other, when should be specified in flight plan as follows:
checked by position reports over the same point.
a. True airspeed and altitude immediately preced­
This is due to the fact that the aircraft concerned are
ing the initial domestic portion of the route of
normally subject to approximately the same wind
flight.
and temperature conditions. Minor variations in
speed which might temporarily increase or decrease b. True Mach number and altitude immediately pre­
the spacing between aircraft tend to be neutralized ceding oceanic portion of the route of flight.
over prolonged periods of flight. Example of field 15 of ICAO Flight Plan: 0450F340
MOLOKAI2 CLUTS/M084F340 R465 CLUKK SFO.
3 PREREQUISITES
4.2 The ATC clearance must include the as­
3.1 AREA OF APPLICATION signed Mach number which is to be maintained. It is
therefore necessary that information on the desired
3.1.1 The application of the Mach number Mach number be included in the flight plans by pilots
technique is particularly suitable for areas where the intending to operate along routes in the area con­
environment is such that position reporting and ATC cerned.
intervention with individual flights can, at times, be
subject to delay. In addition, the following represent 4.3 ATC has a requirement to calculate estimat­
typical characteristics of the route structure and en­ ed times at which aircraft will pass significant points
vironment which make the use of a given area suit­ along their track. These calculations are necessary
able for the application of the Mach number tech­ both for the provision of longitudinal separation be­
nique: tween aircraft on crossing tracks, and for coordina­
a. aircraft in the area generally follow the same or tion with adjacent ATC units. Therefore ATC must be
diverging tracks until they are provided with other provided with necessary data to do this.
forms of separation; 4.4 It is very important that the estimates for the
b. operations conducted in the area comprise a sig­ entry point to the area provided by pilots are as ac­
nificantly large phase of stable flight (e.g., not curate as possible since they form the basis for the
less than one hour) and the aircraft concerned advance planning of longitudinal separation between
have normally reached an operationally suitable aircraft.
level when entering the area.

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.


502 AIR TRAFFIC CONTROL 16 DEC 05

MACH NUMBER TECHNIQUE


4.5 The prescribed longitudinal separation be­
tween successive aircraft flying at the same level
must be provided over the entry point and on a par­
ticular track or tracks, or exist when climb or descent
to the level of another aircraft is accomplished into
the area concerned. Standard longitudinal separa­
tion is 15 minutes.
4.6 Thereafter, provided that aircraft maintain
their last assigned Mach numbers, intervention by
ATC for the portion of flight where the Mach number
technique is used, should normally only be neces­
sary if an aircraft, for some reason, is obliged to
change its number or if there is conflicting traffic on
crossing tracks or a flight level change is intended.
4.7 The Mach number technique requires that pi­
lots strictly adhere to the following procedures:
a. aircraft must strictly adhere to the last assigned
Mach number;
b. if essential to make an immediate temporary
change in Mach number (e.g., due to turbulence)
the appropriate ATC unit should be notified as
soon as possible of that change;
c. when required by the appropriate ATC unit, the
current true Mach number should be included in
routine position reports.
4.8 Due account must be taken of problems
which may be caused at entry and exit points if the
longitudinal separation minima used in adjacent air­
space differ from those used in the area where the
Mach number technique is used.
4.9 For a list of ATS routes and areas where the
Mach number technique is used, see the individual
ATC “State Page” under the heading Mach Number
Technique (MNT).

© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.


AIR TRAFFIC CONTROL 15 SEP 00 553

GNSS - During the pre-flight planning phase, De-coupling - If the pilot allows the autopilot
if 24 satellites (23 if baro aiding is incorpo­ to become de-coupled from the equipment
rated into the GPS installation) are projected which he thinks is providing steering output.
to be operational for the flight, then the air­
Using faulty equipment - The pilot might
craft can depart without further action. If 23
continue to use a navigation system which
satellites or less (22 or less if baro aiding is
has become inaccurate.
incorporated), are projected to be opera­
tional, then the availability of GPS integrity
5. FUNCTIONAL REQUIREMENTS
(RAIM) should be confirmed for the intended
flight (route and time). Navigation equipment should be capable of
enabling aircraft to be navigated within the
4.1 SYSTEM AVAILABILITY constraints of the air traffic service to the
accuracy required in a promulgated RNP
Navigation systems must demonstrate an
type of airspace. The carriage of RNAV
acceptably reliable continuity of function prior
equipment may be required in some regions
to approval. National authorities may choose
or States and therefore the reason why
to rely on redundancy of systems in order to
frequent reference is made to the use of
obtain an average airborne system availabil­
RNAV equipment.
ity of 99.99% of flight time for B-RNAV.
Navigation function availability may be as­
5.1 NAVIGATION DATA BASE
sured by the use of the multi sensor area
navigation systems which incorporate vari­ It is the responsibility of the States to main­
ous position fixing sensors, each of which is tain the level of accuracy and thoroughness
individually usable for airborne area naviga­ of the source material on which data bases
tion. Some RNAV systems permit the use of rely. Data base providers have the responsi­
combinations of systems or pilot selection of bility to ensure that they accurately repro­
one system in preference to another, de­ duce the source material as provided by the
pending on factors such as reception and States.
weather conditions.
5.2 RNP
Recommendations
Aircraft Flight Management System (FMS)
As long as VOR/DME facilities are available,
software should employ the same geodetic
and aircraft are equipped with VOR/DME
reference datum as that used for locating
instrumentation, the carriage of a single B­
ground based or earth-referenced naviga­
RNAV system will provide equivalent safety
tional aids to avoid navigation errors when
to the average systems availability require­
transferring between different geodetic refer­
ments. It is anticipated that the withdrawal of
ence datum application areas. The equip­
VOR facilities will result in a requirement to
ment shall provide an electronically­
carry redundant B-RNAV systems in order to
updatable navigation database containing at
meet the average system availability require­
least the following location information:
ment.
- ARP
4.2 CONTINGENCY - VORs, DMEs, VORTACs and NDBs
- All named fixes
Flight Crew Inputs - Procedures shall en­
- All procedures defined by a State such
able erroneous flight crew inputs to be de­
as Routes, SIDs, STARs, APCH, hold­
tected before the aircraft position accuracy
ings, etc.
can be degraded. It is the crews responsibil­
ity to ensure that the navigation accuracy is
maintained. In particular, the following com­
mon mistakes must be avoided:
Insertion errors - Coordinates are inserted
incorrectly into the system. (Particular care
must be taken in case of a new ATC clear­
ance).

© JEPPESEN SANDERSON, INC., 1999, 2000. ALL RIGHTS RESERVED.


554 15 SEP 00 AIR TRAFFIC CONTROL

5.3 RNAV 5.4.3 Route Execution


For B-RNAV a navigation data base is op­ (Aircraft equipped with FMS should comply
tional. If provided, it shall consist of current with the following statements in general):
navigation reference data officially promul­
Cross Track Deviation - A continuous
gated for civil aviation use, and contain at
display of distance from the intended track
least navigation aid and way point informa­
shall be provided. The display resolution
tion covering the region of intended opera­
shall be consistent with the system accuracy.
tion. It is desirable if storing a number of
flight plans. The navigation data base in­ Parallel Offsets - A system is desired which
stalled in the aircraft must be checked for its provides the ability to fly parallel tracks offset
validity before the flight. by up to 20 NM from the primary track de­
fined by the way points. The presence of an
Route planning - The system shall allow the
offset shall be continuously indicated.
construction and/or modification of a flight
plan. The flight crew shall be able to deter­
5.4.4 Flight Plan
mine the correctness of the flight plan. B­
RNAV shall provide a means for the insertion � Operators of aircraft fitted with RNAV having
or modification of data in the flight plan via a navigation accuracy meeting RNP 5 shall
the RNAV Control Display Unit (CDU). insert the designator ‘R’ in item 10 of the
flight plan.
In-flight update - Verification of the data in
respect to the Flight Path being flown, and Operators of State aircraft not equipped with
the stored data base at any time without the RNAV but having a navigation accuracy
guidance and navigation outputs of the meeting RNP shall not insert the designators
computer being affected, is mandatory. The ‘S’ or ‘R’ in item 10 of the flight plan. Since
route data shall consist of the names or such flights require special handling by air
coordinates of the way points and shall traffic control, item 18 of the flight plan shall
include distance and tracks between them. � contain STS/NONRNAV.
The present track and distance to go to the
next way point shall be provided, except 5.5 CONTINGENCY PROCEDURES
when operating on a non fixed leg. The flight
crew shall be able to modify the flight plan at � If, as a result of a failure of the RNAV system
any time. An additional means of updating or degradation of it below RNP 5, an aircraft
the flight plan by use of a ground/air data link is unable to either enter the designated
is optional. airspace or continue operations in accor­
dance with the current air traffic control
5.4 NAVIGATION clearance, a revised clearance shall, when­
ever possible, be obtained by the pilot.
5.4.1 Navigation Mode and Annuncia­ When a verbal coordination process is being
tion used, the sending air traffic control unit shall
The flight crew shall be enabled to monitor include the phrase ‘NEGATIVE-RNAV’ at the
navigation mode and position. end of the message. The phrase
‘NEGATIVE-RNAV’ shall be also included
5.4.2 Tuning and Selection of Radio by the pilot immediately following the aircraft
Aids call sign whenever initial contact on an ATC
Automatic selection and tuning of VOR � unit frequency is established.
and/or DME channels in accordance with
stored program procedures, and related 5.6 OPERATIONS MANUAL
aircraft position and data base requirements, The Operations manual shall describe the
is required. The selected frequencies and RNAV equipment procedures to be used for
ICAO identifiers shall be available for dis­
play. Individual NAVAIDs shall be inhibited - pre-flight, in-flight and post-flight; and
from the automatic selection process by the - in the event of a loss, or impairment, of
crew if desired. The ability of manual tuning RNAV navigation capability. The proce­
to/of a Radio Navigation Aid (NAVAID) or dures as filed by the state authorities do
displaying the data shall be given. strictly apply.

© JEPPESEN SANDERSON, INC., 1999, 2000. ALL RIGHTS RESERVED.


18 MAR 05 AIR TRAFFIC CONTROL 601

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


GENERAL
The following explanation is an excerpt based on JAR-OPS 1 Subpart D and E regarding the use and methods
used to determine AOM. These rules have been adopted by the Committee of Joint Aviation Authorities (JAA)
on 28 March 1995. After a three-year transition period, JAR-OPS 1 will become European Standard and will
apply in full after 1 April 1998 to all large civil operators, (meaning large airplanes over 10 tons MTOW and/or
20 seats or more). The deadline for small operators is 1 Oct. 1999. Operators with mixed fleets are to be con­
sidered as large operators. Worldwide application of JAR-OPS 1 AOM, except where existing State Minimums
are higher, is obligatory for commercial pilots and aircraft operators with JAR-OPS 1 approval.
Differences to JAR-OPS 1 and country specific criteria will be shown on a separate Terminal State page.
Current JAA Member States:
Austria, Belgium, Cyprus, Czech, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ire­
land, Italy, Latvia, Luxembourg, Malta, Monaco, Netherlands, Norway, Poland, Portugal, Romania, Slovakia,
Slovenia, Spain, Sweden, Switzerland, Turkey, United Kingdom.
States with AOM in correspondence with JAR-OPS 1:
Namibia, Pakistan, South African Republic

DEFINITIONS
Aerodrome Operating Minimums (AOM) — The limits of usability of an aerodrome for either take-off or
landing, usually expressed in terms of RVR or VIS, DA(H), MDA(H) and cloud conditions.
Authority — The authority responsible, within the JAA State concerned, for the safety regulation of civil avia­
tion.
Runway Visual Range (RVR) — The distance, as assessed by either instrument or human observation over
which the runway lights or surface markings may be seen in the direction of take-off or landing. Applying an ap­
propriate factor to the reported meteorological visibility may derive RVR values.
1 AIRCRAFT OPERATORS RESPONSIBILITY
An operator shall specify AOM, established according to JAR-OPS 1 for each departure, destination or alter­
nate aerodrome. These minimums must take into account any increment to the specified values imposed by
the Authority. Such minimums shall not be lower than any that may be established by the State in which the
aerodrome is located, unless specifically approved by that State.
In-flight calculations of minimums are permitted for a non-planned alternate aerodrome if carried out by an ac­
cepted method.
In establishing AOM which will apply to any particular operation, an operator must take full account of:
– The type, performance and handling characteristics of the aircraft;
– The composition of the flight crew, their competence and experience;
– The dimensions and characteristics of the runways which may be selected for use;
– The adequacy and performance of the available visual and non-visual ground aids;
– The equipment available on the aircraft for navigation and/or control of the flight path, as appropriate, dur­
ing the take-off, the approach, the flare, the landing, roll-out and the missed approach;
– The obstacles in the approach, missed approach and climb-out areas required for the execution of contin­
gency procedures and necessary clearance;
– The OCA(H) for the instrument approach procedure;
– The means to determine and report meteorological conditions.
AOM are considered applicable if:
– The ground equipment shown on the respective chart required for the intended procedure is operative;
– The aircraft systems required for the type of approach is operative;
– The required performance criteria are met;
– The crew is qualified accordingly.

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602 AIR TRAFFIC CONTROL 18 MAR 05

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


2 AIRCRAFT CATEGORIES
The Joint Aviation Authorities have adopted ICAO standards for determining aircraft categories.

PERMANENT CHANGE OF CATEGORY (maximum landing mass)


An operator may impose a permanent, lower, landing mass and use this mass for determining the VAT if ap­
proved by the Authority. The category defined for a given aircraft shall be a permanent value and thus indepen­
dent of changing conditions of day-to-day operations.
3 PORTRAYAL OF AOM
AOM for Take-off and Landing will be shown either on Jeppesen instrument approach charts, or on a separate
minimums listing in front of the first instrument approach chart. Chart index numbering is 10-9X, 20-9X etc.
4 MET VISIBILITY/RVR CONVERSION
AOM are generally expressed in RVR. If only meteorological visibility is reported, the charted RVR value can
be substituted by reported meteorological VIS for Straight-in Instrument Approaches as shown in Table 1. Ta­
ble 1 shall not be applied for calculating Take-off or Category II/III minimums or when a reported RVR is avail­
able.

NOTE: If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g.:
RVR more than 1500m it is not considered to be a reported RVR in this context and the Conversion Table may
be used.

Table 1 CONVERSION OF REPORTED METEOROLOGICAL VIS TO RVR

RVR = Reported Met Visibility x


Lighting elements in operation
DAY NIGHT

HIALS & HIRL 1.5 2.0

Any type of lighting installation other than above 1.0 1.5

No lighting 1.0 Not applicable

5 TAKE-OFF MINIMUMS

GENERAL
Take-off minimums established by the operator must be expressed as VIS or RVR, taking into account all rele­
vant factors for each aerodrome planned to be used. Where there is a specific need to see and to avoid obsta­
cles a ceiling or climb gradient must be specified.
a. Take-off shall not be commenced unless weather conditions at the aerodrome of departure are equal to or
better than applicable minimums for landing at that aerodrome unless a suitable take-off alternate aero­
drome is available.
b. When the reported meteorological VIS is below that required for take-off and RVR is not reported (or no
meteorological VIS or RVR report is available) a take-off may only be commenced if the commander can
determine that the RVR/VIS along the take-off runway is equal to or better than the required minimum.

VISUAL REFERENCE
Take-off minimums must be selected to ensure sufficient guidance to control the airplane in case of discontin­
ued take-off in adverse circumstances or a continued take-off after failure of the critical power unit.

REQUIRED RVR/VIS
a. For multi-engine aircraft, whose performance is such that in the event of a critical power unit failure at any
point during take-off the aircraft can either stop or continue the take-off to a height of 1500ft above the aero­
drome while clearing all obstacles by the required margins, the take-off minimums established by an opera­
tor must be expressed as RVR/VIS values not lower than those in Table 2 below.
b. For multi-engine aircraft whose performance is such that they cannot comply with the performance condi­
tions specified in paragraph a. above in the event of a critical power unit failure, there may be a need to
re-land immediately and to see and avoid obstacles in the take-off area.

© JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.


18 MAR 05 AIR TRAFFIC CONTROL 603

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


Such aircraft may be operated to take-off minimums shown in Table 3. The take-off minimums established by
an operator must be based upon the height from which the one engine inoperative net take-off flight path can
be constructed. The RVR/VIS minimums used may not be lower than either those specified in Table 2 or 3.

Table 2 TAKE-OFF RVR/VIS

RVR / VIS (m)1


FACILITIES
CAT A,B,C acft CAT D acft

RL, CL & multiple RVR information2 150 200

RL & CL 200 250


3
RL &/or RCLM 250 300

Nil (Day only) 500 500

NOTE:
1
The reported RVR/VIS of the initial part of take-off run can be replaced by pilot assessment.
2
The required RVR value must be achieved for all of the relevant RVR reporting points except the initial part
of take-off run (see Note 1 above).
3
For night operations at least RL & stop end lights are required.

Table 3 ASSUMED ENGINE FAILURE HEIGHT ABOVE THE RUNWAY VERSUS RVR/VIS

Take-off RVR/VIS - flight path

RVR/VIS1
Assumed engine failure height in (ft) above the take-off runway
(m)

" 50 200

51 - 100 300

101 - 150 400

151 - 200 500

201 - 300 1000

> 300 15002

NOTE:
1
1500m is also applicable if no positive take-off flight path can be constructed.
2
The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot
assessment.

When reported RVR/VIS is not available, the commander shall not commence take-off unless he can deter-
mine that the actual conditions satisfy the applicable take-off minimums.

LOW VISIBILITY TAKE-OFF


A take-off on a runway where the RVR is less than 400m.
An operator shall;
– Verify that Low Visibility Procedures have been established and are in force where low visibility operation
are to be conducted.
– Establish procedures and instructions for Low Visibility Take-off operations.
Subject to the approval of the Authority, and provided the requirements in paragraphs A to E below have been
satisfied, an operator may reduce the take-off minimums shown in Table 2 for:
CAT A, B & C aircraft to RVR 125m;
CAT D aircraft to RVR 150m when:
a. Low Visibility Procedures are in force;
b. High intensity CL spaced 15m or less and HIRL spaced 60m or less are in operation;
c. Crews have satisfactorily completed training in a simulator approved for this procedure;

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604 AIR TRAFFIC CONTROL 18 MAR 05

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


d. A 90m visual segment is available from the cockpit at the start of the take-off run;
e. The required RVR value has been achieved for all of the relevant RVR reporting points.

USING AN APPROVED LATERAL GUIDANCE SYSTEM


Subject to approval of the Authority, an operator of an aircraft using an approved lateral guidance system may
reduce the take-off minimums shown in Table 2 for:
CAT A, B & C aircraft to less than RVR 125m;
CAT D aircraft to less than RVR 150m;
but not lower than RVR 75m provided runway protection and facilities equivalent to Category III landing opera­
tions are available.
6 CIRCLE-TO-LAND MINIMUMS
An operator must ensure that the MDH and visibility for the aircraft category concerned is not below the values
shown in Table 4 below and any existing State minimum.
Circle-to-land with prescribed flight tracks is an accepted procedure within the meaning of this paragraph.

Table 4 MDH/METEOROLOGICAL VIS FOR CIRCLING APPROACHES

Aircraft Category A B C D

MDH (ft) 400 500 600 700

VIS (m) 1500 1600 2400 3600

7 VISUAL APPROACH
An operator shall not use a RVR of less than 800m for a visual approach.
8 NON-PRECISION APPROACH MINIMUMS
An operator must ensure that the MDH for a non-precision approach is not below the OCH/OCL for the catego­
ry of aircraft or the MDH values given in Table 5.

Table 5 LOWEST MDH FOR NON-PRECISION APPROACHES

Lowest MDH
Type of Approach
(ft)

LOC (GS out) 250

SRA (terminating at 1/2 NM) 250

SRA (terminating at 1 NM) 300

SRA (terminating at 2 NM) 350

VOR/DME 250

VOR, NDB 300

VDF (QDM & QGH) 300

Visual Reference
An approach may not continued below MDA(H) unless at least one of the following visual references for the in­
tended runway is distinctly visible and identifiable to the pilot:
– Elements of the approach light system;
– The threshold;
– The threshold markings;
– The threshold lights;
– The threshold identification lights;
– The visual glide slope indicator;
– The touchdown zone lights;
– The touchdown zone or touchdown zone markings;

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18 MAR 05 AIR TRAFFIC CONTROL 605

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


– The runway edge lights;
– Other visual references accepted by the Authority.

DETERMINATION OF MINIMUM RVR


The lowest possible RVR (if no higher State minimum exist) to be used by an operator for Non-precision ap-
proaches is shown in Table 6 on the following page. The table is only applicable to conventional approaches
with a nominal descent slope of not greater than 4" (7.0%). Greater descent slopes will usually require that vi-
sual glide slope guidance (e.g., PAPI) is also visible at the MDH. The figures may be either reported RVR or
meteorological VIS converted to RVR as described in paragraph 4.

NOTE: The MDH in Table 6 refers to the initial calculation of MDH. When selecting the associated RVR, there
is no need to take account of a rounding up to the nearest 10ft, which may be done for operational purposes,
e.g., conversion to MDA.

Table 6 RVR FOR NON-PRECISION APPROACHES

Intermediate Nil Approach


Full Facilities Basic Facilities
Facilities light Facilities
MDH (ft)
RVR - Required (m)

A B C D A B C D A B C D A B C D
250 - 299 800 800 800 1200 1000 1100 1200 1400 1200 1300 1400 1600 1500 1500 1600 1800

300 - 449 900 1000 1000 1400 1200 1300 1400 1600 1300 1400 1600 1800 1500 1500 1800 2000

450 - 649 1000 1200 1200 1600 1400 1500 1600 1800 1500 1500 1800 2000 1500 1500 2000 2000

650 and
1200 1400 1400 1800 1500 1500 1800 2000 1500 1500 2000 2000 1500 1500 2000 2000
above

Facilities - Required (lights must be on)

Approach HIALS/MIALS HIALS/MIALS HIALS/MIALS 419 m or less


Nil Approach Lights
lights 720m or more 420m - 719m or ALS any length

Threshold
X X X X1
lights

Rwy edge
X X X X1
lights

Runway
X X X X1
end lights

Runway
X X X X
end lights

Night Operations:

For night operation at least edge lights, threshold and runway end lights must be on.
1
No lights at all for daytime operation.

9 PRECISION APPROACH (CAT I) MINIMUMS

GENERAL
A CAT I operation is a precision approach and landing using an ILS, MLS or PAR with a DH not lower than 200ft
and with a RVR not less than 550m.

DH for CAT I Operations


An operator must ensure that the DH to be used for a CAT I approach is not lower than:
– The minimum DH specified in the Aircraft Flight Manual (AFM) if stated;
– The minimum height to which the precision approach aid can be used without the required visual reference;
– The OCH/OCL for the category of aircraft;
– However not below 200ft.

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606 AIR TRAFFIC CONTROL 18 MAR 05

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


Visual Reference
An approach may not be continued below the CAT I decision height, unless at least one of the following visual
references for the intended runway is distinctly visible and identifiable to the pilot:
– Elements of the approach light system;
– The threshold;
– The threshold markings;
– The threshold lights;
– The threshold identification lights;
– The visual glide slope indicator;
– The touchdown zone or touchdown zone markings;
– The touchdown zone lights;
– Runway edge lights.

Determination of the Minimum RVR


The lowest possible RVR (if no higher State minimum exist) to be used by an operator for a CAT I approach is
shown in Table 7 below. The table is only applicable to conventional approaches with a glide slope angle up to
and including 4". The figures may be either reported RVR or meteorological VIS converted to RVR as de-
scribed in paragraph 4.

NOTE: The DH in Table 7 refers to the initial calculation of a DH. When selecting the associated RVR, there is
no need to take account of a rounding up to the nearest 10ft, which may be done for operational purposes, e.g.,
conversion to DA.

Table 7: RVR FOR CAT I APPROACHES

Intermediate Nil Approach


Full Facilities Basic Facilities
DH (ft) Facilities Light Facilities

RVR - Required (m)

200 550 700 800 1000

201 - 250 600 700 800 1000

251 - 300 650 800 900 1200

301 and above 800 900 1000 1200

Facilities - Required (lights must be on)

HI/MIALS
HI/MIALS HI/MIALS
Approach lights 419m or less or Nil approach lights
720m or more 420m -719m
ALS any length

Threshold lights X X X X1

Rwy edge lights X X X X1

Rwy end lights X X X X1

Rwy markings X X X X

Night Operations:
For night operations at least runway edge lights, threshold and runway end lights must be on.
1No lights at all for daytime operation.

SINGLE PILOT OPERATIONS


For single pilot operations, an operator must calculate the minimum RVR for all approaches according to
JAR-OPS 1. An RVR of less than 800m is not permitted except when using a suitable autopilot coupled to an

© JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.


18 MAR 05 AIR TRAFFIC CONTROL 607

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


ILS or MLS, in which case normal minimums apply. The DH applied must not be less than 1.25 x the minimum
use height for the autopilot.
10 PRECISION APPROACH (CAT II) MINIMUMS

GENERAL
A CAT II operation is a precision instrument approach and landing using an ILS or MLS with a decision height
below 200ft but not lower than 100ft, and a minimum RVR of 300m.

DH FOR CAT II OPERATIONS


An operator must ensure that the DH for a CAT II operation is not lower than:
– The minimum DH specified in the Aircraft Flight Manual (AFM);
– The OCH/OCL for the category of airplane;
– The minimum height to which the precision approach aid can be used without required visual reference;
– The DH to which a flight crew is authorized to operate;
– However not below 100ft.

VISUAL REFERENCE
An approach may not be continued below the CAT II decision height unless visual reference containing a seg­
ment of at least 3 consecutive lights being:
– The centerline of the approach lights, or
– The touchdown zone lights, or
– The runway centerline lights, or
– The runway edge lights or;
– A combination of these is attained and can be maintained.
The visual reference must include a lateral element of the ground pattern, i.e., a crossbar of the approach
lights, the landing threshold or a barrette of the touchdown zone lighting.

DETERMINATION OF THE MINIMUM RVR


The lowest possible RVR (if no higher State minimum exist) to be used by an operator for CAT II approaches is
shown in Table 8 below.

Table 8 RVR FOR CAT II APPROACHES


1
Auto-coupled to below DH

CAT D
DH (ft) CAT A, B, C CAT D
(conducting auto-land)

RVR - Required (m)

100 - 120 300 300 350

121 - 140 400 400 400

141 and above 450 450 450


1
“Auto-coupled to below DH” means continued use of the automatic flight control system down to a height
which is not greater than 80% of the applicable DH. Thus airworthiness requirement may, through minimum
engagement height for the automatic flight control system, affect the DH to be applied.

11 PRECISION APPROACH (CAT III) MINIMUMS

GENERAL
A CAT III operation is a precision approach and landing using an ILS or MLS. CAT III precision approaches are
subdivided as follows:
– CAT IIIA - DH lower than 100ft, RVR not less than 200m.
– CAT IIIB - DH lower than 50ft - or no DH, RVR lower than 200m but not less than 75m.

© JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.


608 AIR TRAFFIC CONTROL 18 MAR 05

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


NOTE: Where the DH and RVR do not fall within the same category, the RVR will determine in which category
the operation is to be considered.

OPERATIONS WITH DH
For operations in which a DH is used, an operator must ensure that the DH is not lower than:
– the minimum DH specified in the AFM, if stated;
– the minimum height to which the precision approach aid can be used without required visual reference; or
– the DH to which the flight crew is authorized to operate.

OPERATIONS WITHOUT DH
Operations without DH may only be conducted if:
– the operation with no DH is authorized in the AFM;
– the approach aid and the aerodrome facilities can support operations with no DH; and
– the operator has an approval for CATIII operations without DH.

NOTE: In the case of a CAT III runway it may be assumed that operations with No DH can be supported unless
specifically restricted as published in the AIP or NOTAM.

VISUAL REFERENCE
For Category IIIA operations (and CAT IIIB operations with fail-passive flight control systems), no pilot may con­
tinue an approach below the DH determined in accordance with paragraph 11.2 above, unless a visual refer­
ence containing a segment of at least 3 consecutive lights being the centerline of the approach lights, or touch­
down zone lights or runway centerline lights, or runway edge lights, or a combination of these is attained and
can be maintained.
For Category IIIB operations with fail-operational flight control systems using a DH, a pilot may not continue an
approach below the DH, determined in accordance with paragraph 11.2, unless a visual reference containing
at least one centerline light is attained and can be maintained.
For CAT III operations with no DH, there is no requirement for visual contact with the runway prior to touch­
down.

Table 9 RVR FOR CAT III APPROACHES VS. DH AND ROLL-OUT CONTROL/GUIDANCE SYSTEM

Roll-out Control/
Approach Category DH (ft)1 RVR (m)
Guidance System

IIIA Less than 100 Not required 2002

IIIB Less than 100 Fail-passive 1502, 3

IIIB Less than 50 Fail-passive 125

IIIB Less than 50


Fail-operational 75
or No DH
1 Flight control system redundancy is determined under JAR-AWO by minimum certificated DH.
2For fail-passive operations see IEM to Appendix 1 to JAR-OPS 1.430 para (e)(5). Crew actions in case of
autopilot failure at or below DH in fail-passive CAT III operations.
3
For aeroplanes certificated in accordance with JAR-AWO 321(b)(3) or equivalent.

12 EFFECT ON AOM OF TEMPORARILY FAILED OR DOWNGRADED GROUND


EQUIPMENT
These procedures/instructions are applicable for both pre-flight and in flight situations.
It is not expected that the commander consults these instructions after passing the OM or an equivalent posi­
tion (from where the approach may need to abandoned). If failure of ground equipment, other than the primary
approach aid in use, occurs at such a late stage, the approach may be continued at commander’s discretion, If
failures are known before this stage, the effect on the approach must be considered by using the following ta­
ble; that means, minimums must be increased and/or relevant procedures must be used.

© JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.


6 MAY 05 AIR TRAFFIC CONTROL 609

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


Table 10 FAILED OR DOWNGRADED EQUIPMENT-EFFECT ON LANDING MINIMUMS

FAILED OR EFFECT ON LANDING MINIMUMS


DOWNGRADED
EQUIPMENT CAT III B (Note 1) CAT III A CAT II CAT I NON PRECISION

ILS stand-by transmitter Not allowed No effect

Outer Marker No effect if replaced by published equivalent position Not applicable

Middle Marker No effect No effect unless


used as MAP

Touch Down Zone RVR May be temporarily replaced with midpoint RVR if No effect
assessment system approved by the State of the Aerodrome. RVR
may be reported by human observation.

Midpoint or Stop end No effect


RVR

Anemometer for runway No effect if other ground source available


in use

Ceilometer No effect

Approach lights Not allowed for operations with DH Not allowed Minimums as for nil facilities
>50 ft.

Approach lights except No effect Not allowed Minimums as for basic


the last 210 m facilities

Approach lights except No effect Minimums as for


the last 420 m intermediate facilities

Standby power for No effect RVR as for CAT I No effect


approach lights basic facilities

Whole runway light Not allowed Minimums as for basic


system facilities - day only

Edge lights Day only

Centerline lights (CL) RVR 300 m - day only RVR 300 m No effect
- day
550 m -
night

CL lights spacing RVR 150 m No effect


increased to 30 m

Touch Down Zone lights RVR 200 m - day RVR 300 m - day No effect
300 m - night 550 m - night

Standby power for Not allowed No effect


runway lights

Taxiway light system No effect - except delays due to reduced movement rate

NOTE 1: For Cat III B operations with no DH, see also paragraph 11. above.

13 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN)


– An instrument approach may be commenced regardless of the reported RVR/VIS but shall not be contin­
ued beyond the outer marker (OM), or equivalent position, if the reported RVR/VIS is less than the applica­
ble minimums.
– Where RVR is not available, an RVR value may be derived by converting the reported VIS.
If after passing the OM or equivalent position the reported RVR/VIS falls below the applicable minimum, the
approach may be continued to DA(H) or MDA(H).

© JEPPESEN SANDERSON, INC., 2000, 2005. ALL RIGHTS RESERVED.


610 AIR TRAFFIC CONTROL 6 MAY 05

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


– Where no OM or equivalent position exist, the pilot-in command shall decide whether to continue or abort
the approach before descending below a height of 1000ft above the aerodrome on the final approach seg­
ment.
If the MDA(H) is at or above 1000ft above the aerodrome, the operator shall establish a height, for each ap­
proach procedure, below which the approach shall not be continued if the RVR/VIS is less than the applica­
ble minimums.
– The approach may be continued below DA(H) or MDA(H) and the landing may be completed, provided that
the required visual reference is established at DA(H) or MDA(H) and is maintained.

NOTE: The equivalent position mentioned in this context can be established by means of a DME distance, a
suitable located VOR or NDB, Radar fix or any suitable fix that independently establishes the position of the air­
craft.

– The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and stop-end RVR
are also controlling. The minimum RVR value for the mid-point is 125m or the RVR required for the
touch-down zone if less, and 75m for the stop-end. For aeroplanes equipped with roll-out guidance or con­
trol system, the minimum RVR value for the mid-point is 75m.

NOTE: Relevant, in this context, means that part of the runway used during the high speed phase of landing
down to a speed of approximately 60 knots.

14 PLANNING MINIMUMS (IFR Flights)


a. Planning Minimums for Take-off Alternates
An operator shall not select an aerodrome as a take-off alternate aerodrome unless the appropriate weath­
er reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before
and ending 1 hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable
landing minimums. The ceiling must be taken into account when the only approaches available are
non-precision and/or circling approaches.
b. Planning Minimums for Destination and Destination Alternate Aerodromes
An operator shall only select the destination and/or destination alternate aerodromes when the appropriate
weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour
before and ending 1 hour after the ETA at the aerodrome, the weather conditions will be at or above the ap­
plicable minimums as follows:
Destination Aerodromes
– RVR/VIS specified in accordance with JAR-OPS 1 and requirements laid down in para 1;
– For Non-precision or circling approach, the ceiling at or above MDH.
Destination Alternate(s)
The minimums specified in Table 11 must be met.
c. Planning Minimums for Enroute Alternate Aerodromes
An operator shall not select an aerodrome as or enroute alternate unless the appropriate weather reports
or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and end­
ing 1 hour after ETA at the aerodrome, the weather conditions will be at or above those specified in Table
11.

Table 11 PLANNING MINIMUMS FOR DESTINATION & ENROUTE ALTERNATES

Type of Approach Planning Minimums (RVR)

CAT II & III CAT I

CAT I Non-precision ceiling at or above MDH

Non - precision Non-precision +200ft/1000m ceiling at or above MDH

Circling Circling

d. Planning Minimums for an ETOPS Enroute Alternate


An operator shall not select an aerodrome as an ETOPS enroute alternate aerodrome unless the appropri­
ate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1
hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions
will be at or above the planning minimums prescribed in Table 12, and in accordance with the operator's
ETOPS approval.

© JEPPESEN SANDERSON, INC., 2000, 2005. ALL RIGHTS RESERVED.


18 MAR 05 AIR TRAFFIC CONTROL 611

JOINT AVIATION AUTHORITIES (JAA) AERODROME OPERATING MINIMUMS (AOM)


Table 12 PLANNING MINIMUMS-ETOPS

Type of Approach Planning Minimums

RVR/VIS required & ceiling if applicable

Aerodrome with

at least 2 separate approach at least 2 separate approach


procedures based on separate procedures based on 2 separate
aids serving 2 separate runways aids serving 1 runway
or
at least 1 approach procedure on
1 aid serving 1 runway

Precision CAT II, III (ILS, MLS) Precision CAT I Minimums Non-Precision Minimums

Precision CAT I (ILS, MLS) Non-Precision Minimums Circling Minimums or, if not
available, non-precision
minimums plus 200 ft/1000 m

Non-Precision The lower of non-precision The higher of circling minimums


minimums plus 200 ft/ 1000 m or non-precision minimums plus
or 200 ft/ 1000 m
Circling minimums

Circling Circling Minimums

© JEPPESEN SANDERSON, INC., 1998, 2005. ALL RIGHTS RESERVED.


3 MAY 02 AIR TRAFFIC CONTROL E-1

Reduced Vertical Separation Minimum (RVSM) EUR


1. AREA OF APPLICABILITY compliance with the criteria of the
RVSM minimum aircraft systems
RVSM shall be applicable in that volume performance specifications (MASPS).
of airspace between FL 290 and FL 410
inclusive in the flight information 2. They have instituted procedures in
regions (FIR/UIR) as shown on ATC page respect of continued airworthiness
E-7. (maintenance and repair) and pro­
grams, and

3. They have instituted flight crew proce­


dures for operations in the EUR
RVSM airspace (dimensions specified on
ATC page E-7).

Note1:
An RVSM approval is not restricted
to a specific region instead. it is valid
globally on the understanding that
any operating procedures specific
to a given region in this case the
EUR Region, should be stated in the
operations manual or appropriate
crew guidance.

Note 2:
Aircraft that have received State
approval for RVSM operations will
AIRCRAFT EQUIPMENT be referred to as ‘RVSM approved
The minimum equipment list (MEL) fulfilling aircraft’.
the MASPS consists of: (see JAA TGL6)
Two independent altitude measurement Note 3:
systems each equipped with: Aircraft that have not received State
cross-coupled static/source system with approval for RVSM operations will
ice protection if located in areas subject to be referred to as ‘non-RVSM
ice accretion, approved aircraft’.
display of the computed pressure altitude
to the flight crew, Guidance material of use to those involved
digital encoding of the displayed altitude in the initial achievement and continued
signals referenced to a pilot selected alti­ maintenance of the height-keeping per­
tude for automatic altitude control and formance capability has been issued by
alerting, static source error correction. ICAO under the title Guidance Material
One SSR transponder with an altitude re­ on the Implementation of a 300m
porting system in use for altitude keeping. (1000ft) Vertical Separation Minimum
an automatic altitude alerting system (VSM) in the European RSM Airspace.
an automatic altitude control system. Detailed technical guidance material on
the airworthiness, continued airworthiness,
2. MEANS OF COMPLIANCE and the operational practices and proce­
dures for the EUR RVSM airspace is pro­
Except for State aircraft, operators in­ vided in the Joint Aviation Authorities
tending to conduct flights within the volume of Administrative and Guidance Material,
airspace specified on ATC page E-7 Section One: General, Part 3: Temporary
where RVSM is applied shall require an Guidance Leaflet No. 6.
RVSM approval either from the State in
which the operator is based or from the Monitoring of flight operations in the
State in which the aircraft is registered. EUR RVSM airspace shall be conducted
To obtain such an RVSM approval, to assess the continuing compliance of
operators shall satisfy the said State that: aircraft with the height-keeping perform­
ance requirements.
1. Aircraft for which the RVSM approval
is sought have the vertical navi­ Note:
gational performance capability re­ Monitoring will be conducted in accordance
quired for RVSM operations through with the appropriate material issued by

© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.


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'74 485/ CKTURCEG OWO UJCNN DG GUVCDNKUJGF D[ VJG NCUV #%%
� CNN HQTOCVKQP HNKIJVU QH 5VCVG CKTETCHV CPF 7#% RTQXKFKPI #6% UGTXKEG VQ VJG CKTETCHV
CP[ QVJGT CKTETCHV QRGTCVKPI YKVJKP VJG YKVJKP VJG '74 485/ CKTURCEG CPF DGHQTG
'74 485/ CKTURCEG CPF VJG CKTETCHV RCUUGU VJG VTCPUHGT QH EQPVTQN
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#6% ' HNKIJV NGXGN KP CEEQTFCPEG YKVJ
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TCVKQP QH O HV DGVYGGP CP CKTETCHV #RRGPFKZ  CPFQT
GZRGTKGPEKPI C EQOOWPKECVKQP HCKNWTG KP  C HNKIJV NGXGN CNNQECVKQP UEJGOG
HNKIJV CPF CP[ QVJGT CKTETCHV YJGP DQVJ CKT KH CRRNKECDNG CPFQT
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KP VJG '74 485/ CKTURCEG  QH VJG HNKIJV RNCP TGNGXCPV VQ 485/
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CKTETCHV RCUUGU VJG VTCPUHGT QH CVKQP D[ UWRRNGOGPVKPI VJG #6% OGU
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HTQO FGITCFCVKQP QH CKTETCHV GSWKROGPV NGPEG FWG VQ YGCVJGT QT YCMG XQTVGZ VJCV
CUUQEKCVGF YKVJ JGKIJVMGGRKPI CPF HTQO VJG RKNQV DGNKGXGU KV YKNN KORCEV VJG
VWTDWNGPV CVOQURJGTKE EQPFKVKQPU CKTETCHVµU ECRCDKNKV[ VQ OCKPVCKP KVU ENGCTGF
HNKIJV NGXGN VJG RKNQV UJCNN KPHQTO #6%
6JG RKNQV UJCNN KPHQTO #6% CU UQQP CU
RQUUKDNG QH CP[ EKTEWOUVCPEGU YJGTG VJG #6% UJCNN GUVCDNKUJ GKVJGT CP CRRTQRTKCVG
XGTVKECN PCXKICVKQP RGTHQTOCPEG TGSWKTG JQTK\QPVCN UGRCTCVKQP QT KPETGCUGF
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TGXKUGF #6% ENGCTCPEG RTKQT VQ KPKVKCVKPI CPFQT TQWVG EJCPIGU CPF UJCNN RCUU QP
CP[ FGXKCVKQP HTQO VJG ENGCTGF TQWVG VTCHHKE KPHQTOCVKQP CU TGSWKTGF
CPFQT HNKIJV NGXGN YJGPGXGT RQUUKDNG
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9JGP C TGXKUGF #6% ENGCTCPEG EQWNF VQ FGVGTOKPG YJGVJGT 485/ UJQWNF
PQV DG QDVCKPGF RTKQT VQ UWEJ C FGXKCVKQP DG UWURGPFGF GPVKTGN[ QT YKVJKP C URGEKHKE
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CU UQQP CU RQUUKDNG VJGTGCHVGT
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DG DCUGF QP VJG KPVGPVKQPU QH VJG RKNQV '74 485/ CKTURCEG #6% UJCNN FG
6JG QXGTCNN VTCHHKE UKVWCVKQP CPF VJG TGCN VGTOKPG YJGVJGT 485/ UJQWNF DG UWU
VKOG F[PCOKEU QH VJG EQPVKPIGPE[ RGPFGF CPF KH UQ VJG RGTKQF QH VKOG CPF
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CRRTQXGF CKTETCHV KP VJG '74 485/ CKT EQQTFKPCVG YKVJ CFLCEGPV #%%7#%U
URCEG VJCV VJG CKTETCHVµU GSWKROGPV PQ YKVJ TGICTF VQ VJG HNKIJV NGXGNU CRRTQRTKCVG
NQPIGT OGGVU VJG 485/ /#525 CU HQT VJG VTCPUHGT QH VTCHHKE WPNGUU C EQP
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RTQXKFG C OKPKOWO XGTVKECN UGRCTCVKQP QH
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VJG NCVGTCN NKOKVU QH VJG '74 485/ CKTURCEG WPVKN UWEJ VKOG CU VJG RTQDNGO
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16 MAR 07 AIR TRAFFIC CONTROL E-11

8.33KHZ CHANNEL SPACING


8.33kHz CHANNEL SPACING – insert the indicator STS/EXM833 in item Q of the
8.33KHZ CHANNEL SPACING

Repetitive Flight Plan.


GENERAL
State Aircraft
Due to a shortage of VHF radio telephony frequen­
cies in the European airspace a decision has been If a State Aircraft is equipped with 8.33kHz capable
made to reduce the spacing from 25kHz to 8.33kHz. radios, then regardless of the flight level:
This results in an increase in available frequencies – insert the letter “Y” in field 10 of the Standard
which permits the creation of new control sectors, Flight Plan or,
thereby contributing to an increase in ATM capacity – insert the letter “Y” in item Q of the Repetitive
in the ECAC area. Flight Plan.
MANDATORY CARRIAGE If a State Aircraft is not 8.33kHz compliant, but is
UHF equipped, then:
The mandatory carriage and operation of 8.33kHz
channel spacing capable radio equipment is manda­ – insert the letter “M” in field 8, the letter “U” in
tory throughout the ICAO EUR Region for aircraft field 10 and the indicator STS/EXM833 in field
operating above FL195. Non-equipped aircraft which 18 of the Standard Flight Plan, or
are flight planned to enter any FIR/UIR in the EUR – insert the indicator STS/EXM833 in item Q of the
Region where no exemptions has been published, Repetitive Flight Plan.
except for UHF equipped State aircraft must flight The only non-8.33kHz equipped aircraft permitted to
plan to operate below FL195 throughout the entire fly in 8.33kHz airspace are State Aircraft with UHF
EUR Region. radio equipment, where UHF coverage is provided
AIRCRAFT EQUIPMENT or special handling procedures are implemented.

Aircraft must be equipped with two independent sets Hospital and Search & Rescue Flights
of 8.33kHz radios. HOSP or SAR flights 8.33kHz equipped, should in­
Pilot in command is ultimately responsible that sert the letter “Y” in field 10 of the Standard Flight
8.33kHz channel spacing capable radio communica­ Plan regardless of the flight level.
tion equipment is available, and operational on To ensure the correct processing of a HOSP or SAR
board the aircraft. flight, it is required to insert the indicator STS/HOSP
or STS/SAR, as appropriate, in field 18 of the Stan­
EXEMPTIONS dard Flight Plan.
Non-8.33kHz equipped flights are: It is important to note that HOSP and SAR flights are
– Not permitted unless exempted by States over­ not exempted from the 8.33kHz radios mandatory
flown. carriage requirement. Non-8.33kHz and non-UHF
equipped HOSP/SAR flight will be handled outside
– Subject to Initial Flight Plan Processing System
of the 8.33kHz airspace where no exemption ap­
(IFPS) flight plan rejection or warning notifica­
plies.
tion, if planned to enter the airspace of 8.33kHz
Mandatory Carriage without exemption. COMMUNICATION FAILURE
States, in the area of 8.33kHz Mandatory Carriage, In this case, the standard procedure in the airspace
may publish exemptions to the carriage requirement concerned has to be applied.
within their area of responsibility. An exemption al­
lows non-8.33kHz equipped aircraft to fly within that INDICATION OF VHF COMMUNICATION
portion of the airspace of Mandatory Carriage, CHANNELS
where the exemption applies. Amendment 80 to ICAO Annex 10, Volume II - Aero­
FLIGHT PLAN nautical Telecommunications - introduced a proce­
dure requiring all VHF voice communication chan­
General Procedures nels to be indicated by the use of 6 digits (4 digits for
channels ending in two zeros), irrespective of wheth­
Do not plan a flight in the ICAO EUR Region above
er 25 or 8.33kHz spacing is used.
FL195 if the aircraft is not equipped with 8.33kHz ca­
pable radios, unless the flight is subject to exemp­ Important: The use of the term “CHANNEL” for
tion. 8.33kHz channels is discontinued. It is essential that
flight crews readback the channel number exactly as
If the aircraft is equipped with 8.33kHz capable radi­
given by the controller and that controllers verify that
os, then regardless of the requested flight level:
the pilot has correctly understood.
– insert the letter “Y” in field 10 of the Standard
Flight Plan, or
– insert the letter “Y” in item Q of the Repetitive
Flight Plan.
If the aircraft is not equipped with 8.33kHz capable
radios, but the flight is exempted from the 8.33kHz
carriage requirement, then:
– insert the indicator STS/EXM833 in the field 18
of the Standard Flight Plan, or

© JEPPESEN SANDERSON, INC. 2002, 2007. ALL RIGHTS RESERVED.


E-12 AIR TRAFFIC CONTROL 16 MAR 07

8.33KHZ CHANNEL SPACING


CHANNEL – FREQUENCY PAIRING TABLE (Extract between 132.0000 and 132.1000)
Name of Frequency of Channel
Channel to be transmitted as:
Channel Channel (MHz) Spacing (kHz)
132.000 132.0000 25 ONE THREE TWO DECIMAL ZERO
132.010 132.0083 8.33 ONE THREE TWO DECIMAL ZERO ONE ZERO
132.015 132.0166 8.33 ONE THREE TWO DECIMAL ZERO ONE FIVE
132.025 132.0250 25 ONE THREE TWO DECIMAL ZERO TWO FIVE
132.035 132.0333 8.33 ONE THREE TWO DECIMAL ZERO THREE FIVE
132.040 132.0416 8.33 ONE THREE TWO DECIMAL ZERO FOUR ZERO
132.050 132.0500 25 ONE THREE TWO DECIMAL ZERO FIVE ZERO
132.060 132.0583 8.33 ONE THREE TWO DECIMAL ZERO SIX ZERO
132.065 132.0666 8.33 ONE THREE TWO DECIMAL ZERO SIX FIVE
132.075 132.0750 25 ONE THREE TWO DECIMAL ZERO SEVEN FIVE
132.085 132.0833 8.33 ONE THREE TWO DECIMAL ZERO EIGHT FIVE
132.090 132.0916 8.33 ONE THREE TWO DECIMAL ZERO NINE ZERO
132.100 132.1000 25 ONE THREE TWO DECIMAL ONE

If ATC is uncertain about the 8.33kHz equipage sta­


tus of any aircraft or the UHF status of a State air­
craft, then the following phraseology applies:

Circumstance Phraseology
To request confirmation of 8.33kHz capability CONFIRM EIGHT POINT THREE THREE
To indicate 8.33kHz capability 1AFFIRM EIGHT POINT THREE THREE
1
To indicate lack of 8.33kHz capability NEGATIVE EIGHT POINT THREE THREE
To request UHF capability CONFIRM UHF
To indicate UHF capability 1AFFIRM UHF
1
To indicate lack of UHF capability NEGATIVE UHF
To request status in respect of 8.33kHz exemption CONFIRM EIGHT POINT THREE THREE
EXEMPTED
1
To indicate 8.33kHz exempted status AFFIRM EIGHT POINT THREE THREE
EXEMPTED
To indicate 8.33kHz non-exempted status 1NEGATIVE EIGHT POINT THREE THREE
EXEMPTED
To indicate that a certain clearance is given because DUE EIGHT POINT THREE THREE
otherwise a non-8.33 equipped and/or non-exempted REQUIREMENT
aircraft would enter the airspace of mandatory
carriage

1.Denotes pilot transmission.

The above phraseology is approved by ICAO in the


Procedures for Air Navigation Services Air Traffic
Management (PANS-ATM, Doc 4444).

Jeppesen publications
- 50 or 25kHz spacing 118.0 or 118.00 or 118.000 is shown as 118.0
118.02 or 118.025 is shown as 118.02
118.15 or 118.150 is shown as 118.15
118.17 or 118.175 is shown as 118.17
- 8.33kHz spacing The “CHANNEL numbers” are always shown with three decimal places
(e.g. 132.035).

© JEPPESEN SANDERSON, INC. 2002, 2007. ALL RIGHTS RESERVED.


Eff 24 Nov
18 NOV 05 AIR TRAFFIC CONTROL E-21

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)


18.1 Application of RNAV Procedures JAA ACJ 20X4 (previously known as TGL no. 2,
rev. 1), or equivalent.
18.1.1 Terminal control area operations 18.1.1.3 Aircraft equipped with GNSS-based RNAV
equipment may be used only on RNAV area proce-
18.1.1.1 Except as detailed in 18.1.1.2 and 18.1.1.3, dures designated for GNSS and where it is identified
only RNAV-equipped aircraft having a lateral that P-RNAV approval is not required to operate on
track-keeping accuracy of ± 1 NM (2 SD) together the procedure.
with an ability to determine horizontal position to an
accuracy sufficient to support the track-keeping re- NOTE: To meet the requirements of GNSS-based
quirement and having appropriate functionality and RNAV, aircraft need to be approved in accordance
operational approval may operate under IFR on with JAA ACJ 20X5 (previously known as TGL no. 3,
RNAV terminal area procedures. Such RNAV equip- rev. 1), or equivalent.
ment is designated hereafter as precision area navi-
gation (P-RNAV). 18.1.2 En-Route operations
NOTE: The functional and operational approval re- 18.1.2.1 Only aircraft approved for B-RNAV opera-
quirements appropriate to P-RNAV are set out in tions may plan for operations under IFR on the ATS
Joint Aviation Authorities (JAA) Temporary Guidance routes of the flight information regions/upper flight
Leaflet (TGL) No. 10, or equivalent. information regions (FIRs/UIRs) identified on page
18.1.1.2 Aircraft equipped with RNAV equipment E-24. Aircraft not equipped with RNAV but having a
having a lateral track-keeping accuracy of ± 5 NM (2 navigation accuracy meeting RNP 5 will be restrict-
SD) with an ability to determine horizontal position to ed to operations on ATS routes which States may
an accuracy sufficient to support the track-keeping designate within their lower airspace in accordance
requirement and having appropriate functionality, with 18.1.2.2.
hereafter designated as basic area navigation 18.1.2.2 For the period until at least 2005 or until
(B-RNAV), may use RNAV (segments) of arrival and such time as VHF omnidirectional radio range (VOR)
departure routes where these meet the following cri- facilities cease to be available, the carriage of a sin-
teria: gle RNAV system not meeting an average continuity
a. the B-RNAV portion of the route must: of service of 99.99 per cent of flight time may be ap-
proved for B-RNAV operations if the aircraft is also
1. be above the appropriate minimum flight alti- carrying VOR and DME equipment.
tude (MFA), e.g.: minimum radar vectoring
altitude (MRVA) and minimum sector altitude NOTE: States may designate domestic routes within
(MSA); and their lower airspace to be available for aircraft not fit-
2. be in accordance with established ted with RNAV equipment but having a navigation
PANS-OPS criteria for en-route operations; accuracy meeting RNP 5.
and
3. conform to B-RNAV en-route design princi- 18.2 Area of applicability
ples;
18.2.1 The provisions in respect of P-RNAV shall be
NOTE: For minimum flight altitude, see An- applied whenever RNAV terminal area procedures,
nex 11, 2.21. excluding the final and missed approach segments,
are used.
b. the departure procedures must be conventional
(non-RNAV) up to a conventional fix (or a mini- NOTE: The carriage of P-RNAV equipment has not
mum altitude). Beyond that fix (or minimum alti- yet been mandated in the EUR Region.
tude) a B-RNAV procedure can be provided in
accordance with the criteria in a) above; and 18.2.2 The above provisions in respect of en-route
c. the B-RNAV portion of an arrival route must ter- operations shall apply to all such operations con-
minate at a conventional fix in accordance with ducted under IFR on the entire ATS route network as
the criteria given above. Beyond that fix, the ar- notified by the appropriate authorities in the following
rival shall be completed by a conventional FIRs/UIRs:
(non-RNAV) procedure, or by the provision of ra- Amsterdam, Ankara, Athinai, Barcelona, Berlin, Bor-
dar vectors; and deaux, Bratislava, Bremen, Brest, Brindisi, Brux-
d. due regard must have been taken of those oper- elles, Bucuresti, Budapest, Canarias (AFI area of
ating procedures of the users that may affect applicability), Casablanca, Chisinau, Düsseldorf,
system performance. Examples include, but are Finland, France, Frankfurt, Hannover, Istanbul,
not limited to, initial position fixing on runway and Kharkiv, København, Kyiv, Lisboa, Ljubljana, Lon-
minimum automatic flight control system (AFCS) don, L’viv, Madrid, Malta, Marseille, Milano,
engagement altitudes; and München, Nicosia, Norway, Odessa, Paris, Praha,
Reims, Rhein, Riga, Roma, Scottish, Shannon, Sim-
e. arrival and departure procedures, which can be feropol’, Skopje, Sofia, Sweden, Switzerland, Tallinn,
flown by B-RNAV equipment, shall be identified Tbilisi, Tirana, Varna, Vilnius, Warszawa, Wien, Yer-
explicitly as approved for application of B-RNAV. evan, Zagreb.
NOTE: To meet the requirements of B-RNAV, air-
craft need to be approved in accordance with

© JEPPESEN SANDERSON, INC. 2002, 2005. ALL RIGHTS RESERVED.


Eff 24 Nov
E-22 AIR TRAFFIC CONTROL 18 NOV 05

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)


18.3 Means of complicance 18.6 Minimum flight altitudes for
18.3.1 Conformance to the navigation requirement
operations, on RNAV routes
shall be verified by the State of Registry or the State 18.6.1 Unless an IFR aircraft is receiving navigation
of Operator as appropriate. guidance in the form of radar vectors from ATC, the
NOTE: Guidance material concerning navigation re­ pilot is responsible for obstacle clearance. There­
quirements associated with B-RNAV operations is fore, the use of RNAV does not relieve pilots of their
contained in JAA ACJ 20X4 and for P-RNAV in JAA responsibility to ensure that any ATC clearance or
Temporary Guidance Leaflet No. 10. instruction is safe in respect to obstacle clearance.
ATC shall assign levels that are at or above estab­
lished minimum flight altitudes.
18.4 RNAV Route Designation
(Identification of RNAV routes) 18.7 Procedures for operation on
18.4.1 All RNAV standard instrument arrival and de­ RNAV routes
parture routes shall be suitably designated as RNAV
in accordance with Doc 8168 and Annex 11, Appen­ 18.7.1 Correct operation of the aircraft RNAV system
dix 3. shall be established before joining and during opera­
tion on an RNAV route. This shall include confirma­
18.4.2 All other RNAV route shall be designated in tion that:
accordance with Annex 4 and Annex 11, Appendix
1. a. the routing is in accordance with the clearance;
and
b. the RNAV navigation accuracy of the aircraft
18.5 Flight Planning meets the navigation accuracy requirements of
the RNAV route and arrival or departure proce­
18.5.1 Operators of aircraft approved for B-RNAV
dure, as applicable.
operations, as set out in 18.1.1.2, shall insert the
designator ‘R’ in Item 10 of the flight plan. 18.7.2 When an aircraft cannot meet the require­
ments as specified in either 18.1.1.1 or 18.1.1.2 as a
18.5.2 In addition to the requirement of 18.5.1, oper­
result of a failure or degradation of the RNAV sys­
ators of aircraft approved for P-RNAV operations, as
tem, a revised clearance shall be requested by the
set out in 18.1.1.1, shall, in addition to the designa­
pilot.
tor “R”, also insert the designator “P” in Item 10 of
the flight plan. 18.7.3 Subsequent ATC action in respect of an air­
craft that cannot meet the specified requirements as
NOTE: The attention of operators is drawn to 3.1.1.2 specified in either 18.1.1.1 or 18.1.1.2 due to a fail­
in respect of requirements for the filing of equipment ure or degradation of the RNAV system, will be de­
information in RPLs. pendent upon the nature of the reported failure and
18.5.3 Instructions for completion of the flight plan the overall traffic situation. Continued operation in
(A2 - 3.3.; P-ATM, Chapter 4, Section 4 and Appen­ accordance with the current ATC clearance may be
dix 2, Section 2) possible in many situations.
18.5.3.1 Where a failure or degradation results in the When this cannot be achieved, a revised clearance,
aircraft being unable to meet the P-RNAV functional­ as specified in 18.8, may be required to revert to
ity and accuracy requirements of 18.1.1.1 before de­ VOR/DME navigation.
parture, the operator of the aircraft shall not insert 18.7.4 For operation on RNAV arrival and departure
the designator “P” in Item 10 of the flight plan. Sub­ routes, where clearance is given by ATC for an
sequently, for a flight for which a flight plan has been RNAV procedure for which the aircraft is not ap­
submitted, an appropriate new flight plan shall be proved, the pilot is to advise ATC who will then seek
submitted and the old flight plan cancelled. For a to provide an alternative routing.
flight operating based on a repetitve flight plan 18.7.5 If an aircraft cannot meet the requirements
(RPL), the RPL shall be cancelled, and an appropri­ specified in 18.1.1.2 due to a failure or degradation
ate new flight plan shall be submitted. of the RNAV system that is detected before depar­
18.5.3.2 In addition, where a failure or degradation ture from an aerodrome where it is not practicable to
results in the aircraft being unable to meet the effect a repair, the aircraft should be permitted to
B-RNAV functionality and accuracy requirements of proceed to the nearest suitable aerodrome where a
18.1.1.2 before departure, the operator of the air­ repair can be made.
craft shall not insert the designators “S” or “R” or “P” When granting clearance to such aircraft, ATC
in Item 10 of the flight plan. Since such flights re­ should take into consideration the existing or antici­
quire special handling by ATC, Item 18 of the fligth pated traffic situation and may have to modify the
plan shall contain STS/RNAVINOP. Subsequently, time of departure, flight level or route of the intended
for a flight for which a flight plan has been submitted, flight. Subsequent adjustments may be become nec­
an appropriate new flight plan shall be submitted essary during the course of flight.
and the old flight plan cancelled. For a flight operat­
ing based on an RPL, the RPL shall be cancelled,
and an appropriate new flight plan shall be submit­
ted.

© JEPPESEN SANDERSON, INC. 2002, 2005. ALL RIGHTS RESERVED.


4 FEB 05 AIR TRAFFIC CONTROL E-23

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)


18.8 ATC Procedures 18.9 ATC Procedures for state aircraft
not equipped with RNAV but having a
18.8.2 Degradation of RNAV systems navigation accuracy meeting RNP 5
18.8.2.1 If, as a result of a failure or degradation of
18.9.1 Instructions for the completion of the flight
the RNAV system,
plan (A2 - 3.3.3; P-ATM, 4.4 and Appendix 2,2)
a. detected after departure, the aircraft cannot
18.9.1.1 Operators of State aircraft not equipped
meet the requirements of 18.1.1.1, or,
with RNAV shall not insert the designator ‘S’ or ‘R’ or
b. detected before or after departure, the aircraft ‘P’in Item 10 of the flight plan.
cannot meet the requirements of 18.1.1.2,
18.9.1.2 Since such flights require special handling
the following ATC procedures are applicable. by ATC, Item 18 of the flight plan shall contain
18.8.2.2 Coordination messages STS/NONRNAV.
a. Computer-assisted coordination of estimate
messages. 18.9.2 Coordination messages
In case of automated messages not containing 18.9.2.1 Computer-assisted coordination of estimate
the information provided in item 18 of the flight messages:
plan, the sending ATC unit shall inform the re­
18.9.2.1.1 In the case of automated messages not
ceiving ATC unit by supplementing the ACT mes­
containing the information provided in Item 18 of the
sage verbally with the phrase “RNAV out of SER­
flight plan. The sending ATC unit shall inform the re­
VICE” after the call sign of the aircraft
ceiving ATC unit by supplementing the ATC mes­
concerned.
sage verbally with the prase “NEGATIVE-RNAV” af­
b. Verbal coordination of estimate messages. ter the call sign of the aircraft concerned.
When a verbal coordination process is beeing 18.9.2.2 Verbal coordination of estimate messages
used, the sending ATC unit shall include the
18.9.2.2.1 When a verbal coordination process is
phrase “RNAV OUT OF SERVICE” at the end of
being used, the sending ATC unit shall include the
the message.
phrase “NEGATIVE-RNAV” after the call sign of the
aircraft concerned.
18.8.2.3 RTF phraseology
18.9.2.3 Phraseology
18.8.2.3.1 The phrase “UNABLE RNAV DUE 18.9.2.3.1 The phrase “NEGATIVE-RNAV” shall be
EQUIPMENT” shall be included by the pilot immedi­ included by the pilot immediately following the air­
ately following the aircraft call sign upon occurrence craft call sign whenever initial contact on an ATC fre­
of the RNAV degradation or failure and whenever ini­ quency is established.
tial contact on an ATC frequency is subsequently es­
18.9.2.4 ATC clearances
tablished.
18.9.2.4.1 Whithin TMAs, State aircraft may only be
routed via RNAV terminal area procedures if they
18.8.2.4 ATC Clearances are equipped with the appropriate RNAV equipment.
18.8.2.4.1 With respect to the degradation/failure in (18.1.1.1 and 18.1.1.2 apply).
flight of an RNAV system, while the aircraft is operat­ 18.9.2.4.2 For such aircraft operating en-route, the
ing on an ATS route requiring the use of B-RNAV, following procedures apply:
a. aircraft should be routed via VOR/DME defined a. State aircraft should be routed via VOR/DME-de­
ATS routes; or fined ATS routes; or
b. if no such routes are available, aircraft should be b. if no such routes are available, State aircraft
routed via conventional Navigation aids i.e. should be routed via conventional navigation
VOR/DME; or aids, i.e. VOR/DME.
c. when the above procedures are not feasible, the
NOTE: State aircraft routed in accordance with a) or
ATC unit should, where practicable, provide the
b) above may require continuous radar monitoring
aircraft with radar vectors until the aircraft is ca­
by the ATC unit concerned.
pable of resuming its own navigation.
18.9.2.4.3 When the above procedure cannot be ap­
NOTE: Aircraft routed in accordance with a) or b) plied, the ATC unit shall provide State aircraft whith
above may, where practicable, require continuous radar vectors until the aircraft is capable or resuming
radar monitoring by the ATC unit concerned. its own navigation.
18.8.2.4.2 With respect to the degradation/failure in FOR B-RNAV AREA EUROPE see ATC E-25
flight, of an aircraft’s RNAV system, while the aircraft
is operating on an arrival or departure procedure re­
quiring the use of RNAV,
a. the aircraft should be provided with radar vectors
until the aircraft is capable of resuming its own
navigation, or
b. the aircraft should be routed by conventional
navigation aids, i.e. VOR/DME.

© JEPPESEN SANDERSON, INC., 2002, 2005. ALL RIGHTS RESERVED.


4 FEB 05 AIR TRAFFIC CONTROL E-23

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)


18.8 ATC Procedures 18.9 ATC Procedures for state aircraft
not equipped with RNAV but having a
18.8.2 Degradation of RNAV systems navigation accuracy meeting RNP 5
18.8.2.1 If, as a result of a failure or degradation of
18.9.1 Instructions for the completion of the flight
the RNAV system,
plan (A2 - 3.3.3; P-ATM, 4.4 and Appendix 2,2)
a. detected after departure, the aircraft cannot
18.9.1.1 Operators of State aircraft not equipped
meet the requirements of 18.1.1.1, or,
with RNAV shall not insert the designator ‘S’ or ‘R’ or
b. detected before or after departure, the aircraft ‘P’in Item 10 of the flight plan.
cannot meet the requirements of 18.1.1.2,
18.9.1.2 Since such flights require special handling
the following ATC procedures are applicable. by ATC, Item 18 of the flight plan shall contain
18.8.2.2 Coordination messages STS/NONRNAV.
a. Computer-assisted coordination of estimate
messages. 18.9.2 Coordination messages
In case of automated messages not containing 18.9.2.1 Computer-assisted coordination of estimate
the information provided in item 18 of the flight messages:
plan, the sending ATC unit shall inform the re­
18.9.2.1.1 In the case of automated messages not
ceiving ATC unit by supplementing the ACT mes­
containing the information provided in Item 18 of the
sage verbally with the phrase “RNAV out of SER­
flight plan. The sending ATC unit shall inform the re­
VICE” after the call sign of the aircraft
ceiving ATC unit by supplementing the ATC mes­
concerned.
sage verbally with the prase “NEGATIVE-RNAV” af­
b. Verbal coordination of estimate messages. ter the call sign of the aircraft concerned.
When a verbal coordination process is beeing 18.9.2.2 Verbal coordination of estimate messages
used, the sending ATC unit shall include the
18.9.2.2.1 When a verbal coordination process is
phrase “RNAV OUT OF SERVICE” at the end of
being used, the sending ATC unit shall include the
the message.
phrase “NEGATIVE-RNAV” after the call sign of the
aircraft concerned.
18.8.2.3 RTF phraseology
18.9.2.3 Phraseology
18.8.2.3.1 The phrase “UNABLE RNAV DUE 18.9.2.3.1 The phrase “NEGATIVE-RNAV” shall be
EQUIPMENT” shall be included by the pilot immedi­ included by the pilot immediately following the air­
ately following the aircraft call sign upon occurrence craft call sign whenever initial contact on an ATC fre­
of the RNAV degradation or failure and whenever ini­ quency is established.
tial contact on an ATC frequency is subsequently es­
18.9.2.4 ATC clearances
tablished.
18.9.2.4.1 Whithin TMAs, State aircraft may only be
routed via RNAV terminal area procedures if they
18.8.2.4 ATC Clearances are equipped with the appropriate RNAV equipment.
18.8.2.4.1 With respect to the degradation/failure in (18.1.1.1 and 18.1.1.2 apply).
flight of an RNAV system, while the aircraft is operat­ 18.9.2.4.2 For such aircraft operating en-route, the
ing on an ATS route requiring the use of B-RNAV, following procedures apply:
a. aircraft should be routed via VOR/DME defined a. State aircraft should be routed via VOR/DME-de­
ATS routes; or fined ATS routes; or
b. if no such routes are available, aircraft should be b. if no such routes are available, State aircraft
routed via conventional Navigation aids i.e. should be routed via conventional navigation
VOR/DME; or aids, i.e. VOR/DME.
c. when the above procedures are not feasible, the
NOTE: State aircraft routed in accordance with a) or
ATC unit should, where practicable, provide the
b) above may require continuous radar monitoring
aircraft with radar vectors until the aircraft is ca­
by the ATC unit concerned.
pable of resuming its own navigation.
18.9.2.4.3 When the above procedure cannot be ap­
NOTE: Aircraft routed in accordance with a) or b) plied, the ATC unit shall provide State aircraft whith
above may, where practicable, require continuous radar vectors until the aircraft is capable or resuming
radar monitoring by the ATC unit concerned. its own navigation.
18.8.2.4.2 With respect to the degradation/failure in FOR B-RNAV AREA EUROPE see ATC E-25
flight, of an aircraft’s RNAV system, while the aircraft
is operating on an arrival or departure procedure re­
quiring the use of RNAV,
a. the aircraft should be provided with radar vectors
until the aircraft is capable of resuming its own
navigation, or
b. the aircraft should be routed by conventional
navigation aids, i.e. VOR/DME.

© JEPPESEN SANDERSON, INC., 2002, 2005. ALL RIGHTS RESERVED.


20 APR 07 AIR TRAFFIC CONTROL AUSTRIA-1 q$i

AUSTRIA - RULES AND PROCEDURES


GENERAL Airspace classes “A”, “B” and “F”, however, are not
In general, the air traffic rules and procedures in force applied in Austrian airspace.
and the organization of the air traffic services are In class “G” airspace air traffic control service is pro­
in conformity with ICAO Standards, Recommended vided to IFR flights (separation between IFR and IFR
Practices and Procedures. operations).
Units of measurement used in connection with all air VFR flights shall not be operated above FL200 in
traffic services in Austria: airspace class “C”, at transonic and supersonic
speeds.
MEASUREMENT OF UNIT
Distance used in Nautical Miles For differences from ICAO VMC specifications see
navigation, position relevant paragraph below.
reporting, etc., generally SPECIAL REQUIREMENTS AND
in excess of 2 to 3
nautical miles REGULATIONS
Relatively short Meters CHECK-ALTITUDES ON SIDs
distances such as those In the description of SIDs check-altitudes are indi­
relating to aerodromes cated in feet MSL even above the relevant transition
(e.g., runway lengths) altitude if they are below the minimum flight altitude
Altitude, elevations and Feet of the ATS route to be followed.
heights
START-UP OF ENGINES FOR AIRCRAFT
Horizontal speed Knots
DEPARTING UNDER INSTRUMENT
including wind speed
FLIGHT RULES
Vertical speed Feet Per Minute
To avoid delays with running engines pilots shall
Wind direction for landing Degrees Magnetic request permission for start-up from aerodrome con­
and taking off trol after all preparations for departure have been
Wind direction except for Degrees True made (doors closed). On initial call for start-up ATC
landing and taking off shall be informed about the parking position.
Visibility including Kilometers or Meters When push-back is required such permission shall
runway visual range be requested from aerodrome control. Any delay in
Altimeter setting Hectopascals start-up and taxiing shall be immediately reported to
Temperature Degrees Celsius aerodrome control.
Weight Metric Tons or Kilograms REDUCED REPORTING PROCEDURES
Time Hours and minutes, the a. Position reports shall be made as abbreviated
day of 24 hrs beginning reports and normally contain only:
at midnight UTC – aircraft identification,
WGS-84 IMPLEMENTATION STATUS – position,
WGS-84 compliant. – SSR code or if not transponder equipped,
passing time (time at), and
FLIGHT PROCEDURES – actual altitude or flight level.
HOLDING b. Position reports for IFR flights shall be as fol­
lows:
Holding procedures comply with ATC-Chapter Part
IV. Holding Procedures, table ‘Holding Speeds ICAO 1. the initial contact after changing a radio fre­
DOC 8168’. quency may contain only:
– aircraft identification,
PROCEDURE LIMITATIONS AND OPTIONS
– present altitude or flight level, and
Instrument approach procedures comply with the
new PANS-OPS, Document 8168, Volume II. – cleared altitude or flight level when in
climb or descent.
AIRPORT OPERATING MINIMUMS 2. subsequently position reports may be omit­
Austria publishes OCA(H)s and visibilities for landing ted, provided that the acft is radar identified
in many cases. Ceiling is additionally published for and unless otherwise instructed by ATC.
Innsbruck only. Ceiling and visibilities for take-off are
published in some cases.
Jeppesen charted minimums are not below State
minimums.

ATS AIRSPACE CLASSIFICATIONS


Austria has adopted the ICAO ATS airspace classifi­
cation as listed on ATC-Chapter ‘ICAO ATS Airspace
Classifications - Annex 11’.

q$z

© JEPPESEN SANDERSON, INC., 1989, 2007. ALL RIGHTS RESERVED.


AUSTRIA-2 AIR TRAFFIC CONTROL 20 APR 07

AUSTRIA - RULES AND PROCEDURES q$i

FLIGHT PLANNING To LOXTZTZX for VFR flights which do require


a clearance by TULLN TWR/Radar.
IFPS/CFMU OPERATIONS
General ACAS II/TCAS II REQUIREMENTS
The Integrated Initial Flight Plan Processing System Civil fixed wing turbine-engined aircraft exceeding
element of the EUROCONTROL Central Flow Man­ 5700kg, or a maximum approved passenger seating
agement Unit (CFMU) is the sole source for the dis­ configuration of more than 19, are required to be
tribution of the IFR General Air Traffic (GAT) FPL and equipped with, and operate ACAS II.
associated messages to ATS units within the IFPS. ACAS II/TCAS II Operators with ACAS II temporary
The only required addresses are those of the two u/s in accordance with Minimum Equipment List
IFPS Units (IFPU) at Haren (Brussels) and Bretigny (MEL) do not require an exemption.
(Paris).
Mandatory carriage and operation of 8.33kHz chan­
FLIGHT PLAN MESSAGE ADDRESSING nel spacing radio equipment is required for aircraft
AFTN: EBBDZMFP and LFPYZMFP operating above FL195.
SITA: BRUEP7X and PAREP7X 8.33kHz CHANNEL SPACING EQUIPMENT
Repetitive Flight Plans (RPL) State Aircraft
Aircraft Operators are reminded that RPL data is to Those State aircraft which are infrequent users of
be addressed to the: the Austrian airspace are permanently exempted
from the 8.33kHz channel spacing radio equipment
CFMU
requirement.
RPL Section
Address: Rue de la Fusee 96 Since Austria does not provide UHF-coverage, non
Brussels 8.33kHz equipped State aircraft, equipped with UHF,
B-1130 which are infrequent users of the airspace of Austria,
will be handled on 25kHz frequencies.
in parallel with their normal submissions, as required,
and to National Authorities. DIFFERENCES FROM ICAO
For complete details on the IFPS and CFMU proce­ STANDARDS AND PROCEDURES
dures, refer to the Eurocontrol CFMU manuals or to
the Jeppesen European Air Traffic Flow Management ICAO REFERENCE
(EATFM) User Guide. ANNEX 2
DIFFERENCES FROM CFMU STANDARD 3.3.1.4 Flight plans shall be submitted at least
PROCEDURES 30 minutes before departure.
Notwithstanding of the DOC 4444-RAC/501 recom­ 4.1 Within class “G” airspace at or below 900m
mendations, FPL messages, departure messages (3000ft) MSL or 300m (1000ft) GND, whichever is
(DEP), delay messages (DLA), modification mes­ the higher, a flight visibility of 1.5Km is permitted for
sages, (CHG) cancellation messages (CNL) and if flights operating at speeds that will give adequate
required arrival messages (ARR) shall additionally opportunity to observe other traffic or any obstacles
be addressed to: in time to avoid collision. Helicopters may operate in
a. LOVVZQZX - for VFR flights with destination or a flight visibility of less than 1.5Km.
departure aerodrome within Austria or overflying
5.3 Within Austrian territory IFR flights are nor­
Austrian territory and to the tower of the destina­
mally permissible as controlled flights and within con­
tion aerodrome: LOWW, LOWI, LOWG, LOWK,
trolled airspace only. The appropriate ATC unit may
LOWS, LOWL.
authorize IFR flights outside controlled airspace in
b. Flights to destination aerodrome with following accordance with special procedures established at
location indicator to specified aerodromes or in particular cases when this
- becomes necessary in the interest of safety.
LOAx LOBx LOWWZTZX
LOGx LODx LOEx LOWGZTZX
LOIx LOJx LOFx LOWIZTZX
LOKx LOMx LONx LOWKZTZX
LOLx LOPx - LOWLZTZX
LOSx LOTx LOUx LOWSZTZX
- - LOWZ LOWSZTZX
c. to LOWWZTZX, LOXNZTZX for IFR
Approaches with VFR part using VORDME
Approach LOXN to destination aerodrome Wr.
Neustadt-Ost (LOAN).
To LOAVYDYX for international flights with des­
tination aerodrome Voslau-LOAV.
q$z

© JEPPESEN SANDERSON, INC., 1989, 2007. ALL RIGHTS RESERVED.


6 FEB 04 AIR TRAFFIC CONTROL AZORES-1

RULES AND PROCEDURES


GENERAL Instrument approach procedures with DA/MDAs
In general, the air traffic rules and procedures in (Lajes AB) are based on the United States Stan­
force and the organization of the air traffic services dards for Terminal Procedures (TERPS).
are in conformity with ICAO Standards, Recom­
mended Practices and Procedures. AIRPORT OPERATING MINIMUMS

Units of measurement used in connection with all Portugal publishes OCA(H)s for civil airports.
air traffic services for Azores: DA/MDA, ceiling and visibility are published for
Lajes AB. Visibility is published for take-off.
Distance used in naviga­ Jeppesen charted minimums are not below State
tion, position reporting, minimums.
KILOMETERS,
etc. ­
NM and TENTH*
generally in excess of 2 ATS AIRSPACE CLASSIFICATION
to 3 nautical miles
Relatively short dis­ Portugal has adopted the ICAO ATS airspace
tances such as those classification as listed on ATC page 351.
METERS
relating to aerodromes Within Santa Maria Oceanic FIR/UIR, however,
(e.g., runway lengths) only the airspace classes A, C and G are used.
Altitude, elevations, METERS, In class G airspace continuous two-way radio
and heights FEET* communication is required also for VFR flights.
Horizontal speed in­ For differences from ICAO VMC specifications re­
KMH, KNOTS* fer to this page below.
cluding wind speed
Vertical speed METERS per SEC
FEET per MIN*
SPECIAL REQUIREMENTS AND
REGULATIONS
Wind direction for land­
DEG/MAG
ing and taking off FLIGHT PLANNING
Wind direction except
DEG/TRUE
for landing and taking off Overflights of Santa Maria TMA shall flight plan as
Visibility including run­ follows:
KM or METERS
way visual range Flights above FL155 shall flight plan
Altimeter setting, atmo­ - a great circle course between significant
hPa points at 20W and 30W, or
spheric pressure
Temperature DEG/CELSIUS - a great circle course between significant
(CENTIGRADE) points at 20W and VORDME "FRS", or
- a great circle course between significant
Weight KGS
points at 20W and 30W and one of the follow­
Time HR & MIN, the ing radio aids; VORDME "VMG", VOR-DME
DAY of 24 HR BE­ "VFL" or VORDME "VSM"
GINS AT
Flights below FL155 shall flight plan in accordance
MIDNIGHT UTC
with ATS routes.
Any flight intending to fly in accordance with VFR
rules within Santa Maria TMA controlled airspace
* Alternative unit shall submit a flight plan. The flight plan and any
other associated messages must be addressed to
� WGS-84 IMPLEMENTATION STATUS LPZZFPLS and:
- LPZZFPLM, if departure or destination is
All geographical coordinates indicating latitude and LPAZ
longitude are expressed in WGS-84 reference - LPZZFPLP, if departure or destination is
�� datum. LPPD
- LPLAZTZX and LPLAZPZX, if departure or
FLIGHT PROCEDURES destination is LPLA
- LPZZFPLH, if departure or destination is
HOLDING LPGR, LPSJ, LPPI or LPHR
- LPZZFPLF, if departure or destination is
Holding procedures comply with Table IV-1-1, pub­ LPFL or LPCR
lished on AIR TRAFFIC CONTROL Pages series additionally military flights must also be addressed
200. to LPAMYWYA.
The flight plan shall be submitted in person or by
PROCEDURE LIMITATIONS AND OPTIONS telephone/facsimile to the ATS reporting office at
the departure aerodrome at least 60minutes
Instrument approach procedures with OCA(H)s before departure. If no such unit exists at the
comply with the new PANS-OPS, Document 8168, departure aerodrome or if it exists but is on closing
Volume II. Instrument approach procedures with hours the flight plan shall be submitted by tele­
published OCLs comply with the earlier version of phone/facsimile or teletypewriter to any portu­
PANS-OPS, Document 8168. guese ATS reporting office.

© JEPPESEN SANDERSON, INC., 1991, 2004. ALL RIGHTS RESERVED.


AZORES-2 AIR TRAFFIC CONTROL 6 FEB 04

RULES AND PROCEDURES

IFPS/CFMU OPERATIONS PANS-RAC


(Doc 4444)
General
The Integrated Initial Flight Plan Processing Sys­ Appendix 2, para 2 Flights intending to enter or
tem element of the Eurocontrol Central Flow transit Lisbon FIR/UIR shall indicate the Accumu­
Management Unit (CFMU) is the sole source for lated Elapsed Time to the FIR boundary, flights to
the distribution of the IFR General Air Traffic enter or leave Santa Maria Oceanic FIR shall
(GAT) FPL and associated messages to ATS units provide information on FIR boundary estimates in
within the IFPS. The only required addresses are item 18 of the flight plan form.
those of the two IFPS Units (IFPU) at Haren (Brus­ For flights conducted along one of the Organized
sels) and Bretigny (Paris). Tracks from the entry point into the NAT FIRs to
the exit point the estimated time of arrival only
FLIGHT PLAN MESSAGE ADDRESSES over the first Oceanic FIR boundary shall be spec­
ified in the flight plan.
AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X END

REPETITIVE FLIGHT PLANS (RPL)

Aircraft Operators are reminded that RPL data is


to be addressed to the RPL Section of the CFMU
(Rue de la Fusee 96, B-1130 Brussels) in parallel
with their normal submissions, as required, and to
National Authorities.
For complete details on the IFPS and CFMU
procedures, refer to the Eurocontrol CFMU manu­
als or to the Jeppesen European Air Traffic Flow
Management (EATFM) User Guide.

� SPECIAL PROCEDURES

All Air Carriers operating from fully coordinated


airports shall always submit a request for the
allocation of available landing and/or take-off slots
to the coordinator and receive approval before
operating. Requests for slots shall be send to:

Ponta Delgada (during office hours 0700­


2300LT):
SITA: LISCSXH copied to Ponta Delgada airport
and handling agent.
From 2300-0700LT:
The airport provides service for short term and ad-
hoc schedule changes and requests only.
Contact:
Tel: +351 296 205 436
Fax: +351 296 205 429
�� e-mail: [email protected]

DIFFERENCES FROM ICAO STAN­


DARDS AND PROCEDURES
ICAO REFERENCE
ANNEX 2
4.1 Within class G airspace at and below 3000 ft
AMSL or 1000ft above terrain, whichever is higher,
helicopters may be operated in flight visibilities
lower than 5km, when their speed, having regard
to the visibility, is reasonable.

© JEPPESEN SANDERSON, INC., 1991, 2004. ALL RIGHTS RESERVED.


24 NOV 06 AIR TRAFFIC CONTROL BELGIUM & LUXEMBOURG-1

BELGIUM AND LUXEMBOURG - RULES AND PROCEDURES


GENERAL published OCLs comply with the earlier version of
BELGIUM AND LUXEMBOURG - RULES AND PROCEDURES

PANS-OPS, Document 8168.


In general, the air traffic rules and procedures in
force and the organization of the air traffic services AIRPORT OPERATING MINIMUMS
are in conformity with ICAO Standards, Recom­ Belgium publishes OCA(H)s and RVR or visibilities
mended Practices and Procedures. for take-off and landing at Brussels National Airport;
Units of measurement used in connection with all air OCLs and RVR or OCA(H)s and RVR or visibilities
traffic services in Belgium and Luxembourg: for landing at Antwerp; and OCA(H)s and RVR or
visibilities for landing at Charleroi, Liege and Os­
MEASUREMENT OF UNIT tend. OCLs and RVR or visibilities for landing are
published for other airports. RVR for takeoff are also
Distance used in Nautical Miles and published.
navigation, position Tenths Luxembourg publishes OCA(H)s and RVR or visibili­
reporting, etc., ties for landing. Jeppesen charted minimums are not
generally in excess of 2 below State minimums.
nautical miles
LUXEMBOURG (ELLX) PRECISION APPROACH
Relatively short Meters a. RVR values available
distances such as
those relating to A pilot may start an APCH, whether the reported
aerodromes (e.g., RVR does or does not meet the MNM required
runway lengths) RVR. The APCH shall only be continued beyond
the FAF or FAP if the reported RVR at the TDZ is
Altitude, elevations, and Feet at least equal to the required MNM. When the pi­
heights lot has passed the FAF or FAP, he may continue
the APCH descending to the DH or MDH regard­
Horizontal speed Knots less of the reported RVR.
including wind speed From DH or MDH, the APCH may be continued
to the LDG provided that the required visual ref­
Vertical speed Feet Per Minute
erence has been established and is maintained.
Wind direction for Degrees Magnetic b. RVR values not available
landing and taking off A pilot may start an APCH, whether the reported
VIS does or does not meet the MNM required
Wind direction except Degrees True VIS. The APCH may be continued beyond the
for landing and taking FAF or FAP to the DH or MDH regardless of the
off reported VIS.
Visibility including Kilometers or Meters From DH or MDH, the APCH may be continued
runway visual range to the LDG provided that the required visual ref­
erence has been established and is maintained.
Altimeter setting, Hectopascals
NOISE ABATEMENT PROCEDURE
atmospheric pressure
Except for landing and take-off, the minimum level
Temperature Degrees Celsius within Belgian airspace for General Air Traffic oper­
ating between 2200 and 0459 is FL50.
Weight Metric Tons or
Kilograms NOTE: This rule is not applicable for helicopters.

Time Hours and minutes, the ATS AIRSPACE CLASSIFICATIONS


day of 24 hrs beginning
at midnight UTC. Belgium and Luxembourg have adopted the ICAO
ATS airspace classification as listed in ATC-Chapter
WGS-84 IMPLEMENTATION STATUS “ICAO ATS Airspace Classifications - Annex 11”.
Airspace within Brussels FIR/UIR is subdivided into
WGS-84 compliant. four classifications (“C”,”D”, “E” and “G”).
FLIGHT PROCEDURES The airspace above FL660 is an unclassified, un­
controlled airspace within which only IFR flights are
HOLDING permitted.
Holding procedures comply with ATC-Chapter Part Flights of military jet aircraft are exempted from the
IV. Holding Procedures, table “Holding speeds ICAO speed limitation 250 KT IAS.
DOC 8168”. The carriage of a transponder is prescribed in air­
PROCEDURE LIMITATIONS AND OPTIONS space classified “A”, “B” or “C”. Additionally, a tran­
sponder is compulsory in military controlled Class
Instrument approach procedures with OCA(H)s “D” airspace.
comply with the new PANS-OPS, Document 8168, VFR flights shall not be operated above FL200 in air­
Volume II. Instrument approach procedures with space class “C”, at transonic and supersonic
speeds.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


BELGIUM & LUXEMBOURG-2 AIR TRAFFIC CONTROL 24 NOV 06

BELGIUM AND LUXEMBOURG - RULES AND PROCEDURES


For differences from ICAO VMC specifications see Paris TMA
respective paragraph below. Flights through Brussels UIR from EHAM TMA,
SPECIAL REQUIREMENTS AND EHEH, EDDF, EDDK and EDDL to Paris TMA shall
not be flight planned above FL240.
REGULATIONS Inbounds to EDDL still accepted above FL245.
REDUCED REPORTING PROCEDURES BRUSSELS CLIMB PROFILE
WITHIN BRUSSELS UIR
Pilots of aircraft departing Brussels National airport
The position reporting procedures normally em­ which are flight planned above FL245 and routing
ployed by pilots of IFR flights will be as follows: via ETENO/’NTM’ or BULTO/NORPA shall select a
a. The initial call after a change of radio frequency climb profile which will cross BULUX at FL170 or
will contain only above and 25 DME ‘NTM’ or NORPA at FL250 or
above. Additionally, pilots of departing aircraft flight
– aircraft identification,
planned above FL265 and routing via ‘CIV’ or
– actual level with the addition of cleared level MEDIL shall select a climb profile which will cross
for climbing or descending aircraft; MEDIL at FL210 or above. If unable to comply with
these climb requirements, pilots shall advise ATC
b. Any position report, if required subsequently, will
when requesting start-up clearance.
contain only
– aircraft identification, IFPS/CFMU OPERATION
– position, The Integrated Initial Flight Plan Processing System
– time over; element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­
c. Level changes will be reported only on leaving tribution of the IFR/General Air Traffic (GAT) FPL
assigned levels; and associated messages to ATS units within the IF­
d. Pilots will in the absence of prior instructions by PS. The only required addresses are those of the
ATC to change frequency, indicate that the air­ two IFPS Units (IFPU) at Haren (Brussels) and Bre­
craft is going to leave the Brussels UIR by re­ tigny (Paris).
porting: “Approaching the UIR boundary”. This,
FLIGHT PLAN MESSAGE ADDRESSING
however, does not apply to flights along UB29
nor to aircraft crossing the Brussels/Hannover AFTN: EBBDZMFP and LFPYZMFP
UIR boundary;
SITA: BRUEP7X and PAREP7X
e. Abbreviated position reports shall be made over
all on request reporting points if aircraft is not ca­ Repetitive Flight Plans (RPL)
pable of replying on Modes A or C. Aircraft Operators are reminded that RPL data is to
be addressed to the RPL Section of the:
FLIGHT LEVEL RESTRICTIONS THROUGH
BRUSSELS FIR/UIR ABOVE FL195 CFMU
RPL Section
General
Address: Rue de la Fusee 96
Due to the complexity of traffic handling at Brussels Brussels
UIR boundaries, FL240 (except on UN873) and B-1130
FL250 are not available for traffic overflying Brussels
FIR. in parallel with their normal submissions, as re­
London TMA quired, and to National Authorities.
For complete details on the IFPS and CFMU proce­
Traffic originating from the London FIR/UIR intend­
dures, refer to the Eurocontrol CFMU manuals or to
ing to overfly or land in the Brussels FIR/UIR are not
the Jeppesen European Air Traffic Flow and Capaci­
permitted via REDFA above FL245.
ty Management (EATFCM) User Guide.
Traffic originating from the U.S. or Canada entering
Shannon UIR at DOLIP or north of DOLIP with desti­
nation EDDF will not be asccepted by Maastricht
UAC via KOK - UL607 between 0001 and 0600. This
traffic shall route REDFA - UL620.
Traffic originating from the London FIR/UIR with des­
tination Paris TMA are not permitted to enter the
Brussels FIR above FL245.
Flights originating from EDDF, ETID, ETOU, and
ETAR via the Dusseldorf FIR and from ELLX, all with
destination airports within London TMA, and vice
versa, shall be planned with maximum cruise level of
FL330 within Brussels UIR.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


24 NOV 06 AIR TRAFFIC CONTROL BELGIUM & LUXEMBOURG-3

BELGIUM AND LUXEMBOURG - RULES AND PROCEDURES


ADDRESSING OF FPL MESSAGES ACAS II/TCAS II REQUIREMENTS
Flights departing Brussels FIR: Civil fixed wing turbine-engined aircraft exceeding
5700Kg, or a maximum approved passenger seating
Flights IFR flights VFR flights configuration of more than 19, are required to be
remaining leaving IFPS equipped with, and operate ACAS II.
inside IFPS zone and/or ACAS II/TCAS II Operators with ACAS II temporary
zone mixed flight u/s in accordance with Minimum Equipment List
rules (MEL) do not require an exemption.

EBBDZMFP EBBDZMFP EBBRZPZX1 State Aircraft


LFPYZMFP LFPYZMFP or ELLXZPZX2 Non-FM immune state aircraft can continue enroute
operations in a civil aviation environment provided
EBBRZPZX1 EBMIZGZF3
they are suitably equipped and certified to meet the
ELLXZPZX2 requirements for RNP5 in enroute operations, with­
EBSZZRZX4 out being equipped with SARPS compliant VOR re­
EBMIZGZF4 ceivers. Non-FM immune State aircraft unable to
meet the RNP5 requirements still get the opportunity
1
For flights departing any Belgium aerodrome. to fly, as OAT, along TACAN routes or under radar
2 control. State aircraft not equipped with SARPS
For flights departing any aerodrome in compliant VOR/ILS receivers shall request PPR pri­
Luxembourg. or to operate in a civil TMA. Those aircraft may ex­
3 For any VFR flight at night. pect an approval provided they operate under VMC
4 For
FLTs to/from MIL AD (EBBE, EBBL, EBFS, or provided that the respective ATC unit has the pos­
EBFN) sibility to assist in the approach, without using
VOR/ILS (Surveillance Radar Approach) or is able to
Flights entering and/or landing in Brussels FIR: offer an instrument approach procedure based on
NDB only.
IFR VFR VFR arrivals Non-immune ILS/VOR state aircraft operating within
overflights overflights military TMA are not allowed to use their ILS/VOR
and arrivals equipment.

EBBDZMFP EBBUZFZX EBBUZTZX3, 4 DIFFERENCES FROM ICAO


LFPYZMFP EBBUZTZX 1, 2
EBBRZPZX5 STANDARDS AND PROCEDURES
EBSZZRZX8 EBMIZGZF7 ELLXZPZX6 ICAO REFERENCE
EBMIZGZF8 EBMIZGZF7
ANNEX 2
1
Address to be used for flights through Brussels,
3.3.1.2 In addition to ICAO provisions a flight
Charleroi, Ostend and Luxembourg TMA.
plan shall be submitted for any flight above FL660.
2
Flights through Liege TMA shall be addressed to
EBLGZPZX. 4.1 A minimum flight visibility of 5Km is applied
3 in the entire class “C” and “D” airspace, and in class
For landing at EBLG use EBLGZPZX.
“G” airspace above 900m (3000ft) AMSL or 300m
4 For landing at EBKT add EBSZZRZX. (1000ft) above terrain, whichever is the higher.
5For landing at any Belgian aerodrome not The same minima apply to airspace class “A” which
connected to AFTN. do not imply acceptance of VFR flights in this air­
6 space.
For landing at any aerodrome in Luxembourg not
connected to AFTN. For VFR flights operated in class “G” airspace at or
7 below 900m (3000ft) AMSL or 300m (1000ft) above
For any VFR flight at night.
8 terrain, whichever is higher, following minimum flight
For FLTs to/from MIL AD (EBBE, EBBL, EBFS,
visibilities are applied:
EBFN)
In Belgium:
FLIGHT PLANNING a. 1500m between 30 minutes before sunrise and
30 minutes after sunset for flights operating at
Item 15 of IFR flight plans to and from ELLX must be 250 KT IAS or less, so that, in the prevailing visi­
completed according to the following: bility, adequate opportunity exists to observe oth­
– SID and STAR designators must not be included er traffic or any obstacle in time to avoid collision;
in the route field; or
– for IFR departures, the first point on the route b. in circumstances in which the probability of en­
must be the last point on the SID; counters with other traffic would normally be low,
– for IFR arrivals, the last point on the route must e.g in areas of low volume traffic and for aerial
be the first point on the STAR. work at low levels;
c. 1500m for aircraft operating in the aerodrome
traffic circuit (local flights);

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


BELGIUM & LUXEMBOURG-4 AIR TRAFFIC CONTROL 24 NOV 06

BELGIUM AND LUXEMBOURG - RULES AND PROCEDURES


d. 800m for helicopters below 1000ft AGL, between
30 minutes before sunrise and 30 minutes after
sunset and if manoeuvred at a speed that will
give adequate opportunity to observe other traf­
fic or any obstacles in time to avoid collision.
In Luxembourg:
a. 1500m between 30 minutes before sunrise and
30 minutes after sunset for flights operating at
140 KT IAS or less, so that, in the prevailing visi­
bility, adequate opportunity exists to observe oth­
er traffic or any obstacles in time to avoid colli­
sion;
b. 800m for helicopters, if manoeuvred at a speed
that will give adequate opportunity to observe
other traffic or any obstacles in time to avoid col­
lision;
c. 800m for lighter-than-air aircraft provided that
they remain below 300m (1000ft) AGL.
4.2 During the normal operating hours of military
aerodromes the crossing of military TMAs and CTRs
is subject to prior permission from ATC.
4.4 In addition to ICAO provisions VFR flights
shall not be operated
a. between 30 minutes after sunset and 30 minutes
before sunrise, unless otherwise authorized by
the competent authority;
b. above FL190.
4.7 Except as otherwise instructed in air traffic
control clearances or as indicated in aeronautical
publications, VFR flights operated in controlled air­
space shall select cruising levels from those to be
used by IFR flights as specified in the table of cruis­
ing levels in Appendix 3.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


16 DEC 05 AIR TRAFFIC CONTROL BULGARIA-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
RULES AND PROCEDURES

In general, Bulgaria is in compliance with ICAO Instrument approach procedures comply with the
Standards and Procedures. new PANS-OPS, Document 8168, Volume II, 2nd
Edition.
Units of measurement used in connection with all air
traffic services in Bulgaria:
AIRPORT OPERATING MINIMUMS
MEASUREMENT OF UNIT Bulgaria publishes State minimums for landing and
take-off.
Distance used in Kilometers, Nautical
navigation, position Miles and tenths Jeppesen charted minimums are not below State
reporting, etc. minimums.

Relatively short Meters ATS AIRSPACE CLASSIFICATIONS


distances such as
those relating to Bulgaria has adopted the ICAO ATS airspace classi­
aerodromes (e.g., fication as listed on ATC page 351.
runway lengths)
Airspace classification “A”, “B”, “D” and “F” are not
Altitude, elevations, and Meters, Feet used. Airspace above 20050m (FL660) is unclassi­
heights fied. The airspace of control zones and terminal con­
trol areas of military airports is unclassified during
Horizontal speed Kilometers Per Hour, their operational hours and classified outside their
Knots operational hours and air traffic service is provided
by civil ATS unit.
Vertical speed Meters Per Second, VFR flights shall not be operated above FL200 in air­
Feet Per Minute space class “C” at transonic and supersonic speeds.
Wind speed Meters Per Second,
Knots SPECIAL REQUIREMENTS AND
Wind direction for Degrees Magnetic
REGULATIONS
landing and taking off
ALTIMETRY
Wind direction except Degrees True
for landing and taking a. Vertical position of aircraft at or above transition
off level shall be expressed in terms of flight levels
in feet (e.g., “flight level 130”).
Visibility including Kilometers or Meters b. Vertical position of aircraft at or below “Transition
runway visual range Height” (term used instead of “Transition Alti­
tude”) shall be expressed in terms of height
Altimeter setting, Hectopascals above aerodrome elevation (QFE) in meters
atmospheric pressure
(e.g., “height 300 meters”).
Temperature Degrees Celsius c. The atmospheric pressure at aerodrome eleva­
tion (QFE) is made available to the pilot. The
Weight Kilograms, Tons QNH value may be requested by pilots but this
setting shall be used only for the sake of flight
Time Hours and minutes, the safety.
day of 24 hrs beginning d. VFR flight shall be conducted at VFR flight lev­
at midnight UTC els.

WGS84 IMPLEMENTATION STATUS IFPS/CFMU OPERATIONS


Published geographical latitude and longitude coor­
The Integrated Initial Flight Plan Processing System
dinates are expressed in terms of WGS-84 refer­ element of the EUROCONTROL Central Flow Man­
ence datum, but exceptions may exist. Additionally, agement Unit (CFMU) is the sole source for the dis­
some of published WGS-84 coordinates are not a
tribution of the IFR General Air Traffic (GAT) FPL
result of a direct survey and therefore do not meet
and associated messages to ATS units within the IF­
the requirements laid down in the related ICAO An­ PS. The only required addresses are those of the
nex 11 and 14.
two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris).
FLIGHT PROCEDURES
FLIGHT PLAN MESSAGE ADDRESSING
HOLDING AFTN: EBBDZMFP and LFPYZMFP
Holding procedures comply with Table IV-1-1, pub­ SITA: BRUEP7X and PAREP7X
lished on AIR TRAFFIC CONTROL Pages series
200.

© JEPPESEN SANDERSON, INC. 1987, 2005. ALL RIGHTS RESERVED.


BULGARIA-2 AIR TRAFFIC CONTROL 16 DEC 05

RULES AND PROCEDURES


REPETITIVE FLIGHT PLANS (RPL) APPROVAL FOR LOW VISIBILITY
OPERATIONS
Aircraft Operators are reminded that RPL data is to
be addressed to the: Cat II Operations
CFMU Bulgarian operators and foreign operators under the
RPL Section authority of a State which is NOT a member of the
Address: Rue de la Fusee 96 European Civil Aviation Conference (ECAC) should
Brussels obtain approval for Cat II low visibility operations
B-1130 from the Bulgarian Civil Aviation Administration.
Foreign operators under the authority of an ECAC
simultaneously, as required, and to National Authori­ member State may conduct Cat II low visibility oper­
ties. ations if they are authorized by their State of Regis­
For complete details on the IFPS and CFMU proce­ tration to do so provided they have conveyed a copy
dures, refer to the Eurocontrol CFMU manuals or to of their relevant certification papers to the Bulgarian
the Jeppesen European Air Traffic Flow Manage­ Civil Aviation Administration.
ment (EATFM) User Guide.
Cat III Operations
Flow Management Position Sofia
Air Traffic Services Authority ATSA Any operator intending to conduct Cat III low visibili­
Air Traffic Flow Management Position ty operations shall apply to the Bulgarian Civil Avia­
tion Administration for authorization and submit a
Address: Brussels blvd, 1
copy of the relevant certification papers.
Sofia
All applications shall be addressed to:
1540
Tel: +359 2 937 1280 Bulgarian Civil Aviation Administration
Telefax: +359 2 945 9167 Address: 9 V. Levski Str.
SITA: SOFZDYF Sofia
AFTN: LBSFZDZX Republic of Bulgaria
1000
ACAS II/TCAS II REQUIREMENTS
Civil fixed wing turbine-engined aircraft exceeding DIFFERENCES FROM ICAO
5700kg, or a maximum approved passenger seating STANDARDS AND PROCEDURES
configuration of more than 19, are required to be
equipped with, and operate ACAS II. Not yet determined.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption.
VISUAL FLIGHT MINIMUMS
Airspace Class B C ,D, E F, G

Above 900m At or below 900m


(3000ft) AMSL or (3000ft) AMSL or
above 300m 300m (1000ft)
(1000ft) above above terrain,
terrain, whichever whichever is higher
is higher

Distance from Clear of cloud 1500m horizontally and 300m (1000ft) Clear of cloud and
cloud vertically in sight of surface

Flight visibility 8Km at and above 3050m (10000ft) AMSL 5Km1


5Km below 3050m (10000ft) AMSL 5Km1

NOTE: When the transition altitude is lower than 3050m (10000ft) AMSL, FL100 should be used.
1
As prescribed by the Civil Aviation Authority
1. lower flight visibilities of 1500m may be permitted for flights operating
– at speeds that will give adequate opportunity to observe other traffic or any obstacle in time to avoid
collision, or
– in circumstances in which the probability of encounters with other traffic would normally be low, e.g. in
areas of low volume traffic or for special flights at low level.
2. helicopters may be permitted to operate in less than 1500m flight visibility, if maneuvered at a speed that
will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision.

© JEPPESEN SANDERSON, INC. 1987, 2005. ALL RIGHTS RESERVED.


30 DEC 05 AIR TRAFFIC CONTROL CZECH-1

RULES AND PROCEDURES


GENERAL FLIGHT PROCEDURES
RULES AND PROCEDURES

In general, the air traffic rules and procedures in


force and the organization of the air traffic services HOLDING
are in conformity with ICAO Standards, Recom­ Holding procedures comply with Table IV-1-1, pub­
mended Practices and Procedures. lished on AIR TRAFFIC CONTROL Pages series
Units of measurement used in connection with all air 200.
traffic services in the Czech Republic:
PROCEDURE LIMITATIONS AND OPTIONS
MEASUREMENT OF UNIT
Instrument approach procedures are in accordance
Distance used in Nautical Miles and with the new PANS-OPS, Document 8168, Volume
navigation, position Kilometers II, 2nd Edition.
reporting, etc.
AIRPORT OPERATING MINIMUMS
Relatively short Meters
distances such as Czech Rep. publishes State airport operating mini­
those relating to mums regulations for landing and take-off which ap­
aerodromes (e.g., ply to all operators except Commercial Air Transpor­
runway lengths) tation Operators.
Commercial Air Transportation operator minimums
Altitude, elevations and Feet and Meters1
are in accordance with JAR-OPS-1, Subparts D and
heights
E (AIR TRAFFIC CONTROL Pages series 600).
Horizontal speed Kilometers per Hour, Jeppesen published minimums are not below State
Knots minimums.

Wind speed Knots Engine Start-up Minimums

Height of cloud base Feet For aircraft sequencing for take-off, the clearance for
engine start-up may only be requested if the
Vertical speed Feet Per Minute RVR/VIS requirements as listed below have been
fulfilled.
Wind direction for Degrees Magnetic
landing and taking off Take-off Minimums Minimum RVR/VIS for
RVR/VIS Start-up
Wind direction except Degrees True 100m 50m
for landing and taking
off 150m 100m
200m 150m
Visibility including Kilometers or Meters
runway visual range 250m 200m
300m 250m
Vertical visibility Feet
400m 300m
Altimeter setting Hectopascals 500m 400m

Temperature Degrees Celsius


(Centigrade)
ATS AIRSPACE CLASSIFICATIONS
Czech Rep. has adopted the ICAO ATS airspace
Weight Metric Tons or
classification as listed on ATC page 351.
Kilograms
Airspace classes “A”, “B” and “F”, however, are not
Time Hours and minutes, the used within Prague FIR.
day of 24 hrs beginning VFR flights shall not be operated above FL200 in air­
at midnight UTC space class “C” at transonic and supersonic speeds.
1 always feet in relation to the aircraft in flight. For differences from ICAO VMC specifications see
relevant paragraph below.
WGS84 IMPLEMENTATION STATUS
SPECIAL REQUIREMENTS AND
All geographical coordinates indicating latitude and
longitude are expressed in WGS84 reference datum. REGULATIONS

EXECUTION OF FLIGHTS
International flights may be only operated to/from
the international aerodrome or domestic aero­
dromes approved for international use.

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


CZECH-2 AIR TRAFFIC CONTROL 30 DEC 05

RULES AND PROCEDURES


VFR flights above FL95 and all IFR flights may be – heights above the ground for enroute flights
conducted only along the designated ATS routes un­ conducted at 1000ft above the ground or be­
less special permission has been granted by the low.
Civil Aviation Department of the Ministry of Trans­ b. QNH value will be given in hectopascals and, on
port and Communication or unless otherwise speci­ request, in millimeters.
fied in individual cases by relevant ATC unit. VFR
flights within Prague FIR up to FL95 may be also c. QFE values will be given on request only.
conducted outside ATS routes. International VFR
flights up to FL95 may enter/exit Prague FIR outside IFPS/CFMU OPERATIONS
ATS routes.
The Integrated Initial Flight Plan Processing System
Combined IFR/VFR flights to/from aerodromes not element of the EUROCONTROL Central Flow Man­
approved for IFR operations (further “flights to/from agement Unit (CFMU) is the sole source for the dis­
uncontrolled aerodromes” only). tribution of the IFR General Air Traffic (GAT) FPL
On pilot request and on the base of a real activation and associated messages to ATS units within the IF­
of restricted areas and when necessary upon coor­ PS. The only required addresses are those of the
dination with military ATC units concerned, an ATC two IFPS Units (IFPU) at Haren (Brussels) and Bre­
unit can clear aircraft executing combined IFR/VFR tigny (Paris).
flight to continue under IFR as far as the uncon­
trolled aerodrome of destination or after departure FLIGHT PLAN MESSAGE ADDRESSING
from such an aerodrome to change VFR to IFR rules
before the change of rules point designated in the AFTN: EBBDZMFP and LFPYZMFP
flight plan, provided the following specific conditions SITA: BRUEP7X and PAREP7X
are fulfilled:
a. . Change IFR to VFR flight rules and vice versa Repetitive Flight Plans (RPL)
shall be executed at the latest or earliest over the
Aircraft Operators are reminded that RPL data is to
aerodrome of destination or departure.
be addressed to the:
b. . The aircraft under IFR proceeding to an uncon­
trolled aerodrome may be cleared to descend by CFMU
an appropriate ATC unit to a designated Mini­ RPL Section
mum Flight Altitude or Minimum Radar Vectoring Address: Rue de la Fusee 96
Altitude only. Brussels
c. . The pilot of aircraft departing from an uncon­ B-1130
trolled aerodrome shall, as soon as possible, es­
tablish radio communication with the appropriate simultaneously, as required, and to National Authori­
civil or military unit providing flight information ties.
and alerting service or an appropriate ATC unit if If delay is expected 15 minutes or more, “DLA” mes­
the aerodrome of departure is located under sage shall be sent notwithstanding received CTOT.
TMA/MTMA or situated within CTR/MCTR, and
For complete details on the IFPS and CFMU proce­
request clearance for IFR flight.
dures, refer to the Eurocontrol CFMU manuals or to
d. . The change of VFR to IFR rules of aircraft de­ the Jeppesen European Air Traffic Flow and Capaci­
parting from an uncontrolled aerodrome may be ty Management (EATFCM) User Guide.
executed after the aircraft has reached the des­
ignated Minimum Flight Altitude or a Minimum
Radar Vectoring Altitude.
FLIGHT INFORMATION SERVICE
e. . The aircraft operating according to the above Each aerodrome providing AFIS has stated the
mentioned rules must be capable of B-RNAV Flight Information Zone, where the aerodrome Flight
navigation. Information Service is provided during the operation­
f. . At least one alternate controlled aerodrome has al hours of aerodrome.
to be inserted in the flight plan submitted by an Horizontal boundary of the Flight Information Zone is
operator for such a flight. determined by a circle with a radius of 5Km/2.7NM
centered on the aerodrome reference point. Vertical
ALTIMETRY boundary of the Flight Information Zone is
GND-5000ft/1500m AMSL.
a. Cruising levels at which a flight or portion of flight During operational hours intensive air traffic in the
is to be conducted shall be expressed in terms of AFIS flight information zone may be expected.
– flight levels for enroute flights at or above the Radio equipped aircraft operating at an aerodrome
lowest usable flight level or, where applied, where AFIS is provided shall report on relevant
above transition altitude; aerodrome or general aviation frequency the follow­
ing:
NOTE: Lowest usable flight level is the near­
est level above altitude 5000ft. a. When arriving:
– aircraft position when entering the aero­
– altitudes for flights below the lowest usable drome information zone;
flight level, or where applied, at or below the
transition altitude; – intended position of entering the aerodrome
traffic circuit;

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


15 SEP 06 AIR TRAFFIC CONTROL CZECH-3

CZECH - RULES AND PROCEDURES


– final; The request shall be submitted in written form at
least 24 hours before the intended flight.
– vacating the runway.
For aircraft with maximum seating capacity up to 10
b. When departing: passengers the airport slots shall be requested not
– commencement of taxiing; later then before the flight departure.
– position on holding point; In case of commercial flight it is necessary to submit
– entering the runway; the request in form of SCR (Slot Clearance Re­
quest/Reply).
– takeoff;
In case of non-commercial flight (private) the re­
– leaving the traffic circuit; quest should be sent in a text form with the following
– leaving aerodrome information zone. information:
This information shall be used for collision avoid­ – name of operator;
ance and radio equipped aircraft operating in the vi­ – type an registration of aircraft, callsign, capacity;
cinity of an aerodrome shall maintain listening watch
on the appropriate frequency. – foregoing place of arrival;
– date and estimated time of arrival in Pra­
FLIGHT PLANNING gue/Ruzyne airport;
The second letter indicating the type of flight is re­ – date and time of estimated time of departure
quired in Item 8 of the FPL. from Prague/Ruzyne airport;
ACAS II/TCAS II REQUIREMENTS – place of disembarkation abroad;
– nature of flight, number of passengers and/or
Civil fixed wing turbine-engined aircraft exceeding amount of cargo to be taken or put down;
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be – contact details of operator.
equipped with, and operate ACAS II.
DIFFERENCES FROM ICAO
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List STANDARDS AND PROCEDURES
(MEL) do not require an exemption.
ICAO REFERENCE
LOW VISIBILITY PROCEDURE AT PRAGUE
ANNEX 2
(RUZYNE)
4.1 In class “G” airspace (at and below 1000ft
Foreign operators, requesting the approval for Low
AGL) aircraft may operate in a flight visibility of not
Visibility Operations, have to submit a copy of the
less than 1500m, clear of cloud and in sight of the
“Operations Specifications for Low Visibility Opera­
surface, when operated at speeds that in the prevail­
tions”, issued by their state civil aviation authority,
ing visibility will give adequate opportunity to ob­
that they are competent to perform CAT II or CAT III
serve other traffic or any obstacles in time to avoid
operation to address:
collision, provided that the ratio between IAS (Kmh)
Civil Aviation Authority, C.R. and flight visibility (Km) is not higher than 100.
Address: Prague/Ruzyne Airport Helicopters may operate in this airspace in flight vis­
Prague 6 ibility of not less than 800m, when operated at a
Czech speed that will enable them to observe other aircraft
16008 or obstructions in time to avoid collision.
Additionally, Special VFR may be conducted only in
AIR TRAFFIC FLOW MANAGMENT control zones, outside of clouds, in contact with the
(ATFM) ground and with a flight visibility of at least 1500m
(800m for helicopters)
SLOT ALLOCATION 4.5 VFR flights not permitted above FL290.
Prague/Ruzyne is a fully coordinated airport. Therefore 5.1.2 Where no minimum flight altitude has
for all flights of aircraft exceeding MTOW 5700kg and been established, IFR flight shall be operated at a
whatever their changes (except emergency landing, level which is at least 1000ft (300m) above the high­
flights connected with human life saving, search and res­
est obstacle within 4.5NM (8Km) of the estimated
cue flights) the airport slots for arrival and departure
shall be requested from the airport coordinator at:
position of the aircraft regardless of terrain.

Slot Coordination Prague/Ruzyne


Address: Prague/Ruzyne Airport
P.O. Box 67
Prague 6
16008
Tel: +420 2 20 113 204
Telefax: +420 2 20 115 301
Email: [email protected]
SITA: PRGSP7X

© JEPPESEN SANDERSON, INC. 2003, 2006. ALL RIGHTS RESERVED.


12 MAY 06 AIR TRAFFIC CONTROL DENMARK-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
RULES AND PROCEDURES

In general, the air traffic rules and procedures in Instrument approach procedures with OCA(H)s
force and the organization of the air traffic services comply with the new PANS-OPS, Document 8168,
are in conformity with ICAO Standards, Recom­ Volume II. Instrument approach procedures with
mended Practices and Procedures. published OCLs comply with the earlier version of
PANS-OPS, Document 8168.
Units of measurement used in connection with all air
traffic services in Denmark:
AIRPORT OPERATING MINIMUMS
MEASUREMENT OF UNIT Denmark does not publish State airport operating
minimums.
Distance used in Nautical Miles and
navigation, position Tenths Denmark publishes OCA(H)s, or OCLs in a few cas­
reporting, etc., es.
generally in excess of 2
to 3 nautical miles ATS AIRSPACE CLASSIFICATIONS
Relatively short Meters Denmark has adopted the ICAO ATS airspace clas­
distances such as sification as listed in ATC-Chapter “ICAO ATS AIR­
those relating to SPACE CLASSIFICATIONS - ANNEX 11”.
aerodromes (e.g.,
runway lengths) Airspace classes “A”, “B” and “F” are not used within
Copenhagen FIR.
Altitude, elevations, and Feet A requirement for carriage of transponder Mode A
heights and C is prescribed for each of the airspace classes,
except for VFR flights in class “D”, “E” and “G” air­
Horizontal speed Knots space. In class “E” airspace traffic information is
including wind speed mainly based on radar information, derived from
SSR replies. In class “G” airspace traffic information
Vertical speed Feet per Minute is only given as far as practical.
Enroute VFR flights shall not be operated above
Wind direction for Degrees Magnetic FL195 in airspace class “C” at transonic and super­
landing and taking off sonic speeds.
Wind direction except Degrees True Application for permission to operate GAT VFR
for landing and taking above FL195 but below FL285 by specific arrange­
off ments must be sent to:
Civil Aviation Administration Denmark
Visibility including Kilometers or Meters
runway visual range Address: 2. Safety Inspection Department
Ellebjergvej 50
Altimeter setting, Hectopascals Copenhagen DV
atmospheric pressure DK-2450
Tel: +45 36186000
Temperature Degrees Celsius
Email: [email protected]
Weight Metric Tons or Continuous two-way communication is required in
Kilograms certain parts of class “G” airspace, designated TIZ.
Time Hours and minutes, the For differences from ICAO VMC specifications refer
day of 24 hrs beginning to ATC-Chapter Denmark “DIFFERENCES FROM
at midnight UTC. ICAO STANDARDS AND PROCEDURES”.

WGS-84 IMPLEMENTATION STATUS


SPECIAL REQUIREMENTS AND
All geographical coordinates indicating latitude and REGULATIONS
longitude are expressed in WGS-84 reference da­
tum.
TRAFFIC INFORMATION ZONE (TIZ)
FLIGHT PROCEDURES Except as may otherwise be arranged with the AFIS
unit, a pilot:
HOLDING – who intends to land on or take off from the aero­
drome shall prior to entering TIZ or prior to taxi­
Holding procedures comply with ATC-Chapter ing for take-off establish two-way radio communi­
“Flight Procedures (DOC 8168) Part IV. Holding Pro­ cation with the AFIS unit;
cedures”, table “Holding Speeds ICAO DOC 8168”. – who intends to fly through TIZ shall prior to en­
tering TIZ establish two-way radio communica­
tion with the AFIS unit.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


DENMARK-2 AIR TRAFFIC CONTROL 12 MAY 06

RULES AND PROCEDURES


REDUCED POSITION REPORTING The following shall be approved by ACD:
a. Changes to seasonal programs;
Position reports for controlled flights shall take place
only at first contact after change of frequency or b. Request for and changes to individual flights.
when requested by ATC; however, if an aircraft leav­ Cancellation of an individual flight (route, charter
ing Copenhagen FIR has not been instructed to con­ as well as other traffic inclusive) shall be notified.
tact adjoining ATC, the aircraft shall report “Passing Any contact concerning the above shall be made to
FIR boundary”. ACD within office hours (Mon-Fri, 0900-1600
Transmission of position reports shall contain only (0800-1500) UTC) and, if possible, not later than the
aircraft identification and actual flight level and for day before the flight is to be carried out. The address
aircraft in climb or descent additionally the assigned is as follows:
flight level.
ACD
Vilhelm Lauritsen Terminal
FLIGHT PLANNING Address: Vilhelm Lauritsen Alee 1
There is no requirement to include a SID or STAR in Copenhagen Airport West
a coded form in item 15 of the flight plan form. Kastrup
Traffic to Copenhagen (Kastrup/Roskilde) shall in­ DK-2770
clude appropriate primary holding in the flight plan. Tel: +45 32 314280
Flights departing Copenhagen FIR with destination Telefax: +45 32 314281
Amsterdam shall plan flight at max altitude FL310. Email: [email protected]
SITA: CPHACXH
IFPS/CFMU OPERATIONS Outside office hours, contact:
The Integrated Initial Flight Plan Processing System Copenhagen Airports A/S
element of the EUROCONTROL Central Flow Man­
Airside Operations Department
agement Unit (CFMU) is the sole source for the dis­
tribution of the IFR/General Air Traffic (GAT) portions Address: P.O. Box 74
of flight plan information to ATS Units (ATSUs). The Kastrup
only addresses are those of the two IFPS Units (IF­ DK-2770
PU) at Haren (Brussels) and Bretigny (Paris). Tel: +45 32 313231
Telefax: +45 32 313132
FLIGHT PLAN MESSAGE ADDRESSING SITA: CPHAPYD
AFTN: EKCHYDYX
AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X
USE OF GPS-BASED IFR NON-PRECISION
Repetitive Flight Plans (RPL)
APPROACH PROCEDURES
Aircraft Operators are reminded that RPL data is to
be addressed to the: General

CFMU Pilots may use published GPS-based RNAV


RPL Section non-precision instrument approach procedures sub­
ject to appropriate airworthiness and operational ap­
Address: Rue de la Fusee 96
proval.
Brussels
B-1130 Operational Requirements
in parallel with their normal submissions, as re­ GPS may not be used for vertical navigation.
quired, and to National Authorities. GPS overlay approaches may be used subject to the
For complete details on the IFPS and CFMU proce­ following conditions:
dures, refer to the Eurocontrol CFMU manuals or to – the procedure shall define the position of all nav­
the Jeppesen European Air Traffic Flow Manage­ igation aids and waypoints required for the
ment (EATFM) User Guide. non-precision approach;
– the information stored in the database shall be
SLOT COORDINATION AT COPENHAGEN presented to the pilot in the order shown on the
(KASTRUP) AIRPORT published non-precision approach chart;
Seasonal programs for all scheduled route and char­ – the navigation database shall contain current in­
ter operations shall be forwarded to the Airport Co­ formation (actual AIRAC cycle) for the non-preci­
ordination Denmark (ACD) who has been appointed sion approach to be flown and shall be protected
by the Ministry of Transport to perform the slot coor­ so that the pilot cannot manually type in way-
dination at Copenhagen (Kastrup). The deadline is points;
normally the last Friday in the months of May and – for GPS stand-alone procedures, RAIM or equiv­
October. alent monitoring functions must be available;

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


12 MAY 06 AIR TRAFFIC CONTROL DENMARK-3

RULES AND PROCEDURES


– if a destination alternate is required, a non-GPS drome where ATS are provided on condition that ra­
based approach procedure must be available at dio communication or visual signals indicate that the
the alternate; departure has been observed.
– for GPS overlay procedures, the conventional 3.3.5.1 A report of arrival is not required after
navaids on which the procedure is based shall landing on an aerodrome where ATS are provided
be operational, the airborne equipment must be on condition that radio communication or visual sig­
tuned in on these and the pilot must monitor the nals indicate that the landing has been observed.
instruments during the approach.
4.1 In airspace class “F” and “G” at or below
The following additional operational requirements for 900m (3000ft) MSL or 300m (1000ft) above terrain,
GPS approach procedure apply to commercial air whichever is the higher, aircraft may operate in flight
traffic: visibility not less than 3Km, clear of clouds and in
– GPS operation shall be in accordance with the sight of the surface, if the speed is 140 KT IAS or
AFM or AFM Supplement of the aircraft; less.
– the MMEL/MEL shall describe the minimum Exceptions:
equipment necessary to satisfy GPS operations – aircraft established in the aerodrome traffic cir­
and the procedure shall be contained in the navi­ cuit, may operate with a flight visibility of at least
gation database. 1.5Km, clear of clouds and with the aerodrome
in sight.
Qualification requirements for non-commercial
pilots
Pilots wishing to carry out GPS non-precision ap­
proaches shall have sufficient theoretical and practi­
cal knowledge about the use of navigational equip­
ment based on GPS before this equipment is used.
Documentation for pilot qualification training is to be
presented on request and shall be entered in the pi­
lot’s logbook or the like.

ACAS II/TCAS II REQUIREMENTS


Civil fixed wing turbine-engine aircraft exceeding
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be
equipped with, and operate ACAS II.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption.

DIFFERENCES FROM ICAO


STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2
3.2.2.7.3 An aircraft taxiing on the maneu­
vering area shall stop and hold at all lighted stop
bars and may proceed only, when the lights are
switched off, and a clearance is received from the
control tower.
3.3.1.2 In addition to ICAO specifications a
flight plan shall be submitted prior to operating
– any IFR flight, and
– any flight across the Danish border or the Danish
territorial waters, unless the Danish Civil Admin­
istration has permitted exceptions.

3.3.4 Unless otherwise prescribed by the Dan­


ish Civil Aviation Administration a departure report
shall be made at the earliest possible moment after
departure, to the appropriate ATS unit, by any flight
for which a flight plan has been submitted. Such re­
port is not required after departure from an aero­

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


23 MAR 07 AIR TRAFFIC CONTROL ESTONIA-1

ESTONIA - RULES AND PROCEDURES


GENERAL AIRPORT OPERATING MINIMUMS
ESTONIA - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Estonia does not publish State airport operating
force and the organization of the air traffic services minimums.
are in conformity with ICAO Standards, Recom­ Estonia publishes Obstacle Clearance Altitudes
mended Practices and Procedures. (Heights) [OCA(H)].
Units of measurement used in connection with all air
traffic services in Estonia:
ATS AIRSPACE CLASSIFICATIONS
Estonia has adopted the ICAO ATS airspace classifi­
MEASUREMENT OF UNIT cation as listed in ATC chapter ‘ICAO ATS Airspace
Classifications - Annex 11.’
Distance used in Nautical Miles and
Airspace classes “A”, “B”, “E” and “F”, however, are
navigation, position Tenths
normally not used within Tallinn FIR/UIR.
reporting, etc.
An airspace class, designated G+, has been added,
Relatively short Meters within which IFR and VFR flights are permitted and
distances such as receive Aerodrome Flight Information Service.
those relating to In classes “C” and “D” airspace traffic avoidance ad­
aerodromes (e.g., vice is provided only within areas prescribed by the
runway lengths) appropriate ATS authority.
Altitude, elevations, and Feet Enroute GAT VFR flights shall not be operated
heights above FL195, at transonic and supersonic speeds
within class “C” airspace.
Horizontal speed Knots In class “D” airspace traffic information for VFR
including wind speed flights is provided about both IFR and VFR flights. In
airspace class “G” two-way communication for IFR
Vertical speed Feet per Minute flights is required only above an altitude which will
be prescribed by the appropriate ATS authority.
Wind direction except Degrees Magnetic
for landing and take-off An aircraft operated as VFR flight shall not exceed
the IAS 140KT in airspace classes “F”, “G+” or “G”
Visibility including Kilometers or Meters above 900m (3000ft) MSL or 300m (1000ft) above
runway visual range terrain, whichever is the higher, when flight visibility
is less than 5Km.
Altimeter setting, Hectopascals For further differences from ICAO VMC specifica­
atmospheric pressure tions see relevant paragraph below.
Temperature Degrees Celsius SPECIAL REQUIREMENTS AND
Weight Metric Tons or
REGULATIONS
Kilograms ENTRY AND EXIT POINTS
Time Hours and minutes, the Unless otherwise instructed by ATC, IFR flights shall
day of 24 hrs beginning use the designated entry and exit points when arriv­
at midnight UTC ing or departing from the following TMAs/FIZs:

WGS-84 IMPLEMENTATION STATUS Kardla TMA/FIZ: LONSA, KUKET, RISVA,


WGS-84 compliant. OSMUR

FLIGHT PROCEDURES Kuressaare TMA: KUKET, NAKUR, PIXAN,


SOSAR, LUVAN, EVERI
HOLDING
FLIGHTS OUTSIDE CONTROLLED
Holding procedures comply with ATC Chapter Part
IV. Holding Procedures, table ‘Holding Speeds ICAO AIRSPACE
Doc 8168’. Establishment of Communication
PROCEDURE LIMITATIONS AND OPTIONS Unless otherwise prescribed or agreed, an aircraft
operated outside controlled airspace shall establish
Instrument approach procedures comply with the
communication with the appropriate ATS unit as fol­
new PANS-OPS, Document 8168, Volume II.
lows:
OUTER MARKER (OM) AND MIDDLE a. prior to entering Tallinn FIR/UIR;
MARKER (MM) MODULATION b. prior to entering controlled airspace.
All outer markers (OM) and middle markers (MM) NOTE: An aircraft conducting IFR flight shall receive
are 3000Hz modulated. The crossing of these mark­
ATC clearance not later than 10 minutes prior to en­
ers will be indicated by the white instead of the blue tering controlled airspace.
or amber marker beacon light.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


ESTONIA-2 AIR TRAFFIC CONTROL 23 MAR 07

ESTONIA - RULES AND PROCEDURES


Air Traffic Procedures – any VFR enroute flight by night, and
For any flight outside controlled airspace within – any flight operated within a flight information
Tallinn FIR/UIR at or above 3000ft MSL in accor­ zone (FIZ) surrounding an AFIS aerodrome;
dance with VFR by night or IFR shall in enroute – any flight in areas and routes prescribed by the
phase of the flight, if not in communication with an­ appropriate ATS authority to facilitate the provi­
other ATS unit: sions of flight information, alerting and search
a. two-way radio communication shall be estab­ and rescue services.
lished with Tallinn ACC;
3.3.3.1 A flight plan submitted for a flight
b. position reports shall be transmitted as specified across the Estonian territorial border shall contain
for controlled flights. information for the entire route up to the aerodrome
For any flight outside controlled airspace below of intended landing.
3000ft MSL in accordance with VFR by night or IFR 3.3.5.1 A report of arrival is not required after
shall in enroute phase of the flight, if not in communi­ landing at an aerodrome where ATS are provided, if
cation with another ATS unit: it is evident from radio communication or light sig­
a. maintain continuous listening watch on the fre­ nals that the landing has been observed.
quency of Tallinn ACC, and
3.3.5.3 The following provisions have been
b. position reports shall be transmitted as request­ added: The ATS unit to whom the arrival report will
ed by Tallinn ACC. be given shall be included in the flight plan. In case
AIR TRAFFIC FLOW MANAGEMENT the arrival report cannot be expected to reach the
appropriate ATS unit within 30 minutes from ETA,
(ATFM) the time by which the arrival report is expected to be
Flights operating into or over the European Central submitted shall be included in the flight plan.
Flow Management Unit (CFMU) area of responsibili­ 4.1 In airspace classes “G+” and “G”, at and be­
ty may communicate directly with the Brussels low 900m (3000ft) MSL or 300m (1000ft) above ter­
CFMU, provided the local authorities have been so rain, whichever is the higher, aircraft may operate in
notified and certain requirements are complied with. a flight visibility of not less than 1.5Km, clear of
For complete details on the CFMU and IFPS proce­ cloud and in sight of the surface, when their IAS is
dures, refer to the Eurocontrol CFMU manuals or to 140KT or less.
the Jeppesen European Air Traffic Flow and Capaci­ Helicopters may operate in less than 1.5Km flight
ty Management (EATFCM) User Guide. visibility by day and not less than 3Km by night, if
EUR RVSM maneuvered at a speed that will give adequate op­
portunity to observe other traffic or any obstacles in
The airspace within Tallinn UIR is designated EUR time to avoid collision.
RVSM transition airspace (see REGIONAL PROCE­
DURES).
4.6 VFR flights in level cruising flight when oper­
ated above 900m (3000ft) from the ground or water
8.33 CHANNEL SPACING shall be conducted at flight levels for “VFR flights”
according to the table of cruising levels in Appendix
8.33 Channel spacing and associated procedures 3.
available only in Tallinn FIR/UIR (see REGIONAL
PROCEDURES). VFR flights operated within airspace class “C” shall
be conducted at flight levels as specified for “IFR
ACAS II/TCAS II REQUIREMENTS flights” in the table of cruising levels.
Civil fixed wing turbine-engined aircraft exceeding APPENDIX 1
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be The following visual ground signals have been add­
equipped with, and operate ACAS II. ed:
HELIPORT IDENTIFICATION
DIFFERENCES FROM ICAO
STANDARDS AND PROCEDURES A white letter H, readable from the primary approach
direction, painted in the middle of the touchdown ar­
ICAO REFERENCE ea.
HOSPITAL HELIPORT IDENTIFICATION
ANNEX 2
A white letter H, readable from the primary approach
3.2.5 Unless otherwise prescribed, an aircraft direction and laid on a red cross, painted in the mid­
may make turns to the right after take-off and when dle of the hospital heliport touchdown area.
approaching for a landing at an aerodrome where
Aerodrome Flight Information is available providing
that this can be done without hazard to other air traf­
fic and the intention to turn right is reported to the
AFIS unit.
3.3.1.2 In addition to ICAO specifications a
flight plan shall be filed for:
– any IFR flight outside controlled airspace;

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


12 MAY 06 AIR TRAFFIC CONTROL FINLAND-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
RULES AND PROCEDURES

In general, the air traffic rules and procedures in Instrument approach procedures comply with the
force and the organization of the air traffic services new PANS-OPS, Document 8168, Volume II.
are in conformity with ICAO Standards, Recom­
mended Practices and Procedures. AIRPORT OPERATING MINIMUMS
Units of measurement used in connection with all air
Finland does not publish State airport operating min­
traffic services in Finland: imums.
Finland publishes Obstacle Clearance Altitudes
MEASUREMENT OF UNIT
(Heights) [OCA(H)].
Distance used in Nautical Miles and
navigation, position Tenths ATS AIRSPACE CLASSIFICATIONS
reporting, etc.,
generally in excess of 2 Finland has adopted the ICAO ATS AIRSPACE
to 3 nautical miles CLASSIFICATION as listed on ATC page.
Relatively short Meters Airspace classes “B”, “E” and “F” are, however, nor­
distances such as mally not used within Finnish flight information re­
those relating to gion (FIR/UIR).
aerodromes (e.g., An airspace class, designated “G+”, has been add­
runway lengths) ed, within which IFR and VFR flights are permitted
and receive Aerodrome Flight Information Service.
Altitude, elevations and Feet In classes “C” and “D” airspace traffic avoidance ad­
heights vice on request is provided only within terminal con­
trol areas below FL95 and control zones during ATS
Horizontal speed Knots
unit operational hours.
including wind speed
Enroute GAT VFR flights shall not be operated
Vertical speed Feet Per Minute above FL200 within class “C” airspace at transonic
and supersonic speeds.
Wind direction for Degrees Magnetic In class “D” airspace traffic information for VFR
landing and taking off flights is provided about both IFR and VFR flights. In
airspace class “G” two-way communication for IFR
Wind direction except Degrees True
flights is required only above an altitude which will
for landing and taking
be prescribed by the Civil Aviation Administration.
off
An aircraft operated as VFR flight shall not exceed
Visibility including Kilometers or Meters the IAS 140KT in airspace classes “F”, “G+” or “G”
runway visual range below 900m (3000ft) MSL or 300m (1000ft) above
terrain, whichever is the higher, when flight visibility
Altimeter setting, Hectopascals is less than 5Km.
atmospheric pressure For further differences from ICAO VMC specifica­
tions see relevant paragraph below.
Temperature Degrees Celsius

Weight Metric Tons or SPECIAL REQUIREMENTS AND


Kilograms
REGULATIONS
Time Hours and minutes, the
day of 24 hrs beginning B-RNAV EXEMPTIONS
at midnight UTC.
Non-RNAV equipped aircraft may flight plan along
WGS-84 IMPLEMENTATION STATUS published RNAV routes between FL65 and FL95.
Navigational assistance will be provided by ATC.
All geographical coordinates indicating latitude and
longitude are expressed in WGS84 reference datum. IFPS/CFMU OPERATIONS
The Integrated Initial Flight Plan Processing System
FLIGHT PROCEDURES element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­
HOLDING tribution of the IFR/General Air Traffic (GAT) FPL
and associated messages to ATS units within the IF­
Holding procedures comply with Table IV-1-1, pub­ PS. The only required addresses are those of the
lished on AIR TRAFFIC CONTROL Pages series two IFPS Units (IFPU) at Haren (Brussels) and Bre­
200. tigny (Paris).

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


FINLAND-2 AIR TRAFFIC CONTROL 12 MAY 06

RULES AND PROCEDURES


FLIGHT PLAN MESSAGE ADDRESSING b. When no ATS unit exists at the arrival aerodrome
or ATS unit is closed, the Report of Arrival when
AFTN: EBBDZMFP and LFPYZMFP required, shall be made as soon as possible af­
SITA: BRUEP7X and PAREP7X ter landing and by the quickest means available
to the appropriate Area Control Center
Repetitive Flight Plans (RPL) (EFES/EFPS ACC). The name of the ACC must
be inserted in the filed flight plan.
Aircraft Operators are reminded that RPL data is to
be addressed to the: If a Report of Arrival cannot be made to the ap­
propriate ACC in 30 minutes after the Estimated
CFMU Time of Arrival, the time when the Report of Ar­
RPL Section rival is to be expected (to be received) at the lat­
Address: Rue de la Fusee 96 est shall be inserted in the filed flight plan.
Brussels
B-1130 SUPPLEMENTARY PROCEDURES
CONCERNING THE RVSM AIRSPACE
in parallel with their normal submissions, as re­
quired, and to National Authorities. In addition to military operations, operators of cus­
toms and police aircraft shall insert the letter ‘M’ in
The IFPS/ENV coordinator at Tampere ACC serves
item 8 of the FPL.
also as a coordinator between CFMU and ATS units
in RPL matters.
AFIS OPERATION
Air Navigation Services Center
For South Finland/IFPS/ENV coordinator
Address: P.O. Box 714 Operations at Finnish airports where
Tampere Aerodrome Flight Information Service
FI-33101 (AFIS) is provided
Tel: +358 3 286 5173
Telefax: +358 3 286 5199 General
Email: [email protected] Aerodrome Flight Information Service (AFIS) is a
AFTN: EFESZQZX part of ATS system in Finland and the units providing
this service are called AFIS units. AFIS service, pro­
For complete details on the IFPS and CFMU proce­ vided by trained Flight Information Officers, is avail­
dures, refer to the Eurocontrol CFMU manuals or to able at those instrument aerodromes in Finland,
the Jeppesen European Air Traffic Flow Manage­ where the type and density of the air traffic does not
ment (EATFM) User Guide. require controlled airspace and ATC. The purpose of
AFIS is to provide information necessary for the safe
FLIGHT PLANNING and efficient conduct of flight operations in the vicini­
ty of the aerodrome and in the manoeuvring area. It
For airports within Finland SIDs or STARs are not to shall be noted, that the pilot-in-command is - on the
be inserted in the route description of a flight plan. basis of the Rules of the Air, the information re­
For non-scheduled flights entering the Finnish terri­ ceived and the use of their own judgment - responsi­
tory outside the designated ATS routes the position ble to maintain safe distance to other traffic as well
and estimated elapsed time for the crossing of the as to report own intentions. In terms of the use of
border over land or water must be inserted in item equipment serving the aerodrome as well as the
18 of the FPL either by coordinates or, in case of control of vehicle traffic, the procedures are similar
border crossing points, by the point designator (e.g. to those applied at airports where ATC is provided.
EET/PELLO/0120). During the operational hours of appropriate AFIS
Flight plans submitted for non-scheduled flights en­ unit, the airspace class of FIZ is “G+”. During other
tering Finnish territory via Swedish or Norwegian times the airspace class is “G”.
FIRs outside published ATS routes, shall be submit­ VHF radiotelephone phraseology at AFIS aero­
ted so that they reach the appropriate ACC at least 2 drome and Flight Information Zone (FIZ) is pub­
hours before the estimated crossing of the state bor­ lished in a manual “llmailun VHF-radiopuhelinli­
der over land or water. ikenne” where the examples are also given in
English. The publication is obtainable from: Civil Avi­
REPORT OF ARRIVAL ation Administration, Air Traffic Management.
a. A report of arrival shall be made at the earliest Duties and functions of AFIS unit
possible moment after landing to the appropriate
ATS unit at the arrival aerodrome, by any flight The AFIS unit:
for which a flight plan has been submitted cover­ a. provides the aircraft operating within the area of
ing the entire flight or the remaining portion of a responsibility traffic information and other essen­
flight to the destination aerodrome. tial information (meteorological information,
aerodrome conditions, etc.),
NOTE: A report of Arrival is not required after
landing when the aerodrome is provided with air
traffic services and it is evident from radiotele­
phony and light signals has been observed.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


25 NOV 05 AIR TRAFFIC CONTROL FINLAND-3

RULES AND PROCEDURES


b. relays air traffic control clearances and route in­ Any other aircraft entering the FIZ and not having
formation issued by ATC units, the intention to land at the aerodrome, shall report
the AFIS unit about:
c. suggests runway for take-off and landing,
a. Position and flying altitude.
d. provides alerting service.
b. Route, intentions and flying altitude while flying
Route clearances and route information in the FIZ and possible changes.
The AFIS unit requests the ACC for a route clear­ c. Estimated time of entering the FIZ, the naviga­
ance/route information to be forwarded to the aircraft tional aid or over the aerodrome, actual over fly­
in the following cases: ing time of above mentioned points and time of
leaving the FIZ.
a. Route clearance: for IFR/VFR aircraft flying from
“G+” airspace into the controlled airspace. An aircraft, which operates in the manoeuvring area
of the aerodrome and the operation is not connected
b. Route information: IFR flight from “G+” airspace with a landing or take-off, shall report its intentions to
into the uncontrolled airspace (airspace class the AIFS unit.
“G”).
When a departing turbine-engined IFR aircraft re­
Preferred runway quests start-up clearance, the AFIS unit:
a. Reports, that no start-up restrictions exist, or
The term “preferred runway” indicates the runway
that at the particular time is considered by the AFIS b. reports factors which may be influential in
unit to be the most suitable for the aircraft perform­ start-up.
ing take-off or landing. When, due to other traffic, an immediate take-off is
not possible, a departing aircraft shall hold:
Operation of the aircraft
a. At a taxi-holding position if this has been defined
Departing aircraft shall report the AFIS unit about: and the markings are visible, or
a. Intention to taxi for take-off. Turbine aircraft shall b. otherwise at a distance of at least:
also report their readiness to start-up. – 30 metres from the runway edge, where run­
b. Selection of the runway; selection of a possible way length is less than 900 metres, or
taxi-holding position. – 50 metres from the runway edge, where run­
c. The planned route or the flight track and a possi­ way length is 900 metres or more.
ble intention to make a right turn. NOTE: Before take-off the ‘runway free’ report shall
d. Readiness for take-off. be obtained from the AFIS unit.
e. Taxiing to the runway for take-off.
f. Leaving the Flight Information Zone (FIZ).
DEPARTURE MESSAGE FROM
AERODROMES WHERE ATS IS NOT
g. Any action or intention which may affect other
traffic. PROVIDED
An arriving aircraft shall report the AFIS unit about: If an aircraft for which a flight plan (FPL) has been
a. Its position, flying altitude and the estimated time submitted, departs from an aerodrome where ATS is
of arrival to the aerodrome or above a navigation not provided, it shall transmit a departure message
aid of the FIZ. This information must be given, at including aircraft identification, aerodrome of depar­
the latest, when arriving over the border of the ture, ATD and aerodrome of destination to the near­
FIZ or over a reporting point given in the ap­ est ATS unit by radio as soon as possible after
proach chart. take-off.
b. Runway selected and, if the flight is operated ac­
cording to IFR, the approach procedure select­ START-UP PROCEDURE
ed.
Departing turbo-jet and turbo-prop aircraft shall re­
c. Any intention to use a right-hand circuit. quest start-up clearance. When the expected delay
d. Arrival in the holding pattern and leaving it. is less than 10 minutes, aircraft will be cleared to
e. Commencing the approach procedure or enter­ start engines immediately.
ing the circuit.
f. Passing the IAF and the FAF or outer marker
FLIGHTS WITHOUT 8.33 CHANNEL
during an instrument approach. SPACING EQUIPMENT
g. Turn to base leg or to final. Non-8.33kHz equipped foreign State Aircraft,
equipped with UHF and 25kHz VHF radio equipment
NOTE: Before landing the ‘runway free’ report
which are infrequent users of the 8.33kHz airspace
shall be obtained from the AFIS unit.
above FL245 on VHF 25 frequencies until 8.33kHz
h. Taxiing to the apron or parking area after the channels are implemented in Finland. In order to be
landing. consistent with operations in neighbouring states
and to comply with the European policy, only UHF
i. Missed approach and the intentions following. equipped foreign State Aircraft will be exempted.
j. Any other action or intention, that may affect oth­
er air traffic.

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


FINLAND-4 AIR TRAFFIC CONTROL 25 NOV 05

RULES AND PROCEDURES


NOTE: Infrequent user is defined as not exceeding DIFFERENCES FROM ICAO
30 hours flying time per airframe per year, within the STANDARDS AND PROCEDURES
airspace concerned.

Foreign State Aircraft equipped only with UHF radio ICAO REFERENCE
equipment shall be granted exemptions for flight op­
erations above FL245 following a specific procedure.
ANNEX 2
Exemptions are granted by an appropriate Area
Control Center into which airspace an aircraft is first 3.3.1.2 In addition to ICAO specifications a
entering on its flight. Exemption application in writing flight plan shall be filed for:
shall reach an appropriate Area Control Center at
– any IFR flight outside controlled airspace;
least 7 days prior to such flight which is intended to
be operating above FL245 within Finland FIR/UIR. – any VFR enroute flight by night, and
The Flight Plan form completed with necessary in­ – any flight operated within a flight information
formation such as contact information may be used zone (FIZ) surrounding an AFIS aerodrome.
as an application form. Exemption application shall
include all the flight plans of intended flights within 3.3.1.4 A flight plan for a VFR flight can be
Finland FIR/UIR. submitted at least 30 minutes prior to departure if
The addressing of exemption applications: the aerodrome of departure is located in class “C”,
“D” or “G+” airspace. However, in airspace classes
Area Control Center, South Finland “D” or “G+”, a FPL for a local VFR flight or for the
Address: P.O. Box 714 purpose of leaving a CTR or FIZ, closed at the
Tampere boundary of the airspace concerned, can be submit­
ted immediately prior to departure.
Finland
FI-33101 NOTE: VFR flights (local and enroute) departing
Telefax: +358 3 286 5199 from Helsinki (Malmi) outside Malmi tower operating
hours, shall submit a written flight plan at least 30
Area Control Center, North Finland minutes before departure.
Address: P.O. Box 8182
Rovaniemi 3.3.3.1 A flight plan submitted for a flight
Finland across the Finnish territorial border shall contain in­
formation for the entire route up to the aerodrome of
FI-96101
intended landing.
Telefax: +358 16 363 6593
4.1 VMC visibility and distance from cloud mini­
ACAS II/TCAS II REQUIREMENTS ma in classes “B” through “G” airspace is applicable
for both IFR and VFR flights.
Civil fixed wing turbine-engined aircraft exceeding In airspace classes “F” (normally not used), “G+”
5700kg, or a maximum approved passenger seating and “G”, at and below 900m (3000ft) MSL or 300m
configuration of more than 19, are required to be (1000ft) above terrain, whichever is the higher, air­
equipped with, and operate ACAS II. craft may operate in a flight visibility of not less than
ACAS II/TCAS II Operators with ACAS II temporary 1.5Km, clear of cloud and in sight of the surface,
u/s in accordance with Minimum Equipment List when their IAS is 140KT or less. Helicopters may op­
(MEL) do not require an exemption. erate in less than 1.5Km flight visibility by day and
not less than 3Km by night, if maneuvered at a
DATA LINK AUTOMATIC TERMINAL speed that will give adequate opportunity to observe
other traffic or any obstacles in time to avoid colli­
INFORMATION SERVICE (D-ATIS) sion.
Aircraft are allowed to receive ATIS and VOLMET 4.6 Except when necessary for take-off or land­
via data link. This service operates through ACARS ing, or except by permission from the appropriate
network and supports aircraft equipped with ACARS authority, a VFR flight shall not be flown:
which is ARINC 622/623 compliant.
D-ATIS is available at following aerodromes: 4.6 a) over the congested areas of cities, towns or
settlements or over an open-air assembly of persons
ATIS and VOLMET: EFHK at a height less than 300m (1000ft) above the high­
ATIS: EFET, EFIV, EFJO, EFJY, EFKE, EFKI, EFKK, est obstacle within a radius of 600m from the air­
EFKS, EFKT, EFKU, EFLP, EFMA, EFOU, EFPO, craft;
EFRO, EFSA, EFTP, EFTU, EFVA, EFVR.
4.6 b) Elsewhere than as specified in 4.6 a) the
D-ATIS is an additional service, no NOTAM concern­ minimum height is 150m (500ft) by day and 300m
ing possible interruptions will be published. (1000ft) by night above ground or water.
4.7 VFR flights operated within airspace classes
“B” or “C” shall be conducted at flight levels as spec­
ified for “IFR flights” in the table of cruising levels.

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


10 JUN 05 AIR TRAFFIC CONTROL FRANCE-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
In general, French air traffic rules and procedures Instrument approach procedures comply with the
are in conformity with ICAO Standards, Recom­ new PANS-OPS, Document 8168, Volume II.
mended Practices and Procedures. Minimum Sector Altitudes:
Units of measurement used in connection with all air When DME is used to identify a sub-sector to the
traffic services in France: MSA, a 1NM buffer area is considered in determin­
ing the minimum altitude. The Minimum Altitude
MEASUREMENT OF UNIT specified for Arrival Routes:
a. If the instrument approach procedure is outside
Distance used in NM and TENTHS of controlled airspace, the minimum altitude is
navigation, position determined from the last enroute fix/facility which
reporting, etc., is less than 25NM from the initial approach fix.
generally in excess of 2 Otherwise, the minimum altitude is determined
to 3 nautical miles from a point 25NM from the initial approach fix
on the arrival route.
Relatively short METERS
distances such as b. If the instrument approach procedure is in con­
those relating to trolled airspace, the minimum altitude is deter­
aerodromes (e.g., mined from the limit of that airspace, or a point
runway lengths) near the airspace limits.
When an Approach Control Service is not provided,
Altitude, elevations, and METERS, FEET1 the pilot-in-command shall:
heights
– Transmit position reports on the local frequency
Horizontal speed KNOTS and indicate his intentions
including wind speed • before initiating the approach procedure,

Vertical speed METERS per SEC • at each characteristic position of the instru­
ment approach procedure;
Wind direction for DEG/MAG
– Ensure adequate separation between his aircraft
landing and taking off
and other aircraft flying IFR, after eventual radio
Wind direction except DEG/TRUE contacts between the pilots, with taking into ac­
for landing and taking count the established missed approach proce­
off dure.
Entry into a racetrack procedure is normally carried
Visibility including KM or METERS out at the exit from a holding pattern. (The aircraft
runway visual range must mandatorily first integrate into the holding pat­
tern respecting the outbound flight time for that hold­
Altimeter setting, hPa ing pattern.) Racetrack entry restrictions are chart­
atmospheric pressure ed.
Temperature DEG/CELSIUS Reference datum for QFE Altimeter Setting
(CENTIGRADE)
The threshold of the runway is used as the QFE ref­
Weight mt or KG erence datum for precision and non-precision ap­
proaches when the threshold elevation is more than
Time HR & MIN, the DAY of 5m (16ft) below the aerodrome elevation, otherwise
24 HR BEGINS AT the aerodrome elevation shall be used.
MIDNIGHT UTC When no reference is given in the missed approach
1 to level acceleration, the level acceleration segment
Unit used on IAC and TMA charts.
has not been calculated.
WGS84 IMPLEMENTATION STATUS French regulations distinguish between two types of
visual maneuvering (circling):
All geographical coordinates indicating latitude and a. For free visual maneuvering (MVL) the ICAO
longitude are expressed in WGS84 reference datum. principles for the construction of the visual ma­
neuvering area are the same used by France ex­
cept for the radius from threshold. These are:
FLIGHT PROCEDURES
Cat A 2.2NM
HOLDING
Cat B 3.1NM
Holding procedures comply with Table IV-1-1, pub­
lished on AIR TRAFFIC CONTROL Pages series Cat C 4.5NM
200.
Cat D 5.5NM

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


FRANCE-2 AIR TRAFFIC CONTROL 10 JUN 05

RULES AND PROCEDURES


b. Circling procedures with prescribed track (MVI) In case of lighting system failure, wait about 10 sec­
are designed in accordance with ICAO principles onds before generating again a starting order (start­
(Attachment N to Part III of PANS-OPS). ing time of the ground power unit).

Lighting system switching-off


AIRPORT OPERATING MINIMUMS
The lighting system can be switched off by actuating
French State minimums are in accordance with 7 times the microphone switch in less than 5 sec­
JAR-OPS-1, Subparts D and E (AIR TRAFFIC CON­ onds.
TROL Pages series 600) and French supplementary
provisions on FRANCE AND FRENCH OVERSEAS An order for switching off the lighting system shall be
TERRITORIES, TERMINAL page 1. transmitted only after checking that there are no oth­
er users on the frequency.
Jeppesen published minimums are not below State
minimums. Special rules for the lighting system operation
OCA(H) Calculation Criteria for Large Aircraft The lighting system must be switched on:
(LACFT) – before the aircraft is taxiing on the maneuvering
area,
ILS Precision Approach OCA(H) for LACFT as pub­
lished on approach charts is based on the following – as long as the aircraft is flying below the mini­
criteria: mum height of 650m (2200ft) above ground lev­
el.
– wing span greater than 60m up to and including
73.30m, or
– vertical distance between the flight paths of the USE OF GPS ON RNAV DEPARTURES
wheels and the glide path antenna greater than
Stand-alone GPS is authorized for RNAV departures
6m up to and including 8.84m.
at certain airports provided the equipment is ap­
proved for use in the terminal area (including SIDs)
Approach Ban and the availability of RAIM for the duration and
For approach ban information see AIR TRAFFIC route of the intended departure is confirmed before
CONTROL Pages series 600 and FRANCE AND take-off.
FRENCH OVERSEAS TERRITORIES, TERMINAL Authorized airports are as follows:
page 2. – Paris (Charles De Gaulle)
– Paris (Le Bourget)
PILOT CONTROLLED LIGHTING (PCL)
– Paris (Orly)
A system of switching on approach lights and land­ – Toussus-Le-Noble
ing area lights from aircraft can be used at a number
of French airports. Information on the availability of – Villacoublay (Velizy AB)
such system is given in Airport Directory pages and
on instrument approach charts for the respective air­
port.
ATS AIRSPACE CLASSIFICATIONS

Lighting system switching-on France has adopted the ICAO ATS airspace classifi­
cation as listed on ATC page 351.
After checking that the frequency is vacant, the light­ Enroute GAT VFR flights shall not be operated
ing system is switched on by actuating the micro­ above FL195 in class “C” airspace except:
phone switch 3 times in less than 5 seconds on the
– in Reserved airspace (TSA or its equivalent)
assigned auto-information frequency for the aero­
drome air traffic. – for exceptional circumstances, in accordance
with specific arrangements agreed by appropri­
When several frequencies are assigned (normal and
ate ATS authority.
supplementary) the frequency to be used is the nor­
mal frequency. For differences from ICAO VMC specifications see
relevant paragraph below.
If the aerodrome is equipped with the following
equipment as runway threshold identification flash­
ing lights or high intensity lighting control, this addi­ SPECIAL REQUIREMENTS AND
tional equipment is remote-controlled by actuating 5
times the microphone switch in less than 5 seconds.
REGULATIONS
Returning to the initial configuration is remote-con­
trolled by again actuating 3 times the microphone DESIGNATION OF RADIO NAVIGATION
switch. The configuration with the additional equip­ AIDS
ment can be directly selected by actuating 5 times
the microphone switch. According to French regulations plain language
The lighting system is started for a 15 minute period. names for navigational facilities are specified only for
The lighting system is kept on beyond this 15 minute such radio aids which are used in the enroute struc­
period, by again actuating 3 or 5 times the micro­ ture or as common IAFs for several airports. All oth­
phone switch, according to the desired configura­ er radio aids are operated as no-name facilities.
tion.

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


10 JUN 05 AIR TRAFFIC CONTROL FRANCE-3

RULES AND PROCEDURES


REDUCED REPORTING PROCEDURES IN The pilot-in-command must transmit position reports
and give his intentions when:
THE UIR
a. Arriving:
The position reporting procedures normally em­
– before joining the circuit;
ployed by pilots will be as follows:
– on downwind leg;
a. The initial call after a change of radio frequency
shall contain only – on base leg;
– aircraft identification; – on final;
– actual level with the addition of cleared level – when the runway is clear;
for climbing or descending aircraft. – on the apron.
b. Any position report, if required subsequently, b. Departing:
shall contain only – on the apron before starting to move;
– aircraft identification; – at holding point(s) before entering the run­
– position; way;
– time over. – when lined up before taking off;
c. Level changes shall be reported only on leaving – when leaving the aerodrome traffic zone.
assigned levels.
AUTOMATIC DATA TRANSMISSION
EQUIPMENT FOR IFR FLIGHTS WITHIN SYSTEM (STAP)
PARIS TMA
This system transmits in French meteorological data
Aircraft operating IFR flights within Paris TMA have useful for landing, take-off and additional local infor­
to carry a functioning SSR transponder, equipped mation when ATC services are unavailable. The in­
with Mode C for automatic altitude reporting. formation may be obtained through the auto-infor­
All General Aviation aircraft operating IFR flights mation frequency of the aerodrome.
through A STAP can also be coupled to a radio-electric re­
a. the airspace within the lateral limits of Paris TMA mote control device for lighting and can be used by
between FL100 and FL195, or operating the trigger 3 times in less than 5 seconds
(same procedure as for operating the remote control
b. the airspace delegated to PARIS-Orly and PAR­
lighting device).
IS-Charles-de-Gaulle Approach have to be
equipped with a functioning VOR/DME receiver. Operating times

QNH STATIONS On aerodromes with ATC organisms, the STAP op­


erates outside ATC hours.
Pilots-in-command intending to check their flight lev­
el in regard to sufficient obstacle clearance shall do SERVICES USING A MINITEL SERVER
so by using the QNH values of the nearest of the fol­
lowing stations: Ajaccio1, Avord, Bordeaux, Brest, 3614 code “PLN”
Cherbourg1, Clermont-Ferrand1, Dijon, Lille, This service allows pilots to file and consult flight
Limoges1, Lyon, Marseille, Montelimar1, Nancy1, plans as well as enabling them to carry out opera­
Nantes1, Nice, Paris (Orly), Perpignan1, Reims1, tions such as filing delays, modifications and cancel­
Rennes, Toulouse, Tours1 lations.
1 QNH values not available at night. 3614 code “NOTAM”
This service allows pilots to file and consult NOTAM
SELF-INFORMATION SERVICE reports. The information is generally provided in the
The following procedures are valid at aerodromes form of a Preflight Information Bulletin (PIB).
without an established ATS (or AFIS) unit or when
an established ATS/AFIS unit is not operating. IFPS/CFMU OPERATIONS
When flying in accordance with VFR and intending
to use an aerodrome at which radiotelephony con­ General
tact is mandatory, every pilot must transmit on the The Integrated Initial Flight Plan Processing System
published frequency a position report during each element of the EUROCONTROL Central Flow Man­
individual phase of his flight for the information of agement Unit (CFMU) is the sole source for the dis­
other aerodrome users. tribution of the IFR General Air Traffic (GAT) FPL
If no ATS or AFIS frequencies are published the and associated messages to ATS units within the IF­
Self-Information frequency assigned to the aero­ PS. The only required addresses are those of the
drome is to be used. If no particular Self-Information two IFPS Units (IFPU) at Haren (Brussels) and Bre­
frequency (Air/Air) is assigned to the aerodrome, the tigny (Paris).
transmissions are to be made on Air/Air frequency
123.50MHz.

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


FRANCE-4 AIR TRAFFIC CONTROL 10 JUN 05

RULES AND PROCEDURES


FLIGHT PLAN MESSAGE ADDRESSING ACAS II/TCAS II REQUIREMENTS
AFTN: EBBDZMFP and LFPYZMFP Civil fixed-wing turbine-engined aircraft having a
SITA: BRUEP7X and PAREP7X maximum take-off mass exceeding 5700kg, or a
maximum approved passenger seating configuration
Repetitive Flight Plans (RPL) of more than 19, are required to be equipped with
ACAS II.
Aircraft Operators are reminded that RPL data is to
be addressed to the:
DIFFERENCES FROM ICAO
CFMU STANDARDS AND PROCEDURES
RPL Section
Address: Rue de la Fusee 96
ICAO REFERENCE
Brussels
B-1130
ANNEX 2
in parallel with their normal submissions, as re­
quired, and to National Authorities. 2.4 In addition, the French regulations contain
the following provision: The captain is responsible
For complete details on the IFPS and CFMU proce­
for complying with control management measures.
dures, refer to the Eurocontrol CFMU manuals or to
the Jeppesen European Air Traffic Flow Manage­ 4.1 Within class “F” and “G” airspace at and be­
ment (EATFM) User Guide. low 900m (3000ft) AMSL or 300m (1000ft) AGL,
whichever is higher, a flight visibility corresponding
MINIMUM SAFE ALTITUDE WARNING to the higher of the two values
(MSAW) SYSTEM – 1500m (800m for helicopters)
– or distance covered in 30sec of flight
A Minimum Safe Altitude Warning (MSAW) System
is operational within the Pyrenees Flight Information is permitted.
Sector and will provide a voice alert to aircraft flying
4.7 The datum specified by the French authori­
unsafely close to the terrain or any artificial obstacle.
ties is 900m (3000ft) AMSL or 300m (1000ft) AGL,
The voice alert will be as follows: “LOW ALTITUDE
whichever is higher.
ALERT, CHECK YOUR ALTITUDE IMMEDIATELY”.
Once an alert is issued, the pilot is responsible for Additional provision: A VFR flight must be equipped
taking appropriate action and for informing the ap­ with radio communication and radio navigation in­
propriate air traffic controller as soon as possible. struments when it loses sight of the ground or the
sea.
This warning will not be issued to the following:
– VFR flights; 5.1.2 Except for takeoff and landing, aircraft
shall fly at least 300m (1000ft) above the highest ob­
– VFR flights with Special VFR clearance; stacle within 8Km of the estimated position of the
– IFR aircraft with inoperative transponder; aircraft, regardless of terrain.
– IFR aircraft using aerodromes which have no 5.3.1a The reference altitude is 900m (3000ft)
published or approved departures or arrivals; AMSL or 300m (1000ft) AGL, whichever is higher.
– daytime flights with visual approach clearance or Additional provision: the first available flight level
flying with visual reference to the terrain; must be at least 150m (500ft) above 900m (3000ft)
– aircraft flying visual maneuvers after completing AMSL or 300m (1000ft) AGL, whichever is higher.
an approach procedure. Outside controlled airspace, IFR flight is not allowed
below 900m (3000ft) AMSL or 300m (1000ft) AGL,
FLIGHT PLANNING whichever is higher, except for taking-offs and land­
ings and related maneuvers.
Flight plans for traffic destination LFPG, LFPB, LF­ Below this level, if an instrument approach proce­
PO, LFPV or LFPN, except connecting flights, will in­ dure is published, the aircraft shall comply with it,
clude in the route portion of Item 15, the STAR be­ unless flying under VMC and the pilot decides to
ginning point and the associated IAF (MERUE, perform a visual approach. In the absence of pub­
MOKNO, LORTA, VELER, OMAKO or BALOD for lished departure or instrument approach proce­
LFPG; MERUE, MOKNO, VELER, OMAKO or dures, the aircraft shall keep flying under VMC.
BALOD for LFPB; ODRAN, MOLEK or VELER,
SOLBA for LFPO, LFPV or LFPN). 5.3.2 Any aircraft performing an IFR flight,
whether controlled or not, must establish two-way
State acft operators, including customs and police communication and then remain in contact with the
acft shall insert the letter ‘M’ in the FPL. ATS unit concerned.

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


19 JAN 07 AIR TRAFFIC CONTROL GERMANY-1

GERMANY - RULES AND PROCEDURES


GENERAL b. A separate holding speed for holding levels
GERMANY - RULES AND PROCEDURES

above 10350m (34000ft) is not published.


In general, the air traffic rules and procedures in
force and the organization of the air traffic services PROCEDURE LIMITATIONS AND OPTIONS
are in conformity with ICAO Standards, Recom Instrument approach procedures for civil airports
mended Practices and Procedures. comply with the new PANS-OPS, Document 8168,
Units of measurement used in connection with all air Volume II.
traffic services in Germany: Instrument approach procedures for military aero
dromes are based on the United States Standards
MEASUREMENT OF UNIT for Terminal Procedures (TERPS).
Distance used in Nautical Miles and AIRPORT OPERATING MINIMUMS
navigation, position Tenths
General
reporting, etc.,
generally in excess of 2 Germany publishes OCA(H)s for civil airports and
to 3 nautical miles DA/MDA, ceiling and visibility for military aero
dromes. In-flight visibility are published for landing at
Relatively short Meters Cologne-Bonn, Hamburg (Finkenwerder) and West
distances such as erland/Sylt aerodromes.
those relating to
Jeppesen charted minimums are not below State
aerodromes (e.g.,
minimums.
runway lengths)
OCA(H) Calculation Criteria for Large Aircraft
Altitude, elevations and Feet (LACFT)
heights
The following aircraft standard dimensions are taken
Horizontal speed Knots as basis for the calculation of OCA(H) for ILS ap
including wind speed proaches.
Wing span 65 - 80m, vertical distance between the
Vertical speed Feet per Minute flight paths of the wheels and the glide path antenna
not more than 8m.
Wind direction for Degrees Magnetic
landing and taking off NOTE: The official term used for LACFT is DL

Wind direction except Degrees True NOISE ABATEMENT PROCEDURES


for landing and taking
off Take-off/Departure
Departing aircraft are requested to apply the follow
Visibility including Kilometers or Meters
ing procedures:
runway visual range
a. Aircraft licensed in accordance with ICAO Annex
Altimeter setting, Hectopascals 16, Chapter 2
atmospheric pressure 1. Take-off to 1500ft GND
Temperature Degrees Celsius – take-off power
– take-off flaps
Weight Kilograms – climb at V2 + 10KT (or as limited by angle
Time Hours and minutes the of attack)
day of 24 hrs beginning 2. At 1500ft GND
at midnight UTC
– reduce power to not less than climb pow
er
WGS-84 IMPLEMENTATION STATUS
3. 1500ft GND to 3000ft GND
WGS-84 compliant.
– climb at V2 + 10KT
FLIGHT PROCEDURES
4. At 3000ft GND
HOLDING – acceleration during climb and retraction
Holding procedures comply with ATC Chapter Part of flaps
IV. Holding Procedures, table “Holding Speeds ICAO – normal transition to enroute climb.
Doc 8168”.
Remarks
a. Holding speeds for turbulence conditions are not
published. Higher airspeeds - e.g. in case of se
vere turbulence - are permitted only after prior
consent by the appropriate ATC unit.

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


GERMANY-2 AIR TRAFFIC CONTROL 19 JAN 07

GERMANY - RULES AND PROCEDURES


b. Aircraft licensed in accordance with ICAO An clearance. Aircraft departing in accordance with a
nex 16, Chapter 3, as well as B 737-200 as far flight plan including a change from VFR to IFR, are
as the noise levels for take-off pursuant to ICAO recommended to request a start-up clearance.
Annex 16, Chapter 3 have probably been The start-up clearance shall not be requested before
reached by supplementary equipment it has been ascertained that the aircraft can start the
1. Take-off to 1500ft GND engines within 5 minutes after the clearance has
been issued.
– take-off power
When the expected delay is less than 20 minutes, pi
– take-off flaps
lots will be cleared to start engines immediately.
– climb at V2 + 10KT (or as limited by angle When the expected delay is 20 minutes or more, pi
of attack) lots will be informed as to the time when the engines
may be started.
2. At 1500ft GND
– reduce power to not less than climb pow AIR TRAFFIC WITH AEROPLANES FOR
er COMMERCIAL TRANSPORTATION OF
– acceleration during climb and retraction PERSONS OR GOODS
of flaps
On flights for the commercial transportation of per
– normal transition to enroute climb. sons or goods the pilot of an aeroplane with a maxi
mum take-off mass of more than 14000kg may only
Approach take off or land at an aerodrome, if instrument ap
Arriving aircraft leave the initial approach fix at 210 proach procedures are established and an ATC unit
KT IAS ± 10KT, maintain until 12NM from touchdown exists.
(unless higher IAS is required for control purposes).
Reduce speed to 160 KT IAS ± 10KT using an inter
AVOIDANCE OF WAKE TURBULENCE
mediate flap setting with landing gear retracted. In a. Increased separation minima will be applied in
tercept glide path at not lower than 3000ft above an effort to minimize the hazard caused by wake
touchdown elevation. turbulence.
Lower landing gear, set flaps for landing and estab b. When radar separation is applied, the minimum
lish final approach speed shortly before or over Out distances will be:
er Marker.
– “Heavy” behind “Heavy”- 4NM
SPEED RESTRICTIONS – “Medium” behind “Heavy”- 5NM
Flights of civil aircraft with supersonic speed (ex – “Light” behind “Heavy”- 6NM
ceeding Mach 1.0) are prohibited. – “Light” behind “Medium”- 5NM
ATS AIRSPACE CLASSIFICATIONS c. When Air Traffic Control is exercised without ra
dar, time separation on approach will be:
Germany has adopted the ICAO ATS airspace clas
sification as listed in ATC chapter “ICAO ATS Air – “Medium” behind “Heavy”- 2 min.
space Classifications - Annex 11”. – “Light” behind “Heavy”- 3 min.
Airspace classes “A” and “B”, however, are not allo – “Light” behind “Medium”- 3 min.
cated within German airspace.
d. Pilots having the preceding aircraft in sight and
ATC clearance is required for IFR flights operating in being able to attend a safe distance themselves
class “F” airspace. may inform ATC that increased separation mini
IFR flights are not permitted within class “G” air ma are not required.
space. e. Pilots of uncontrolled flights are advised to ob
The competent ATC unit may grant exceptions in in serve the aforementioned separation minima
dividual cases to the speed limitation below FL100: whenever they are behind an aircraft of higher
– for VFR flights in class “C” and “D” airspace and wake turbulence category either at the same alti
at night in class “E” airspace, tude or less than 1000ft below.
– for IFR flights in class “D” airspace. f. When taxiing behind an aircraft of higher wake
turbulence category a minimum distance of
Enroute GAT VFR flights shall not be operated
above FL195 in class “C” airspace. 200m should be kept whenever possible.
For differences from ICAO VMC specifications see SPECIAL B-757 WAKE TURBULENCE
relevant paragraph below. CATEGORY
SPECIAL REQUIREMENTS AND Aircraft type B-757 is grouped into the weight cate
REGULATIONS gory “HEAVY” because of its wake turbulence char
acteristics. Separation from and for these aircraft will
START-UP PROCEDURES AT GERMAN be provided according to the wake turbulence sepa
AIRPORTS ration minima for aircraft with 136000kg take-off
mass or more.
To maintain an orderly flow of aircraft movements, it
is necessary that pilots of aircraft departing in accor
dance with an IFR flight plan request a start-up

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


13 APR 07 AIR TRAFFIC CONTROL GERMANY-3

GERMANY - RULES AND PROCEDURES


Pilots of B-757 aircraft who, following an aircraft of CFMU
the weight category “HEAVY”, require the applica­ RPL Section
tion separation minima in accordance with the crite­ Address: . Rue de la Fusee 96
ria for aircraft of the weight category “MEDIUM”, Brussels
shall report this to the competent ATS unit in due
B-1130
time and of their own accord.
Pilots of B-757 aircraft are not expected to add the in parallel with their normal submissions, as re­
word “HEAVY” to their call sign when establishing ra­ quired, and to National Authorities.
dio contact with ATC units or when changing fre­
quencies. NOTE: Aircraft Operators who do not have the facili­
ties to file direct to IFPS may continue to use the ser­
TRANSMISSION OF EXPECTED vices of the ATS Reporting Office serving the aero­
APPROACH TIMES drome of departure. For complete details on the
IFPS and CFMU procedures, refer to the Eurocon­
If IFR flights are expected to hold for more than 20 trol CFMU manuals or to the Jeppesen European Air
minutes over the navigation aid serving as clearance Traffic Flow and Capacity Management (EATFCM)
limit, ATC will generally transmit the EAT to the pilot. User Guide.
If the holding time is 20 minutes or less, the EAT will
be transmitted only when it is considered necessary Filing of flight plans via the Internet
by ATC. Flight plans and flight plan associated messages
If ATC clearance for continuation of the flight beyond within the context of services covered by ATC charg­
the navigation aid serving as clearance limit has not es only, may be filed via the Internet. These messag­
been issued, the pilot shall enter the holding pattern, es are filed with AIS-C via the Internet-Application:
maintain the level last assigned and confirmed, and
DFS
await further ATC clearances.
Internet: www.dfs-ais.de
POSITION REPORTING PROCEDURES
DIFFERENCES FROM CFMU STANDARD
a. When making a position report, the pilot shall
transmit the following data in the sequence list­
PROCEDURES
ed: In order to be able to guarantee a high degree of
– radio call sign of aircraft, flight plan automatic processing, the published iden­
tifications of arrival and departure routes
– position,
(STAR/SID) shall be indicated in the flight plan for
– time of crossing. the area of the Federal Republic of Germany.
b. After changing the radio telephony frequency, Furthermore it is recommended the use of the pub­
the following data shall be transmitted: lished Standard Routes. To avoid double transmis­
– radio call sign of aircraft, sion to IFPS, FPL and flight plan associated mes­
sages which have been filed directly with IFPS shall
– level and, if climbing or descending, cleared no longer be transmitted to an AIS Unit of the DFS.
level. (This indication is not required when
changing from approach control to aero­ VISUAL DEPARTURES FOR IFR FLIGHTS
drome control.)
Visual departures are IFR flights which - while re­
For approaches to airports with parallel runway taining visual contact to the ground - deviate com­
system, the designation of the runway being ap­ pletely or partially from the published IFR departure
proached shall be indicated in addition to the ra­ routes.
dio call sign of the aircraft.
IFR flights may be cleared for a visual departure by
FLIGHT PLANNING ATC on the following conditions:
IFPS/CFMU OPERATIONS a. The pilot-in-command applies for this procedure
or agrees to it,
The Integrated Initial Flight Plan Processing System
b. the ceiling does not lie below the minimum radar
element of the EUROCONTROL Central Flow Man­
vectoring altitude or the pilot-in-command an­
agement Unit (CFMU) is the sole source for the dis­
nounces immediately before departure that the
tribution of the IFR General Air Traffic (GAT) FPL
meteorological conditions permit a visual depar­
and associated messages to ATS units within the IF­
ture and he is sufficiently confident that he can
PS. The only required addresses are those of the
carry out this procedure,
two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris). c. the procedure is applied during day time only,
d. the procedure is limited regarding a certain alti­
Flight Plan Message Addressing
tude,
AFTN: EBBDZMFP and LFPYZMFP e. the departure does not enter Class “G” Airspace.
SITA: BRUEP7X and PAREP7X
Examples
Repetitive Flight Plans (RPL)
“When airborne turn left direct KNG maintain visual
Aircraft Operators are reminded that RPL data is to reference to the terrain until passing 2000ft.”
be addressed to the: “When airborne fly heading 190 maintain visual ref­
erence to the terrain until passing 1600ft.”

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


GERMANY-4 AIR TRAFFIC CONTROL 13 APR 07

GERMANY - RULES AND PROCEDURES


This clearance is issued in addition to the ATC clear­
ance or immediately prior to take-off clearance. With Airport Rwy Applicable to
the acceptance of such a clearance, the pilot is re­
EDHL 07/25 propeller driven
sponsible for maintaining obstacle clearance until
acft up to 5,7t
passing the specified altitude. Whenever possible,
MTOW
ATC will transmit significant meteorological informa­
tion to the pilot in the departure area. The responsi­ EDLW 06/24 propeller driven
bility for separation from other controlled aircraft re­ acft up to 5,7t
mains with ATC. MTOW
At present this procedure is used at:
EDLP 06/24 all acft
Airport Rwy Applicable to
REDUCED RUNWAY SEPARATION
EDDB 07L/R twin-engined
propeller driven General Conditions
25L/R
acft max, and a. Visual Meteorological Conditions prevail.
the type DHC-7
b. The braking action will not be adversely affected
EDDC 04/22 acft of wake by runway deposits (e.g. slush, water etc.).
turbulence Propeller-driven aircraft:
categories
a. An aircraft approaching to land may be cleared
LIGHT and
to cross the beginning of the runway, if,
MEDIUM
b. the preceding departing aircraft is airborne and
EDDF 25L/R twin-engined has passed a point at least 1500m from the
propeller driven threshold, and is in motion,
acft max, and c. take-off clearance may be issued if the aircraft
the type DHC-7 departs according to VFR, performs a visual
take-off or departs with a clearance to maintain
EDDG 07/25 propeller driven VMC, and the preceding departing aircraft is air­
acft up to 22t borne and has passed a point at least 1500m
MTOW as well from the take-off position of the succeeding air­
as jet-propelled craft,
acft up to 20t
MTOW d. reduced runway separation will not applied be­
tween a departing aircraft and an aircraft having
EDDI 09L/R twin-engined previously landed.
27L/R propeller driven Airports and runways on which the procedures for
acft max, and propeller-driven aircraft applies are shown in the ta­
the type DHC-7 ble.

EDDK 14, 25 propeller driven Airport RWY


acft up to 5.7t
MTOW EDDB 07L/25R and 07R/25L
EDDL 05L/R propeller driven EDDT 08L/26R and 08R/26L
23L/R acft up to 5.7t
MTOW EDDW 09/27

EDDM 08R twin-engined EDDK 14L/32R and 06/24


propeller driven
acft max, and EDLW 06/24
the type DHC-7
EDDC 04/22
EDDR 27 all acft
EDDL 05R/23L and 05L/23R
EDDS 07/25 propeller driven
acft up to 5.7t EDDF 07L/25R and 07R/25L
MTOW
EDFH RWY 03/21
EDDV 09L/R propeller driven
acft as well as EDNY RWY 06/24
27L/R
for jet-propelled
acft up to 20t EDDH 05/23 and 15/33
MTOW
EDDV 09R/27L and 09L/27R

EDSB 03/21

ETNL 10/28

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


13 APR 07 AIR TRAFFIC CONTROL GERMANY-5

GERMANY - RULES AND PROCEDURES


ETNL, EDDP, EDHL Rwy 07/25, EDFM Rwy 09/27,
Airport RWY EDLN Rwy 13/31, EDDM, EDDG, EDDN, EDMO
Rwy 04/22, EDLP, EDDR, EDOP Rwy 06/24, EDDS,
EDDP 10/28 and 08/26
EDXW Rwy 15/33 and Rwy 06/24.
EDDM 08R/26L and 08L/26R OPERATIONAL CRITERIA AND PILOT
EDDG 07/25 QUALIFICATION TO USE GPS STAND
ALONE NON-PRECISION APPROACH
EDDN 10/28 PROCEDURES
EDLP 06/24 Operational Criteria

EDDR 09/27 Prior to using the published GPS standalone


non-precision approach procedures, the following
EDDS 07/25 operational criteria in particular must be fulfilled:
a. Commercial operators wanting to perform GPS
Jet aircraft: standalone non-precision approaches must en­
ter the regulations (including crew coordination
a. An aircraft approaching to land may be cleared
concept) into the operating handbook and
to cross the beginning of the runway, if,
present it to the Supervisory Authority for ap­
b. the aircraft having previously departed is air­ proval;
borne and has passed a point at least 2400m
b. the use of satellite navigation systems in aircraft
from the threshold, or
operated commercially or non-commercially
c. the aircraft having previously landed has passed must generally be conducted in keeping with the
a point at least 2400m from the threshold, and is instructions of the manufacturer in the approved
in motion, flight manual and the operating instructions;
d. take-off clearance may be given if the aircraft de­ c. the State of operator/registry (as applicable) has
parts according VFR, performs a visual take-off authorized the use of multi-sensor equipment
or departs with clearance to maintain VMC, and using GPS as one sensor or GPS Class A1
the preceding departing aircraft is airborne and (standalone equipment) for the purpose;
has passed a point at least 2400m from the
d. the navigation database contains current infor­
take-off position point of the succeeding aircraft.
mation on the non-precision approach to be
e. Reduced runway separation for jet aircraft will flown (actual AIRAC cycle);
not applied between a departing aircraft and an
e. the navigation data stored in the navigation data
aircraft previously landed.
base must correspond to the published non-pre­
Airports and runways on which the Jet aircraft pro­ cision approach to be flown (actual AIRAC cy­
cedure applies are EDDB, EDDT, EDDL, EDDF, ED­ cle);
DH, EDDV, EDSB, EDDK, EDDP, EDDM, EDDS.
f. the navigation database waypoints showing the
Aircraft of category “LIGHT”: non-precision approach cannot be changed by
If the preceding aircraft is an aircraft of the weight the flight crew;
category “LIGHT” and the succeeding aircraft a sin­ g. the integrity monitoring function (RAIM or an
gle engine aircraft with MTOW up to 2000kg, re­ equivalent procedure) is available;
duced runway separation may be applied in addition
h. RAIM prediction or an equivalent prediction pro­
to the conditions under propeller-driven aircraft, pro­
cedure offered by the air navigation service pro­
viding no tail wind prevails.
vider will be used which guarantees that the
a. An aircraft approaching to land may be cleared monitoring capability (RAIM or equivalent proce­
to cross the beginning of the runway, if, dure) is available at the destination airport at the
b. the preceding departing aircraft is airborne and Expected time of Arrival;
has passed a point at least 600m from the i. where a destination alternate is required, land­
threshold, or ings at the alternate airport must be possible ac­
c. the aircraft having previously landed has passed cording to a non-Global Navigation Satellite Sys­
a point at least 600m from the threshold and is in tem (GNSS/GPS) approach procedure;
motion. j. where a take-off and/or enroute alternate is re­
d. Take-off clearance may be issued if the aircraft quired, landings according to a non-GNSS/GPS
departs according VFR, performs a visual based approach procedure must be possible at
take-off or departs with a clearance to maintain the respective alternate airport.
VMC and the preceding aircraft is airborne and
GENERAL REQUIREMENTS FOR PILOT
has passed a point at least 600m from the
take-off position of the succeeding aircraft. QUALIFICATION
Airport and runways on which the procedure for Pilots wishing to carry out GPS stand alone non-pre­
“LIGHT” aircraft applies are: cision approaches must have familiarized them­
EDMA Rwy 07/25, EDDB, EDDT, EDVE Rwy 08/26, selves sufficiently with the basic principles, special
EDDW, EDLW, EDDC, EDDL, EDDF, EDFH, EDNY, features and restrictions of GPS, as well as the han­
EDDH, EDDV, EDAH Rwy 10/28, EDQM Rwy 09/27, dling of the GPS equipment on board the aircraft.
EDSB, EDVK Rwy 04/22, EDHK Rwy 08/26, EDDK,

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


GERMANY-6 AIR TRAFFIC CONTROL 13 APR 07

GERMANY - RULES AND PROCEDURES


Pilot qualification for the use of the GPS procedures SITA: FRAZTXH, or
and GPS receivers must be proved. Such proof may AFTN: EDDFYHYX (exceptional cases)
be provided, for example, in the form of certificates
issued by the equipment manufacturers, IFR flight Applications for other IFR flights must at least in­
training centers as well as by flight instructors, au­ clude the following data:
thorized trainers and technical experts in possession – day of operation
of an IFR rating, respectively. Proof may be entered – aircraft identification (Item 7)
in the pilot’s logbook.
– type of aircraft (Item 9)
AIRPORT COORDINATION – aerodrome of departure (Item 13)
The Federal Minister of transport has appointed an – aerodrome of destination (Item 16)
Airport Coordinator with the task to coordinate arriv­ – take-off time and/or scheduled On-Block Time
ing and departing flights as follows:
a. Any planned times of arrival/or departure of NOTE: At the coordinated airports, Bremen, Dres­
flights in scheduled, charter flights and any ap­ den, Erfurt, Hamburg, Hannover, Leipzig-Halle, Co­
plication for Airport slots, submission of flight logne-Bonn, Munster-Osnabruck, Nurnberg and
plans (see following Note), shall be reported to: Saarbrucken, the air carrier and/or operator of an
aircraft shall report all intended take-offs and land­
The Airport Coordinator of the Federal Republic ings of IFR flights to the Airport Coordinator.
of Germany
Mr. Claus Ulrich At completely coordinated airports, Berlin
Address: Terminal 2 (Fac II), Bereich E (Schonefeld, -Tegel, -Tempelhof), Dusseldorf, Frank­
5. OG, Zi. 5335, HBK Nr. 37 furt-Main, Munich, and Stuttgart:
Frankfurt/Main a. the carrier and/or operator of an aircraft shall ap­
D-60549 ply for Slots for allocation from the Airport Coor­
Tel: +49 (0) 69 690 29501 dinator for all intended take-offs and landings of
IFR flights;
+49 (0) 69 690 52341
+49 (0) 69 690 45601 b. take-offs and landings of an IFR flight without the
allocated slot are prohibited;
+49 (0) 69 690 73892
+49 (0) 69 690 52321 c. the carrier and/or operator of an aircraft is
+49 (0) 69 690 52351 obliged to return unused Slots in due time.
+49 (0) 69 690 52331 Applications should be made in due time to avoid
Telefax: +49 (0) 69 690 50811 any delay.
+49 (0) 69 690 59603 REGULATIONS FOR IFR ARRIVALS
Public Hours: Monday to Friday 0700 - 1600 BASED ON AREA NAVIGATION IN THE
(0600 - 1500 summer time)
RADAR VECTOR AREA OF EDDB, EDDT,
b. For other IFR flights: EDDI, EDDF, EDDV, EDDK, EDDM, EDDS,
Tel.: +49 (0) 69 690 73360/73361/73362 EDDP, EDDH, EDDW.
Telefax: +49 (0) 69 690 50811 Pilots of aircraft with adequate equipment (GPS
Office Hours: Monday to Friday 0700 - 1600 and/or FMS) wanting to use these procedures shall
(0600 - 1500 summer time) include one of the following navigation equipment
Airport slots for IFR General Aviation flights at com­ codes in item 10 of the FPL:
pletely coordinated airports planned at short no­ – /E for double FMS, double EFIS, at least dual
tice on the actual day shall be applied for exclusively INS/IRS;
from: – /F for single FMS, EFIS not required;
Aeronautical Information Service Centre (AIS-C) – /G for GPS/GNSS, approaches certified.
Tel: +49 (0) 1803 337247 The following phraseology/clearances may be used:
+49 (0) 69 78072500 a. “cleared xxx Transition”
Telefax: +49 (0) 1803 329247 Permission to fly the lateral part of a GPS/FMS
+49 (0) 69 78072505 routing, whereby altitudes and speeds will be as­
AFTN: EDDZZPAJ signed separately.
Outside office hours of the Airport Coordinator, b. “cleared xxx Transition and Profile”
flights with a time of arrival and/or departure until Permission to fly the lateral part of a GPS/FMS
2100 (2000 summertime) of the following day, on routing in combination with altitude and speed
weekends including the following Monday until 2100 restrictions as depicted.
(2000 summertime) must also apply for slots from c. “cleared direct Waypoint xxx”
the AIS-C.
Permission to fly from the present position direct
FPL messages and/or slot applications for commer­ to one or a combination of waypoints, resp.
cial flights shall normally be submitted by teletype whereby altitudes and speeds will be assigned
via the SITA network (IATA Standard Schedule Infor­ separately.
mation Manual - SSIM)
Remarks:

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


13 APR 07 AIR TRAFFIC CONTROL GERMANY-7

GERMANY - RULES AND PROCEDURES


INSTRUMENT DEPARTURES FROM
1. The designation of waypoints is based on the
last two letters of the four letter ICAO location
PARALLEL RUNWAYS
indicator and additionally three digits.
2. In radio telephony communications, the re­ Simultaneous independent parallel use of instru­
spective waypoint number only shall be used, ment departure procedures at Munich Airport is pos­
e.g.: “cleared direct Waypoint 123” sible if the nominal departure track of one instrument
procedure diverges by at least 30° from the extend­
IFR TRAINING APPROACHES AND ed centerline at the latest at 3.0NM (if runway is
TESTFLIGHTS staggered backwards in take-off direction) or 1.5NM
(if runway is staggered forwards in take-off direction)
At EDDL, EDDG, EDLN, EDLV, EDLW, EDLP and after departure end of runway.
ETNG they are subject prior to coordination with:
DATALINK DEPARTURE CLEARANCE
Langen ACC supervisor:
Deutsche Flugsicherungs GmbH will start providing
Tel: +49 6103 707 6600
start-up approval and enroute clearances via
At EDDK with: datalink (in the following referred to as DCL). DCL
will be gradually implemented and offered by further
EDDK TWR supervisor: DFS units.
Tel: +49 2203 5707 130
Message Types
Individual regulations for the appropriate aerodrome RCD — Request for departure clearance downlink
still remain. message of the pilot requesting start-up approval
8.33kHz CHANNEL SPACING EQUIPMENT and the enroute clearance.
EXEMPTIONS CLD — Departure clearance uplink message - is­
suance of start-up approval and enroute clearance
The exemption for UHF-equipped State aircraft is by the air traffic controller.
not limited to “infrequent users”.
CDA — Departure clearance readback message ­
ACAS II/TCAS II REQUIREMENTS confirmation of start-up approval and enroute clear­
ance by the pilot.
Civil fixed-wing turbine-engined aircraft having a
maximum take-off mass exceeding 5700kg, or a FSM — Flight system uplink message - automatic
maximum approved passenger seating configuration acknowledgement of receipt of RCD/CDA by air traf­
of more than 19, are required to be equipped with fic control system, or the interruption of the DCL dia­
ACAS II. logue by the controller.
ACAS II/TCAS II Operators with ACAS II temporary Time Parameters
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption. The maximum duration of the DCL process is limited
by time parameters.
To preclude any unnecessary transponder interroga­
tions and possible interference with surface move­ ti — Earliest point in time at which the request for
ment radar systems ACAS/TCAS shall not be acti­ start-up approval and enroute clearance (RCD) may
vated before entering the runway-in-use. be transmitted.
Following the landing or when vacating the run­ tt — The point in time at which the DCL dialogue is
way-in-use ACAS/TCAS shall be switched off, but finished or at which the pilot can assume that the
the Mode S transponder shall not be switched off un­ process cannot be finished and sufficient time re­
til the aircraft has reached the final parking position mains to obtain the start-up approval and enroute
and the engines have been shut down. clearance via radiotelephony.
Radar Separation Minima t0 — The period of time between the transmission
of an RCD and receipt of an FSM by the pilot.
The Minimum Radar Separation (MRS) at Frankfurt
Airport is reduced for Diagonal Staggered Ap­ t1 — The period of time between the transmission
proaches to: of a CLD and receipt of a CDA by the air traffic con­
– 2.5NM between 20NM and OM and to trol system.
– 2.0NM between OM and touchdown. t2 — The period of time between the transmission
of a CDA and receipt of an FSM by the pilot.
The reduced MRS will be applied to landing direc­
tion 07 and 25, provided the following conditions are The defined time parameters will be published for
met: each airport in the AD section of the AIP Germany.
– preceding and succeeding aircraft are approach­ Procedure
ing different parallel runways;
The participating pilots shall maintain listening watch
– both aircraft are established on the localizer; on the frequency published for the start-up approval.
– both aircraft are using precision approach aids In the event of any doubts or system-related difficul­
between OM and touchdown; ties, voice procedures shall be resumed. A clear­
– CAT I conditions prevail; ance issued by voice procedures supersedes a
– use of rwy 18 for departures in general. transmitted datalink clearance. If the de-icing of the
aircraft is required prior to departure, the start-up

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


GERMANY-8 AIR TRAFFIC CONTROL 13 APR 07

GERMANY - RULES AND PROCEDURES


approval and enroute clearance will only be issued – attention has to be paid, in particular, that the pi­
by voice procedures. lot or driver of the vehicle reads back the instruc­
Prior to departure, both the pilot and the competent tion correctly,
air traffic controller shall verify that the departure – the execution of the instruction shall be moni­
route assigned via DCL logically refers to the runway tored,
used and to the route indicated in the current flight – Note: Information that could prevent misunder­
plan. In the event of any deviations or doubts, voice standings includes, for example, aircraft type or
procedures shall be resumed. colour.
a. The pilot shall request start-up approval and en- The report ‘traffic in sight’ shall be obtained:
route clearance by means of an RCD not earlier
at point ti. – before entering or crossing a runway via rapid
exit taxiways,
NOTE: The data to be transmitted (e.g.: airline – prior to a take-off which depends on an aircraft
code, aircraft type) shall correspond to the data using an intersecting runway,
contained in the current flight plan. – for aircraft which are both in the air,
b. As soon as the air traffic control system has re­ – if there is any doubt that the aircraft or vehicle
ceived the RCD, the FSM will be transmitted au­ has the object concerned in sight
tomatically. If the RCD is rejected by means of
negative FSM, the pilot shall revert to voice pro­ DIFFERENCES FROM ICAO
cedures. STANDARDS AND PROCEDURES
c. A CLD is used to issue a start-up approval and
enroute clearance and to transmit the designator ICAO REFERENCE
of the current ATIS broadcast, the CTOT avail­
ANNEX 2
able at the Tower. Next frequency and, if neces­
sary, information in the free-text field. If a CTOT 3.2.3.1 All aircraft operated during day and
is not available, the acronym MDI (Minimum De­ night shall display the anti-collision light.
parture Interval) will be transmitted.
Exceptions may be granted by the competent au­
d. The pilot shall confirm a CLD by means of a thority.
CDA. If the pilot does not transmit the CDA with­
in the timeframe t1, the air traffic control system 3.3.1.2 In addition to ICAO provisions a flight
plan shall be filed in the following cases:
will automatically issue a negative FSM together
with the instruction to revert to voice procedures. – VFR flights during night in controlled airspace,
– aerobatic flights in controlled airspace and over
NOTE: In order to ensure integrity between aerodromes with ATC unit,
clearance (CLD) and readback (CDA), the CDA
may not differ from the CLD. The air traffic con­ – cloud flights of gliders,
trol system will not accept and process different – flights of manned free balloons and airships.
CDAs. Additional rule: Flights of civil aircraft in accor­
dance with the flight rules from and/or to Spain,
e. As soon as a CDA has been processed success­
Portugal, Italy, Greece, Norway, Sweden, Finland
fully, the air traffic control system will transmit a
and Iceland as far as they enter/leave the Feder­
positive FSM. Only when the FSM has been re­
al Republic of Germany via the countries listed
ceived, the process is completely finished.
above without intermediate stop, are likewise ex­
f. If it is not possible to issue the start-up approval empted from the obligation to file a flight plan.
together with the enroute clearance, the free-text
field will contain a time at which the start-up ap­ 3.3.1.4 Flight Plans shall be submitted 120
proval is regarded as issued, or the pilot receives hours and/or 5 days at the earliest, and 60 minutes
an FSM with the instruction to revert to voice at the latest prior to EOBT.
procedures.
3.6.5.1 In addition to the provisions for con­
CONDITIONAL CLEARANCE trolled flights, a continuous listening watch on the
appropriate radio frequency of the competent ATC
If the issuance of a clearance depends on another unit shall be maintained and, if required, two-way ra­
aircraft or vehicle movement, a conditional clearance dio communication shall be established with this unit
may be issued for expeditious traffic handling. The by pilots on VFR flights:
following conditions shall be met:
a) within control zones,
– the clearance relates to the immediately next air­
craft, vehicle or taxi movement, b) to controlled aerodromes,
– the aircraft or vehicle has the object concerned c) within controlled airspace during night,
visually identified and is able to maintain visual d) within those parts of ICAO Class E and G air­
contact, space that according to an “HX” designator may
– the controller has the objects involved in sight, change their status to ICAO Class D, E or F with­
out prior notification.
– the instruction is issued in a clear and unmistak­
able manner, Exceptions to a), b) and d) may be granted by the
competent authority.

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


13 APR 07 AIR TRAFFIC CONTROL GERMANY-9

GERMANY - RULES AND PROCEDURES


4.1 In class “E” airspace a flight visibility of 8km Appendix 2, para 2
is also prescribed for flights below FL100. Flight Plan, item 10 “Equipment” deviations as fol­
A minimum flight visibility of 1.5Km is prescribed lows:
within class “G” airspace (airspace below 2500ft A - ADF
GND, unless classified otherwise). Rotorcraft, air­
ships and balloons may operate in a flight visibility of E - High End FMS
800m, if due recognition of obstacles is possible and F - Single FMS
permanent visual contact to the ground is main­ W - RVSM
tained clear of clouds.
Y - 8.33 kHz
4.2 If the ground visibility at an aerodrome within
a CTR is less than 5km or the ceiling is less than DOC 7030 FLIGHT PLAN
1500ft GND, aircraft flying in accordance with VFR Field 18:
may only take-off from or land at this aerodrome or
enter the CTR with an ATC clearance for a special The remark DOF - Date of flight, given in the se­
VFR flight. Regardless of weather conditions VFR quence year-month-day is used.
flights within control zones require an air traffic clear­
ance by the competent ATC unit in any case.
Cross-country flights under VFR with power-driven
aircraft shall be conducted at least 600m (2000ft)
above ground or water, unless for safety reasons a
higher level has to be maintained.
Cross-country flights below 600m (2000ft) above
ground or water may be conducted, under basic
VFR rules, Rules and Regulation of the Air accord­
ing to the classified airspace structure. The local
competent ATC authority may grant exemptions. If
special permission is granted to fly below the mini­
mum safe height over industrial plants, assemblies
of persons, accident sites or disaster areas, the pilot
shall:
– prior to departure, report to the unit designated
by the aeronautical authority of the Federal State
and provide the following information:
• location and time of the aircraft operation
• expected duration of flying below the mini­
mum safe height and
• aircraft identification and type
– prior to departure, coordinate the conduct of the
flight within the competent unit,
– while flying below the minimum safe height,
maintain constant radio listening watch and look
out for warning signals,
– immediately leave the area if so requested by
the competent authority.

Appendix 1, 4.1.1
Light signals for aerodrome traffic consisting of se­
ries of green flashes have in addition to “Return for
Landing” the following meaning “Continue Ap­
proach”.
6.7.2.2 Independent parallel departures.
During independent parallel departures at Munich
airport (distance between runways 7546ft/2300m
staggered by 4921ft/1500m does not apply.
PANS-ATM (DOC 4444)
4.1.2 ATC will decide individually and only dur­
ing day, whether to make the pilot responsible for fol­
lowing the preceding aircraft and maintaining his
own separation or not.

© JEPPESEN SANDERSON, INC. 1990, 2007. ALL RIGHTS RESERVED.


2 FEB 07 AIR TRAFFIC CONTROL GREECE-1

GREECE - RULES AND PROCEDURES


GENERAL published OCLs comply with the earlier version of
GREECE - RULES AND PROCEDURES

PANS-OPS, Document 8168.


In general, the air traffic rules and procedures in
For instrument approach procedures showing OCLs
force and the organization of the air traffic services
circling criteria are based on United States Stan-
are in conformity with ICAO Standards, Recom-
dards for Terminal Procedures (TERPS) as shown
mended Practices and Procedures.
right above.
Units of measurement used in connection with all air
traffic services in Greece: Circling Approach Area
Radii (r) defining size of areas, vary with the ap­
MEASUREMENT OF UNIT proach category.

Distance used in Nautical Miles and


navigation, position Tenths
reporting, etc.,
generally in excess of 2
to 3 nautical miles

Relatively short Meters


distances (e.g., runway
lengths)

Altitude, elevations, and Feet and/or Meters


heights

Horizontal speed Knots


including wind speed
APPROACH CATEGORY RADIUS (MILES)
Vertical speed Feet per Minute
A 1.3
Wind direction for Degrees Magnetic B 1.5
landing and take-off C 1.7
Wind direction except Degrees True D 2.3
for landing and take-off
A minimum obstacle clearance of 300’ is provided
Visibility including Kilometers or Meters within the circling approach area.
runway visual range AIRPORT OPERATING MINIMUMS
Altimeter setting, Hectopascals Greece publishes OCA(H)s, or OCLs and visibilities
atmospheric pressure for landing.
Jeppesen charted minimums are not below State
Temperature Degrees Celsius
minimums.
Weight Metric Tons or SPECIAL REQUIREMENTS AND
Kilograms
REGULATIONS
Time Hours and minutes, the
day of 24 hrs beginning OPERATION OUTSIDE CONTROLLED OR
at midnight UTC ADVISORY AIRSPACE
Aircraft and helicopters shall not be flown outside
WGS-84 IMPLEMENTATION STATUS the lateral limits of controlled or advisory airspace
Starting with year 2001, WGS-84 reference datum unless permission has been obtained from ATC.
has been largely introduced at many airports and in RADAR ADVISORY SERVICE
the en-route airspace structure, but full implementa­
tion is not yet completed. Service is available on frequency 129.80MHz
call-sign “TUGRIT SERVICE”. If contact on the
FLIGHT PROCEDURES above frequency is not possible aircraft in emergen­
cy may call the emergency frequency of 121.5MHZ
HOLDING
using the same callsign (TUGRIT SERVICE).
Holding procedures comply with ATC Chapter Part
CONTROLLED FIRING AREA
IV. Holding Procedures, table Holding Speeds ICAO
Doc 8168. In addition to Danger Area, Restricted Area and Pro­
hibited Area the term CONTROLLED FIRING AREA
PROCEDURE LIMITATIONS AND OPTIONS
has been introduced which is defined as an airspace
Instrument approach procedures with OCA(H)s of defined dimensions within which firing of projec­
comply with the new PANS-OPS, Document 8168, tiles and missiles takes place and is coordinated in
Volume II. Instrument approach procedures with such a manner that air traffic operating through that
area is not endangered. The letter ‘C’ has been as­
signed to identify Controlled Firing Area.

© JEPPESEN SANDERSON, INC. 1991, 2007. ALL RIGHTS RESERVED.


GREECE-2 AIR TRAFFIC CONTROL 2 FEB 07

GREECE - RULES AND PROCEDURES


FLIGHT PLANNING Telefax: +30 2109972590
SITA: ATHMKYA
Flight plans for all flights entering/exiting the Athinai AFTN: LGMDZDZX
FIR/UIR shall include FIR/UIR entry and exit points
in item 15 of the FPL. General ATFCM enquiries should be addressed to
IFPS/CFMU OPERATIONS the FMP Manager:

The Integrated Initial Flight Plan Processing System ATH/MAK FMPs


element of the EUROCONTROL Central Flow Man­ Hellenic Civil Aviation Authority
agement Unit (CFMU) is the sole source for the dis­ Air Navigation Department
tribution of the IFR General Air Traffic (GAT) FPL Athinai ACC
and associated messages to ATS units within the IF­ Address: POB 70360
PS. The only required addresses are those of the GLYFADA
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ GR 16610
tigny (Paris).
Tel: +30 2109972656
FLIGHT PLAN MESSAGE ADDRESSING Telefax: +30 2109647329
Email: [email protected]
AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X SPECIFIC REQUIREMENTS
Repetitive Flight Plans (RPL) Air carriers violating the allocated slots at the region­
Aircraft Operators are reminded that RPL data is to al fully co-ordinated airports by +/- 30 minutes are
be addressed to the: subject to a monetary penalty equal to 8000 Euros.
Where the deviation is justified by certain codes as
CFMU they are described in the IATA’s Airport Handling
RPL Section Manual (23rd Edition) no penalty will be imposed.
Address: Rue de la Fusee 96 The following codes are exempted: 18, 41 to 48, 51,
Brussels 52, 71 to 77, 81 to 89, 97 and 98.
B-1130 A monetary penalty accounting 12000 Euros will be
imposed, when an air carrier operates without an al­
in parallel with their normal submissions, as re­ located slot or the carrier’s aircraft remains on the
quired, and to National Authorities. ground for more than 2hrs in a regional fully co-ordi­
For complete details on the CFMU and IFPS proce­ nated airport without prior permission by the appro­
dures, refer to the Eurocontrol CFMU manuals or to priate authorities.
the Jeppesen European Air Traffic Flow and Capaci­ A SLOT performance committee is established for
ty Management (EATFCM) User Guide. the evaluation of violations. No penalty will be im­
FLOW MANAGEMENT POSITIONS posed without any prior decision of the committee.

Operational ATFCM enquiries should normally be ACAS II/TCAS II REQUIREMENTS


addressed to following local FMPs: All civil fixed-wing turbine-engined aircraft having a
maximum take-off mass exceeding 5700kg, or a
Athinai FMP covering Athinai ACC
maximum approved passenger seating configuration
Hellenic Civil Aviation Authority of more than 19 will be required to be equipped with
Athinai FMP ACAS II.
Athinai Area Control Center
Address: P.O. 70360 DIFFERENCES FROM ICAO
GLYFADA STANDARDS AND PROCEDURES
GR 16610
ICAO REFERENCE
Tel: +30 2109972654
+30 2109972693 ANNEX 2
Telefax: +30 2109972590
SITA: ATHECYA 3.9 Outside controlled airspace helicopters may
operate clear of clouds with a flight visibility of 800m
AFTN: LGGGZDZX
(0.5 mile) provided they are flying at a speed that will
Makedonia FMP covering Makedonia ACC give adequate opportunity to observe other traffic or
Hellenic Civil Aviation Authority obstruction in time to avoid collision.
Makedonia FMP
Athinai Area Control Center
Address: . P.O. 70360
GLYFADA
GR 16610
Tel: +30 2109972654
+30 2109972693

© JEPPESEN SANDERSON, INC. 1991, 2007. ALL RIGHTS RESERVED.


26 MAY 06 AIR TRAFFIC CONTROL HUNGARY-1

HUNGARY - RULES AND PROCEDURES


GENERAL AIRPORT OPERATING MINIMUMS
HUNGARY - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Hungary does not publish State airport operating
force and the organization of the air traffic services minimums, except for circle-to-land.
are in conformity with ICAO Standards, Recom­ Hungary publishes Obstacle Clearance Altitudes
mended Practices and Procedures. (Heights) [OCA(H)].
Units of measurement used in connection with all air
traffic services in Hungary: SPEED RESTRICTIONS

MEASUREMENT OF UNIT Outside controlled airspace and Temporary Segre­


gated Areas (TSA), IFR flights limited to Max IAS
Distance used in Nautical Miles and 250KT.
navigation, position Tenths
reporting, etc.
ATS AIRSPACE CLASSIFICATIONS
Hungary has adopted the ICAO ATS airspace classi­
Relatively short Meters
fication as listed in ATC-Chapter “ICAO ATS Air­
distances such as
space Classifications - Annex II”. Within Budapest
those relating to
FIR, however, only the airspace classes “C”, “D”, “F”
aerodromes (e.g.,
and “G” are used. IFR flights are not permitted in
runway lengths)
class “G” airspace. VFR night flights in class “G” air­
Altitude, elevations, and Feet space have to maintain a listening watch on the ap­
heights propriate radio frequency.
Enroute GAT VFR flights shall not be operated
Horizontal speed Knots above FL195 within class “C” airspace at transonic
including wind speed and supersonic speeds.
For differences from ICAO VMC specifications refer
Vertical speed Feet Per Minute
ATC Hungary, Chapter “Differences from ICAO Stan­
Wind direction for Degrees Magnetic dards and Procedures”.
landing and taking off
SPECIAL REQUIREMENTS AND
Wind direction except Degrees True
for landing and taking REGULATIONS
off
IFPS/CFMU OPERATIONS
Visibility including Kilometers or Meters
runway visual range The Integrated Initial Flight Plan Processing System
element of the EUROCONTROL Central Flow Man­
Altimeter setting, Hectopascals agement Unit (CFMU) is the sole source for the dis­
atmospheric pressure tribution of the IFR General Air Traffic (GAT) FPL
and associated messages to ATS units within the IF­
Temperature Degrees Celsius PS. The only required addresses are those of the
two IFPS Units (IFPU) at Haren (Brussels) and Bre­
Weight Metric Tons or tigny (Paris).
Kilograms
Aircraft Operators may submit flight plans directly to
Time Hours and minutes, the the IFPUs without going through an ATS Reporting
day of 24 hrs beginning office.
at midnight UTC.
FLIGHT PLAN MESSAGE ADDRESSING
WGS-84 IMPLEMENTATION STATUS
AFTN: EBBDZMFP and LFPYZMFP
All geographical coordinates indicating latitude and SITA: BRUEP7X and PAREP7X
longitude are expressed in WGS84 reference datum.
Repetitive Flight Plans (RPL)
FLIGHT PROCEDURES Aircraft Operators are reminded that RPL data is to
be addressed to the:
HOLDING CFMU
Holding procedures comply with ATC-Chapter RPL Section
“Flight Procedures (DOC 8168) Part IV. Holding Pro­ Address: Rue de la Fusee 96
cedures”, table “Holding Speeds ICAO DOC 8168”. Brussels
B-1130
PROCEDURE LIMITATIONS AND OPTIONS
in parallel with their normal submissions, as re­
Instrument approach procedures are in accordance quired, and to National Authorities.
with new PANS-OPS Document 8168, Volume II, 3rd
Edition.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


HUNGARY-2 AIR TRAFFIC CONTROL 26 MAY 06

HUNGARY - RULES AND PROCEDURES


For complete details on the IFPS and CFMU proce­ The pilot"s avoiding action should be reported as
dures, refer to the Eurocontrol CFMU manuals or to soon as possible prior to the point from which the
the Jeppesen European Air Traffic Flow Manage­ aircraft is expected to deviate from the assigned
ment (EATFM) User Guide. flight path, stating the required direction of turn and
estimated distance from the prescribed track.
DIFFERENCES FROM CFMU STANDARD
PROCEDURES DIFFERENCES FROM ICAO
FPL and associated messages for IFR/GAT flights
STANDARDS AND PROCEDURES
within Budapest FIR shall be addressed to both
IFPS as above and to: ICAO REFERENCE
LHBPZEZX - Central address for processing and
dissemination of FPL for Budapest/Ferihegy ACC, ANNEX 2
App or TWR:
3.3.1.2 In addition to ICAO specifications a
LHCCYWYX
flight plan shall be filed for:
– for all military and other state flight
– any flight in the ADIZ, with the exception of agri­
– all civil flights arriving or departing from military cultural aerial work,
aerodromes or operating through military CTR
– any flight in a Traffic Information Zone (TIZ),
– all domestic flights.
– any VFR night flight.
LHCCZIZX for all IFR/VFR flights outside the con­
– VFR flights above FL195 with the exception of
trolled airspace.
those planned in adhoc segregated airspace.
FPL shall be addressed additionally to all units con­
cerned using the below address indicators and their 3.3.1.4 Additionally, flight plans may not be
combinations. filed earlier than 6 days before operation.
– LHBPYDYG for all flights with destination Budap­ 4.1 In class “G” airspace at and below 4000ft
est/Ferihegy airport. (1200m) AMSL or 1000ft (300m) AGL, whichever is
– LHBPYDYV for all private and General Aviation higher, lower flight visibilities for helicopters is limited
Flights below 20000kg MTOW aircraft arriving or to 750m.
departing from Budapest/Ferihegy airport.
Appendix 3

OPERATIONAL DATA From FL80 (2450m STD) to FL200 (6100m STD) in­
clusive IFR flight levels are also used for VFR flights.
Flow Management Position (FMP) Budapest
Tel: +361 2969183 PANS-ATM (DOC 4444)
+361 2969152
Telefax: +361 2969152 Appendix 2, Para 2
Public Hours: H24
The indicator LHZZ shall be used for aerodromes
ATS Reporting Office (ARO) Budapest/Ferihegy not allocated an ICAO four-letter location indicator.
Tel: +361 2911085 The use of Mach number to indicate cruising speed
Telefax: +361 2966925 is not permitted within Budapest FIR.
Public Hours: H24

ACASII/TCASII REQUIREMENTS
Civil fixed wing turbine-engined aircraft exceeding
15000kg, or a maximum approved passenger seat­
ing configuration of more than 30, are required to be
equipped with, and operate ACAS II.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption

AIR TO GROUND INFORMATION


REGARDING ADVERSE WEATHER
When a controlled aircraft experiencing adverse
weather which is likely to force the pilot to initiate ac­
tion to circumnavigate the adverse weather area be­
yond the prescribed track keeping accuracy (±5NM),
this should be reported in sufficient time to permit
ATC to coordinate with the neighboring unit respon­
sible for the control of traffic in the area concerned.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


13 MAY 05 AIR TRAFFIC CONTROL ICELAND-1

RULES AND PROCEDURES


GENERAL FLIGHT PROCEDURES
In general, the air traffic rules and procedures in
force and the organization of the air traffic services HOLDING
are in conformity with ICAO Standards, Recom­ Holding procedures comply with Table IV-1-1, pub­
mended Practices and Procedures. lished on AIR TRAFFIC CONTROL Pages series
Units of measurement used in connection with all air 200.
traffic services in Iceland:
PROCEDURE LIMITATIONS AND OPTIONS
MEASUREMENT OF UNIT
Instrument approach procedures comply with the
Distance used in NM and TENTHS new PANS-OPS, Document 8168, Volume II, 3rd
navigation, position edition.
reporting, etc.,
generally in excess of 2 AIRPORT OPERATING MINIMUMS
to 3 nautical miles
Iceland does not publish State airport operating min­
Relatively short METERS imums.
distances such as Iceland publishes Obstacle Clearance Altitudes
those relating to (Heights) [OCA(H)].
aerodromes (e.g.,
runway lengths)
ATS AIRSPACE CLASSIFICATIONS
Altitude, elevations, and FEET
Iceland has adopted the ICAO ATS airspace classifi­
heights
cation as listed on ATC page 351.
Horizontal speed KNOTS Airspace classes “B” and “F,” however, are not used
including wind speed within Reykjavik FIR/CTA.
Reykjavik FIR is designated as MNPS airspace be­
Vertical speed FEET per MIN tween FL285 and FL410.
Wind direction for DEG/MAG RVSM is applied within Reykjavik FIR - MNPS air­
landing and taking off space for RVSM approved aircraft only.

Wind direction except DEG/TRUE


for landing and taking
SPECIAL REQUIREMENTS AND
off REGULATIONS
Visibility including KM or METERS3 ATFM Procedures
runway visual range Departures from Iceland entering the EUR region
will be subject to any ATFM measures affecting their
Altimeter setting, hPa1 flight profile and managed by the Eurocontrol Cen­
atmospheric pressure tral Flow Management Unit (CFMU).
Temperature DEG/CELSIUS2 Flights whose profile takes them into a regulated
(CENTIGRADE) sector/aerodrome within the area of responsibility of
the CFMU will receive calculated take-off time
Weight mt or KGS (CTOT) via slot allocation message (SAM). Reykjav­
ik flow management position (FMP) provides a point
Time HR & MIN, the DAY of of contact locally for information on the process and
24 HR BEGINS AT procedures applicable. Reykjavik FMP is located in
MIDNIGHT UTC the Reykjavik ACC and can be contacted via phone
on:
1
Inches O/R.
+354 569 4294 or 569 4141.
2
Degrees Fahrenheit O/R at Keflavik Apt.
3
Statute miles O/R at Keflavik Airport. IFPS/CFMU OPERATIONS

WGS 84 IMPLEMENTATION STATUS The Integrated Initial Flight Plan Processing System
element of the EUROCONTROL Central Flow Man­
All geographical coordinates indicating latitude and agement Unit (CFMU) is the sole source for the dis­
longitude are expressed in WGS 84 reference da­ tribution of the IFR/General Air Traffic (GAT) portions
tum. of flight plan information to ATS Units (ATSUs). The
only addresses are those of the two IFPS Units (IF­
PU) at Haren (Brussels) and Bretigny (Paris).

© JEPPESEN SANDERSON, INC., 1991, 2005. ALL RIGHTS RESERVED.


ICELAND-2 AIR TRAFFIC CONTROL 13 MAY 05

RULES AND PROCEDURES


FLIGHT PLAN MESSAGE ADDRESSING ACAS II / TCAS II
AFTN: EBBDZMFP and LFPYZMFP All turbine-engined aeroplanes having a maximum
SITA: BRUEP7X and PAREP7X certificated take-off mass exceeding 5700 kg or au­
thorized to carry more than 19 passengers are re­
FPL relating to traffic into or via the Reykjavik FIR quired to be equipped with, and operate ACAS II.
shall be addressed to: BIRDZQZX/BIKFZTZX.

Flight Plan Submission DIFFERENCES FROM ICAO


a. 30 minutes for domestic flights; STANDARDS AND PROCEDURES
b. 60 minutes for international flights; except
c. 180 minutes for flights to Europe (CFMU). ICAO REFERENCE

Repetitive Flight Plans (RPL) ANNEX 2


Aircraft Operators are reminded that RPL data is to 2.2 IFR compulsory for all flights within the Reyk­
be addressed to the: javik FIR/OCEANIC SECTOR when operated at or
RPL Section of the CFMU above FL60 or 2000ft AGL, whichever is the higher.
Address: Rue de la Fusee 96 Rules Applicable to all IFR Flights
B-1130
Brussels Minimum Levels
in parallel with their normal submissions, as re­ Except necessary for take-off or landing, or except
quired, and to National Authorities. For complete de­ when specifically authorized by the appropriate au­
tails on the IFPS and CFMU procedures, refer to the thority, an IFR flight shall be flown at a level which is
Eurocontrol CFMU manuals or to the Jeppesen Eu­ at least 2000ft (600m) above the highest obstacle
ropean Air Traffic Flow Management (EATFM) User within 8Km of the estimated position of the aircraft.
Guide.
NOTE: The estimated position of the aircraft will take
Requests for Oceanic Clearance account of the navigational accuracy which can be
achieved on the relevant route segment, having re­
Aircraft entering Reykjavik Control Area shall obtain gard to the navigational facilities available on the
oceanic clearance through Iceland Radio prior to en­ ground and in the aircraft.
tering Reykjavik OCA:
– From Edmonton/Murmansk Control Areas on HF Change from IFR to VFR Flight
frequencies. When an aircraft operating under IFR is flown in or
– From Scottish and Stavanger Areas on encounters VMC, it shall not cancel its IFR flight un­
127.85MHz or on HF frequencies. The Oceanic less it is anticipated, and intended, that the flight will
Clearance is transmitted from Reykjavik OACC be continued for a reasonable period of time in unin­
once Scottish or Stavanger ACC’s have coordi­ terrupted visual meteorological conditions.
nated the flight with Reykjavik, therefore the
clearance should be available within the time 3.1.1.2 A flight plan is required for all flights.
frame of 10 to 30 minutes prior to entry into 4.1 Within Class “G” airspace at or below 3000ft
Reykjavik FIR/CTA. Aircrews are reminded to (900m) MSL or 1000ft (300m) above terrain, which­
maintain a listening watch on Stavanger or Scot­ ever is the higher, aircraft may operate in flight visi­
tish control frequency until instructed to contact bility not less than 3Km, clear of clouds and in sight
Reykjavik Control. If due to frequency conges­ of the surface, if the speed is 140 KT IAS or less.
tion aircrews are unable to get their Oceanic
Clearance prior entry they are expected to enter
Reykjavik OCA at the flight level cleared by Sta­
vanger or Scottish and contact Reykjavik Control
on assigned frequency.
– All routine position reports, MET and company
messages shall be delivered through Iceland Ra­
dio on voice or via ADS. Aircrews are reminded if
they are in contact with Reykjavik Control that
they are to maintain listening watch on the Con­
trol frequency while transmitting the reports to
Iceland Radio.
– Aircraft unable to contact Iceland Radio on HF
should request the ATC authority for the airspace
in which they are operating to relay their request
for Oceanic Clearance to Reykjavik Center. Air­
craft in communication with Iceland Radio on HF,
should also maintain communication with the
ATC authority for the airspace in which they are
operating

© JEPPESEN SANDERSON, INC., 1991, 2005. ALL RIGHTS RESERVED.


16 JUN 06 AIR TRAFFIC CONTROL IRELAND-1

IRELAND - RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
IRELAND - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Instrument approach procedures for civil airports
force and the organization of the air traffic services comply with the new PANS-OPS, Document 8168,
are in conformity with ICAO Standards, Recom­ Volume II.
mended Practices and Procedures. Instrument approach procedures for military aero­
Units of measurement used in connection with all air dromes are based on the United States Standards
traffic services in Ireland: for Terminal Procedures (TERPS).

MEASUREMENT OF UNIT AIRPORT OPERATING MINIMUMS

Distance used in Nautical Miles and Ireland publishes OCA(H)s for civil airports and
navigation, position Tenths DA/MDA, ceiling and visibilities for military aero­
reporting, etc., dromes.
generally in excess of 2 Jeppesen charted minimums are not below State
to 3 nautical miles minimums.

Relatively short Meters


distances such as ATS AIRSPACE CLASSIFICATIONS
those relating to
aerodromes (e.g., Ireland has adopted the ICAO ATS airspace classifi­
runway lengths) cation as listed in ATC-Chapter “ICAO ATS Airspace
Classifications - Annex 11”.
Altitude, elevations, and Feet Within Shannon FIR/UIR, however, only the airspace
heights classes “A”, “C” and “G” are used.
For differences from ICAO VMC specifications see
Horizontal speed Knots
relevant paragraph below.
including wind speed

Vertical speed Feet Per Minute SPECIAL REQUIREMENTS AND


Wind direction for Degrees Magnetic REGULATIONS
landing and taking off
ACAS II/TCAS II REQUIREMENTS
Wind direction except Degrees True
for landing and taking Civil fixed wing turbine-engined aircraft exceeding
off 5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be
Visibility including Kilometers or Meters equipped with, and operate ACAS II.
runway visual range

Altimeter setting, Hectopascals IFPS/CFMU OPERATIONS


atmospheric pressure
General
Temperature Degrees Celsius The Integrated Initial Flight Plan Processing System
element of the EUROCONTROL Central Flow Man­
Weight Metric Tons or
agement Unit (CFMU) is the sole source for the dis­
Kilograms
tribution of the IFR General Air Traffic (GAT) FPL
Time Hours and minutes, the and associated messages to ATS units within the IF­
day of 24 hrs beginning PS. The only required addresses are those of the
at midnight UTC two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris).
WGS-84 IMPLEMENTATION STATUS
FLIGHT PLAN MESSAGE ADDRESSING
All geographical coordinates indicating latitude and
longitude are expressed in WGS-84 reference da­ AFTN: EBBDZMFP and LFPYZMFP
tum. SITA: BRUEP7X and PAREP7X

Repetitive Flight Plans (RPL)


FLIGHT PROCEDURES
Aircraft Operators are reminded that RPL data is to
be addressed to the:
HOLDING
CFMU
Holding procedures comply with ATC-Chapter
RPL Section
“Flight Procedures (DOC 6168) Part IV. Holding Pro­
cedures”, table “Holding Speeds ICAO DOC 8168”. Address: . Rue de la Fusee, 96
Brussels
B-1130

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


IRELAND-2 AIR TRAFFIC CONTROL 16 JUN 06

IRELAND - RULES AND PROCEDURES


Telefax: 32 2 729 9042 Flights plans for random routes along the bound­
SITA: BRUER7X aries of, or through the NOTA, shall provide for
a. Entry and exit to/from the NOTA only through
in parallel with their normal submissions, as re­
one of the designated boundary points and
quired, and to National Authorities.
b. Include this point in their flight plan.
For complete details on the IFPS and CFMU proce­
dures, refer to the Eurocontrol CFMU manuals or to Addressing of Flight Plan Messages
the Jeppesen European Air Traffic Flow and Capaci­
ty Management (EATFCM) User Guide. Flight plans required for the NOTA should be ad­
dressed to the IFPS addresses EBBDZMFP and LF-
SHANNON OCEANIC TRANSITION AREA PYZMFP.
(SOTA) Application of MACH Number Technique
The Shannon Oceanic Transition Area is a portion of Flights entering the NOTA shall maintain their as­
the Shanwick FIR/Oceanic Control Area (OCA) to signed MACH number unless otherwise instructed
the Southwest of Ireland, within which air traffic ser­ by Shannon ACC.
vices are provided by Shannon ATCC.
a. Flights shall be conducted in accordance with Oceanic Clearance
IFR when operating within SOTA airspace. All flights planning to enter NOTA from Shannon or
b. A FPL shall be submitted for all flights prior to Scottish airspace must obtain an Oceanic Clearance
operating in the SOTA airspace other than those from Shanwick Oceanic Control Centre.
flights which may be operated within arranged All flights planning to enter the NOTA from Shanwick
temporary airspace reservations. oceanic airspace must be cleared by the Oceanic
c. Aircraft departing from Irish airports planning to Control Centre to the appropriate landfall or oceanic
enter the NAT airspace north of GOMUP, at exit point.
OMOKO or LASNO shall obtain Clearance from Flights requesting a change to their Oceanic Clear­
Shannon ACC prior to departure. ance whilst in the NOTA must make their request to
For departures from Shannon operators should Shannon ACC on VHF and not to Shanwick on HF
contact Shannon ACC, Tel. 061 770700, 45 min­ or CPDLC.
utes before ETD, or pilots may contact Shannon
ACC, frequency 121.7MHz, 45 minutes before Communications
ETD. To obtain Oceanic Clearance pilots should
contact Shannon ATCC at least 15 minutes be­ Communications between aircraft in the NOTA and
fore start up. Shannon ACC are via VHF on frequencies 122.97 or
125.87MHz. Flights unable to contact Shannon ACC
For departures from other airports operators on VHF should use the appropriate HF facility, ad­
should contact the local ATS unit 45 minutes be­ dressing their message to Shannon ACC.
fore ETD and request Oceanic Clearance.
d. Estimates for the boundary crossing points be­ Procedures for Flights entering the NOTA from
tween SOTA airspace and adjoining UK and Shannon or Scottish airspace
Brest FIRs and Shanwick OCA shall be included
in the flight plan. Flights entering the NOTA from Shannon or Scottish
FIR/UIR are required to:
e. The change from true airspeed to MACH number
westbound, and from MACH number to true air­ – Have previously obtained an oceanic clearance
speed eastbound, should occur at latitude containing one or more of the NOTA entry/exit
W008. points.
f. All aircraft entering the SOTA will be cleared in – Contact Shannon ACC on the appropriate fre­
accordance with normal ATC procedures via quency before entering the NOTA.
standard routes associated with their cleared – Enter the NOTA in accordance with the condi­
Oceanic Track. tions of their oceanic clearance, unless by prior
g. Flights which intend operating in the Shannon arrangement with Scottish and Shannon ACC.
UIR and SOTA at FL250 and above should flight – Maintain transponder code previously assigned
plan via the published standard route structure. by Shannon or Scottish ACC.
– Continue as prescribed by its oceanic clearance,
NORTHERN OCEANIC TRANSITION AREA unless cleared on an alternative routing by Sh­
(NOTA) annon ACC after entering the NOTA

Flight Planning Procedures for Aircraft entering the NOTA from


Oceanic airspace
A flight plan is required for flights intending to oper­
ate in, or, along the boundaries of the NOTA. Flights entering the NOTA from Shanwick Oceanic
NAT Organized tracks (both eastbound and west­ are required to:
bound) which route through the NOTA will include – Contact Shannon ACC on the appropriate fre­
the relevant designated crossing points on the west­ quency before entering the NOTA.
ern or northern boundary of the NOTA.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


16 JUN 06 AIR TRAFFIC CONTROL IRELAND-3

IRELAND - RULES AND PROCEDURES


– Set transponder code assigned by Shannon – Flight Identification;
ACC. – Oceanic entry point and ETA;
– Continue to the designated landfall point includ­ – Requested Mach Number and Flight Level;
ed in the oceanic clearance, unless otherwise
cleared to change route by Shannon ACC. – Any change to the flight plan affecting OCA;
– ETD, time, aerodrome name, e.g. ETD 1137
EINN.
OCEANIC CLEARANCE PROCEDURES
On receipt of the OCM, Shannon ACC will copy the
FROM IRISH AIRPORTS clearance to the appropriate aerodrome for relay to
the aircraft prior to departure.
Oceanic Clearance using Data Link
The oceanic clearance at each aerodrome will be re­
The procedure will apply to all ORCA compliant air­ layed.
craft operators departing from Irish airports, regis­
tered and approved by Shanwick Oceanic, for whom Oceanic Reclearances
pre-departure oceanic clearances are required.
Crews must inform Shanwick, as early as possible, if
Clearance Delivery Procedures will continue for a reclearance is required, especially if an aircraft’s
non-ORCA compliant aircraft and in case of ORCA departure is delayed, resulting in non compliance
transaction failure. with the original Oceanic clearance. The following
methods may be used.
Requests for Oceanic Clearance
ORCA may be used to pass a revision, by submitting
Clearance should be requested between 20 and 60 a revised clearance request, provided the aircraft is
minutes prior to departure, when an accurate bound­ 30 minutes or more, from the Oceanic boundary
ary ETA can be estimated. point.
All flights (ORCA and non-ORCA) in receipt of oce­ Shanwick ATC-initiated re-clearances:
anic clearance and requesting start-up shall notify Shanwick will telephone Shannon ACC, who will be
Aerodrome ATC ‘Oceanic Clearance Received’ on responsible for ensuring that Aerodrome ATC will re­
first contact. lay the re-clearance to aircraft.
Aerodrome ATC shall not allow aircraft to depart, un­ Aerodrome ATC to Air Crew-initiated re-clearances:
less they are assured that an Oceanic Clearance
has been received. The relevant Aerodrome ATC will inform Shannon
ACC, who will forward a ‘Revision message’. Shan-
Clearance will be based on the boundary ETA and wick will issue a revised OCM, which Shannon ACC
not on ETD as heretofore. will forward to Aerodrome ATC for relay to the air­
Shanwick will not apply a 10-minute ‘buffer’. After craft.
the clearance has been issued the crew will be re­
sponsible for ensuring that standard ATC time revi­
sions are passed (± 3 minutes). DIFFERENCES FROM ICAO
Aerodrome ATC shall issue the ‘domestic clearance’ STANDARDS AND PROCEDURES
prior to departure to the oceanic entry point.

Orca Process ICAO REFERENCE

Oceanic clearance requests (RCL) may be request­ ANNEX 2


ed directly by the pilot utilizing ORCA.
The RCL must contain an accurate boundary ETA, 3.3.1.2 In addition to ICAO specifications a
based on the expected ETD. The free-text field of flight plan shall be submitted for any flight of which at
the RCL should include the phrase, ‘ETD, time, least 30NM is over water.
aerodrome name’, e.g. ETD 1137 EINN. 4.1 Within class “G” airspace at and below
Following completion of the ORCA transaction, the 3000ft AMSL or 1000ft above terrain, whichever is
crew must notify Aerodrome ATC of receipt of the the higher, a flight visibility of 3Km is permitted for
oceanic clearance, using the phrase ‘Oceanic Clear­ flights operated at an IAS of 140KT or less. Helicop­
ance received’ (confirming oceanic entry point and ters may be flown below 1000ft AGL in a flight visibil­
required departure time). ity of not less than 1000m if maneuvered at a speed
which would give the pilot adequate opportunity to
Voice Process (non ORCA aircraft and if ORCA observe other traffic or any obstacle in good time to
transaction fails) avoid collision.
The request for Oceanic Clearance should be tele­ 4.6 Aircraft shall not be flown over congested ar­
phoned directly to Shanwick Oceanic (+44 1292 eas of cities, towns or settlements or over an open
692320) by the handling agent or operating compa­ air assembly of persons at less than
ny (at the request of the pilot) or by the aircraft crew. – a height of 1500ft above the ground or water, or
Aerodrome ATC may also be used, if required, to re­
a height of 1000ft above the highest obstacle
lay the request. within a radius of 2000ft (600m) from the aircraft,
The following method is to be used: or
– ‘Request Oceanic Clearance’; – such other height as would permit, in the event
of the failure of a power unit, a landing to be

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


IRELAND-4 AIR TRAFFIC CONTROL 16 JUN 06

IRELAND - RULES AND PROCEDURES


made clear of the area without undue hazard to
persons or property, whichever height is the
greatest.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


26 MAY 06 AIR TRAFFIC CONTROL ISRAEL-1

ISRAEL - RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
ISRAEL - RULES AND PROCEDURES

Instrument approach procedures comply with United


In general, the air traffic rules and procedures in States Standards for Terminal Procedures (TERPS).
force and the organization of the air traffic services
are in conformity with ICAO Standards, Recom­ Circling Approach Area
mended Practices and Procedures. Radii (r) defining size of areas, vary with the ap­
Units of measurement used in connection with all air
proach category.
traffic services in Israel:

MEASUREMENT OF UNIT

Distance used in Nautical miles and


navigation, position tenths
reporting, etc.,
generally in excess of 2
to 3 nautical miles

Relatively short Meters


distances such as
those relating to
aerodromes (e.g.,
runway lengths)

Altitude, elevations, and Feet APPROACH


heights RADIUS (MILES)
CATEGORY
Horizontal speed Knots A 1.3
including wind speed B 1.5

Vertical speed Feet per minute C 1.7


D 2.3
Wind direction for Degrees magnetic
landing and taking off A minimum obstacle clearance of 300ft is provided
within the circling approach area.
Wind direction except Degrees true
for landing and taking Speed Limitations
off
Unless otherwise authorized, speed limitation im­
Visibility including Kilometers or meters posed as follows:
runway visual range IFR/VFR: 250 KT IAS below 10000ft MSL in Class
“C” airspace.
Altimeter setting, Hectopascal or VFR: 180 KT IAS within defined CVFR routes.
atmospheric pressure Millibars
AIRPORT OPERATING MINIMUMS
Temperature Degrees Celsius
Israel publishes DA(H), MDA(H), ceiling and visibility
Weight Metric Tons or for landing. Ceiling and visibility minimums are pub­
Kilograms lished for take-off at Elat.
Jeppesen charted minimums are not below State
Time Hours and minutes, the minimums.
day 24 hours beginning
Within Tel Aviv FIR, however, only the airspace
at mid-night UTC.
classes “A” and “C” are used. Speed limitations im­
posed in Class “A” and “C” airspace for IFR and
WGS-84 IMPLEMENTATION STATUS CVFR traffic (see SPEED LIMITATIONS above).
All geographic coordinates indicating latitude and For differences from ICAO VMC specifications see
logitude are expressed as Universal transverse mer­ respective paragraph below.
cator on the European datum. Exceptions are ex­
pressed in WGS-84 reference datum.
SPECIAL REQUIREMENTS AND
FLIGHT PROCEDURES REGULATIONS

HOLDING AIR TRAFFIC FLOW MANAGEMENT


(ATFM)
Holding procedures comply with “Flight Procedures
(DOC 8168) Part IV. Holding Procedures”, table The Integrated Initial Flight Plan Processing System
“Holding Speeds ICAO DOC 8168”. element of the Eurocontrol Central Flow Manage­
ment Unit (CFMU) is the sole source for the distribu­
tion of the IFR General Air Traffic (GAT) FPL and as­
sociated messages to ATS units within the IFPS.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


ISRAEL-2 AIR TRAFFIC CONTROL 26 MAY 06

ISRAEL - RULES AND PROCEDURES


Traffic operating into the IFPZ should ensure that Flights from Cairo FIR along G183 are not permitted
Flight Plan Messages include the addresses of the to enter Tel-Aviv FIR from the SOUTH.
two IFPS Units (IFPU). From the West and Northwest: GITLA, SOLIN,
For complete details on the CFMU and IFPS proce­ MERVA or DAVAR.
dures, refer to the Eurocontrol CFMU manuals or to Flights entering the FIR other than those above, or
the Jeppesen European Air Traffic Flow Manage­ flying ‘off-airways’ direct from point to point outside
ment (EAFTM) User Guide. published ATS routes, are strictly prohibired, unless
Flight plans for traffic originating in the IFPZ with otherwise instructed by ATC.
destination Israel must contain the addresses LL­ Flights from Cairo FIR to Tel-Aviv FIR shall contact
TAZQZX and LLBGZYZY addition to the two IFPU Tel-Aviv FIR/South Control for identification, 10 min­
addresses. utes prior SHARM-EL-SHEIK, or over DELMA for
traffic departing Sharm-El-Sheik, and 10 minutes
ALTIMETRY prior NALSO

General CONTROLLED VFR


Within the Tel Aviv FIR, regional altimeter setting All VFR flights in Israel shall be operated as con­
procedures apply over land. Vertical displacement of trolled VFR flights.
aircraft will be expressed in terms of altitudes.

Arrivals FLIGHT PLAN MESSAGE ADDRESSING


Arriving traffic shall change from flight level to alti­ Flight movement messages relating to traffic into or
tude when leaving FL115 on descent, or when via the Tel-Aviv FIR shall be addressed as stated be­
crossing the coastline and flying over land, whichev­ low in order to warrant correct relay and delivery.
er is earlier.
International landings at Tel Aviv (Sde Dov) must es­ IFR flights into Tel-Aviv FIR:
tablish contact with “Tamroor” Tower at least 10 min­ – From the North:
utes prior to ETA and advise aerodrome of departure LLBGZQZX.
and number of passengers. After landing taxi to the – From the West:
apron “E” for security check, except turbine eng air­
LLBGYDYX, LLBGZYZY, LLBGZQZX, LLTA­
craft which are to request taxi to apron “S” and park
ZOZX.
south of position Number 1.
– From the South:
Departures LLBGYDYX, LLSCZRZX, LLBGZYZY.
Traffic departing Tel Aviv (Ben Gurion) shall change – From Jordan (*):
from altitude to flight level when leaving 10500ft fol­
lowing westbound SIDs, or when crossing the coast­ LLBGYDYX, LLTAZQZX, LLBGZTZX.
line and flying over water, whichever is later. – CVFR flights into Tel-Aviv FIR from
Traffic departing aerodromes other than Tel Aviv Jordan (*): the same as for IFR flights.
(Ben Gurion) shall change from altitude to flight level
when leaving 10500ft, or when crossing the coast­ (*) If flights are destined to the airports of
line and flying over water, whichever is later. Traffic Tel-Aviv/Sde-Dov or Jerusalem, the following ad­
shall remain under regional QHN when flying over dresses should be added to the above:
water below 10500ft. – LLSDZPZX, LLJRZTZX.

COMMUNICATIONS FLIGHT PLAN SUBMISSION


a. From Amman FIR: Flight plans for all flights departing Israeli aero­
Contact Tel Aviv Control as soon as practicable dromes to any destination shall be submitted to and
after take-off from Amman, and not later than transmitted by the ARO.
10NM east of TALMI for overflying traffic or
10NM east of SALAM for traffic entering Ben Gu­ SPECIFIC REQUIREMENTS
rion TMA.
b. From the SOUTH: Special Application of IFR
Flights operating more than 90Km seaward from the
Contact South Identification freq 132.00MHz (p)
shoreline shall be conducted in accordance with
or 127.75MHz (s) 10Min before Sharm-El-Sheik
IFR.
along Enroute R650. Level assigned remains the
same. Special Application of Private Flights
c. From the WEST and the NORTHWEST:
Request for overflight and landing permission shall
Contact ‘Tel Aviv Identification’ on 118.8MHz (p) be addressed to:
or 132.05MHz (s) not later than 180NM from
‘BGN’ VORDME. Ministry of Transport, Security Div
Flights entering Tel-Aviv FIR shall arrive at one of Tel: +972 3 954 54 53
the following reporting points: +972 3 954 54 54
From the EAST: SALAM or TALMI Telefax: +972 3 954 54 55
From the SOUTH: NALSO Email: [email protected]

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


26 MAY 06 AIR TRAFFIC CONTROL ISRAEL-3

ISRAEL - RULES AND PROCEDURES


DIFFERENCES FROM ICAO 2. Between CVFR and IFR flights 1000ft vertical
separation must be maintained.
STANDARDS AND PROCEDURES
3. Some of the lower levels in the above table may
not be usable due to terrain clearance.
ICAO REFERENCE

ANNEX 2
4.1 In Class “C” airspace, below 10000ft MSL,
flight visibility of 8Km is required.
5.3 IFR flights shall not be performed outside
controlled airspace.

Appendix 3
An aircraft shall be flown at flight levels or at alti-
tudes (whichever applies) corresponding to the mag-
netic tracks shown in the following table below.

TRACK

from 090° - 269° from 270° - 089°

IFR and CVFR Flights

Flight Flight
Altitude Altitude
Level Level

- 1000 feet - 2000 feet

- 3000 feet - 4000 feet

- 5000 feet - 6000 feet

- 7000 feet - 8000 feet

- 9000 feet - 10000 feet

110 11000 feet 120 12000 feet

130 13000 feet 140 14000 feet

150 15000 feet 160 16000 feet

170 17000 feet 180 18000 feet

190 19000 feet 200 20000 feet

210 21000 feet 220 22000 feet

230 23000 feet 240 24000 feet

250 25000 feet 260 26000 feet

270 27000 feet 280 28000 feet

290 29000 feet 310 31000 feet

330 33000 feet 350 35000 feet

370 37000 feet 390 39000 feet

410 41000 feet 430 43000 feet

etc. etc.

NOTE:
1. Between CVFR flights 500ft vertical separation
may be authorized.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


26 JAN 07 AIR TRAFFIC CONTROL ITALY-1

ITALY - RULES AND PROCEDURES


GENERAL Instrument approach procedures with DA/MDAs are
ITALY - RULES AND PROCEDURES

based on the United States Standards for Terminal


In general, the air traffic rules and procedures in Procedures (TERPS).
force and the organization of the air traffic services
are in conformity with ICAO Standards, Recom­ AIRPORT OPERATING MINIMUMS
mended Practices and Procedures. Italy publishes OCA(H)s and in some cases OCLs
Units of measurement used in connection with all air for civil airports, DA/MDAs, ceiling and visibilities are
traffic services in Italy: published for military aerodromes.
Jeppesen charted minimums are not below State
MEASUREMENT OF UNIT minimums.
Distance long (in Nautical Miles NOISE ABATEMENT PROCEDURES
excess of 4000M)
Initial Climb Procedure
Distance short (equal Meters Compliance with below described procedures is not
or less than 4000M) required in adverse weather conditions or for safety
reasons.
Altitude, elevations and Feet, Meters
heights During the initial climb phase pilots shall maintain
the following parameters:
Airspeed (sometimes Knots a. up to 1500ft QFE:
reported in MACH – take-off power;
Number), Ground
speed, Wind speed – take-off flap;
– climb at V2 + 10/20 KT IAS or as limited by
Vertical speed Feet per Minute body angle;
Wind direction for Degrees Magnetic b. at 1500ft QFE:
landing and taking off – reduce thrust and climb at V2 + 10/20 KT IAS
until reaching 3000ft QFE;
Wind direction except Degrees True
for landing and taking c. at 3000ft QFE:
off – accelerate smoothly to enroute climb speed
with flap retraction.
Visibility (< 5KM in Kilometers
Meters) Above described procedure apply to the following
airports: Ancona, Bergamo, Forli (RWY 30 only), Mi­
Runway visual range Meters lan (Linate), Milan (Malpensa), Naples, Pescara,
(RVR) Reggio Calabria (RWY 15/33 only), Rimini, Rome
(Ciampino), Rome (Fiumicino) (RWY 25 excluded),
Altimeter setting, Hectopascals Trieste (Ronchi Dei Legionari) (RWY 09 only), Trevi­
atmospheric pressure so (San Angelo).

Temperature Degrees Celsius Approach and landing procedures


Pilot shall conduct their flight at a speed which per­
Weight Kilograms mits operation of aircraft in clean configuration until
reaching a distance of approx 12NM from touch­
Time Second, minute, hour,
down.
day, week, month, year
Recommended speed is 210KT +/- 10KT or the air­
WGS-84 IMPLEMENTATION STATUS craft’s minimum performance speed if higher than
above.
WGS-84 compliant. Subsequent portion of the approach, either instru­
FLIGHT PROCEDURES ment or visual, shall be flown with a properly set
slope to achieve, if possible, a continuous descent,
HOLDING the interception of approach path not below 3000ft
QFE and aircraft to be established not beyond the
Holding procedures comply with ATC-Chapter OM or equivalent position.
“Flight Procedures Part IV Holding Procedures”, ta­
The use of reverse thrust at power higher than idle is
ble “Holding Speeds ICAO DOC 8168”.
allowed only in the event of proven safety/operation­
PROCEDURE LIMITATIONS AND OPTIONS al reasons.
Instrument approach procedures with OCA(H)s Execution technique must be performed with aircraft
comply with the new PANS-OPS, Document 8168, deceleration action and aerodynamic configuration
Volume II. Instrument approach procedures with change, so as to achieve final speed and configura­
published OCLs comply with the earlier version of tion at the OM, FAF or equivalent position.
PANS-OPS, Document 8168.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


ITALY-2 AIR TRAFFIC CONTROL 26 JAN 07

ITALY - RULES AND PROCEDURES


Compliance with the above procedure is recom­ If a start-up is denied, the flight crew shall be ad­
mended provided that it is compatible with ATC in­ vised of the reason.
structions and weather conditions are favorable. Non When an EOBT exceeds more than 15 minutes
compliance is allowed in case of precision approach changes, the AO/Pilot shall send a DLA/CHG mes­
CAT II/III. sage.
No instrument or visual approach shall be made at AO shall update their FPL with the new EOBT and
an angle of less than 3° if no ILS is available. The begin their taxi manoeuvre in accordance with the
above procedure is applicable at all Italian airports. ETOT/CTOT.
ATS AIRSPACE CLASSIFICATION If the EOBT has not been updated, the TWR/APP
will deny the start-up clearance if it is asked for at
Italy has adopted the ICAO ATS airspace classifica­ EOBT+15 minutes.
tion as listed in ATC chapter. Airspace class “B”,
however, is not used within Italian FIRs. Transponder WAKE TURBULENCE CATEGORY
equipment is mandatory for all aircraft operating in B757 shall be considered ‘Heavy’ cat with regard to
airspace classes “A”, “C”, “D” and “E”, and for IFR following aircraft and ‘Medium’ category with regard
flights in airspace class “F”. to preceding aircraft.
GAT VFR flights shall operated in accordance with Immediately after call sign, in the initial call after
the following rules: changing to a new radio frequency, aircraft shall re­
– enroute GAT VFR flights above FL195 are not al­ port:
lowed, – wake turbulence category, if ‘Super’ or ‘Heavy’,
– GAT VFR flights above FL195 up to FL285 in­ – aircraft type, if B757.
cluded, shall be allowed only:
• in ad-hoc reserved airspace or POSITION REPORTING PROCEDURES
• exceptionally, in accordance with specific ar­ a. When making a position report, the pilot shall
rangements agreed with the appropriate au­ transmit the following data in the sequence list­
thorities ed:
– aircraft identification,
– GAT VFR flights above FL285, within RVSM air­
space are permitted within reserved airspace – position,
only. RVSM rules are not applicable inside such – time,
reserved airspace. – flight level or altitude, including passing level
For differences from ICAO VMC specifications see and cleared level if not maintaining the
relevant paragraph below. cleared level,
SPECIAL REQUIREMENTS AND – speed maintained when assigned a speed to
maintain.
REGULATIONS
b. Position reports by aircraft flying within airspace
START-UP PROCEDURES AT ITALIAN where radar service is provided to controlled
AIRPORTS flights shall transmit the following data only:
All departing aircraft on IFR flight plan shall request – aircraft identification,
start-up clearance from the Control Tower, on the – position,
appropriate frequency. Start-up clearance shall be – time.
requested only when the aircraft is ready to start en­
gines immediately. c. After changing the radio telephony frequency,
the following data shall be transmitted:
When the expected delay is less than 15 minutes,
ATC will provide a clearance to start-up at its own – aircraft identification,
discretion. When the expected delay is 15 minutes – flight level or altitude, including passing level
or more, ATC will provide an expected delay to and cleared level if not maintaining the
start-up. In this case, pilots shall hold on apron cleared level,
maintaining a continuous listening watch on the ap­
– speed maintained shall be reported at each
propriate frequency in order to receive eventual revi­
position when assigned a speed to maintain.
sions to expected delay time.
Position reports shall be transmitted to the ATS unit
Aircraft, not ready to clear the apron within 10 min­
in charge of the airspace within which the aircraft is
utes after start-up clearance, at ATC discretion may
flying or, if unable, to any other aeronautical tele­
be subject to a new modified clearance. When re­
communication station to relay to the ATS unit in
questing start-up clearance and successively taxi
charge of the airspace.
clearance, destination and stand number must be
given respectively. Start-up and taxi clearance do
not constitute any priority to take-off, since flow se­
quence of departing traffic may be changed to meet
particular ATC requirements.
When an aircraft is subject to ATFCM regulations, it
should be advised to start-up in accordance with its
CTOT.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


23 FEB 07 AIR TRAFFIC CONTROL ITALY-3

ITALY - RULES AND PROCEDURES


“OPERATIONS NORMAL” REPORT permission may be requested not less than 2 hours
in advance of the EOBT).
In order to facilitate the provision of Alerting and
Search and Rescue Services, VFR flights that have Presidenza del Consiglio dei Ministri - Ufficio per i
submitted a flight plan, during the stretch of flight Voli di Stato, di Governo ed umanitari
within airspace of Classes E and G shall report as Tel: +39 06 67 793 513 MON-FRI
soon as possible after the first half hour of flight and (0800-2000LT), SAT (0800-1400LT)
half-hour intervals thereafter, merely to indicate that +39 06 67 791 SUN, HOL and any other
the flight is progressing according to plan. Such re­ day/time
port will comprise the identification Telefax: +39 06 699 05 66
The “Operations Normal” message shall be trans­ Email: [email protected]
mitted airground to the ATS unit in charge of the air­
space within the aircraft is flying or, if unable, to any Flow Management Position (FMP)
other aeronautical telecommunication station to re­ An FMP is established in each ACC within the
lay the message to the ATS unit in charge of air­ CFMU area of responsibility operating H24.
space.
If no “Operations Normal” report has been received Roma FMP
by ATS within a period of 30 min after the time it Roma ACC
should have been received, provisions relevant to Address: Via Appia Nuova 1491
the “Uncertainty Phase” will be applied. Roma
FLIGHT PLANNING 00178

When departing from or arriving at Italian airports FMP Manager:


with published SIDs and/or STARs, the route de­ Tel: +39 06 79086207
scription in Item 15 of the FPL shall start with the Telefax: +39 06 79086482
significant point which corresponds to the last point
of the SID and shall terminate with the significant FMP Controller:
point which corresponds to the first point of the Tel: +39 06 79897005
STAR. SID/STAR names must not be indicated. Telefax: +39 06 79897012
It is not allowed to insert direct segments (DCT) in
Brindisi FMP
the FPL, nor SID and STAR defined ‘ATC discretion’,
nor Radar Departure Routes. Brindisi ACC
Address: Via R. De Simone Aeroporto Brindisi
ATC CLEARANCE TO VFR TRAFFIC Brindisi-Casale
VFR aircraft intending to operate within class “C” 72011
and “D” airspaces and arriving from class “E”, “F”
FMP Manager:
and/or “G” airspace shall request ATC clearance be­
fore entering the airspace concerned reporting the Tel: +39 0831 410338
entry point, route and requested level. Telefax: +39 0831 410360

IFPS/CFMU OPERATIONS FMP Controller:


Tel: +39 0831 410286
The Integrated Initial Flight Plan Processing System
Telefax: +39 0831 410300
element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­ Milano FMP
tribution of the IFR/General Air Traffic (GAT) FPL Milano ACC
and associated messages to ATS units within the IF­
Address: Aeroporto Linate
PS. The only required addresses are those of the
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ Milano
tigny (Paris). 20090

Flight Plan Message Addressing FMP Manager:


AFTN: EBBDZMFP and LFPYZMFP Tel: +39 02 70143348
Telefax: +39 02 70143349
SITA: BRUEP7X and PAREP7X
Procedure for Requesting Authorization for the FMP Controller:
use of STS/ATFMEXEMPTAPPROVED Tel: +39 02 70143311
Telefax: +39 02 70143319
The operator of a flight seeking approval to insert
the indicator STS/ATFMEXEMPTAPPROVED in Padova FMP
Field 18 of a flight plan for a flight departing from an Padova ACC
aerodrome within Italy shall obtain prior permission Address: Viale A. Diaz 63
from Presidenza del Consiglio dei Ministri - Ufficio
Abano Terme (PD)
Voli di Stato, di Governo ed umanitari a minimum of
6 hours in advance of the EOBT (in any case the 35031

FMP Manager:
Tel: +39 049 8230312
Telefax: +39 049 8230297

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


ITALY-4 AIR TRAFFIC CONTROL 23 FEB 07

ITALY - RULES AND PROCEDURES


FMP Controller: – the on-board navigation database cannot be
Tel: +39 049 8230300 modified by the flight crew.
Telefax: +39 049 8230302 c. GPS NPA IFR overlays may be used provided
the conventional radio navigation aids, on which
Repetitive Flight Plans (RPL)
the published conventional NPA is based, are all
Aircraft Operators are reminded that RPL data is to operational.
be addressed to the RPL Section of the: d. When Receiver Autonomous Integrity Monitoring
(RAIM) capability is lost, traditional navigation
CFMU
systems approved for IFR operations must be
RPL Section use
Address: Rue de la Fusee 96
Brussels PROCEDURES FOR IFR FLIGHTS (Z AND
B-1130 Y FPL) FROM AND TO AERODROMES IN
THE CANTON TICINO (LOCARNO,
in parallel with their normal submissions, as re­
quired, and to National Authorities. LUGANO)
For complete details on the IFPS and CFMU proce­ a. Departures
dures, refer to the Eurocontrol CFMU manuals or to 1. Flights with destination within or that overfly
the Jeppesen European Air Traffic Flow and Capaci­ Milan TMA.
ty Management (EATFCM) User Guide.
– All flight plans shall be submitted at least
GLOBAL POSITIONING SYSTEM (GPS) 60 minutes prior to EOBT.
OPERATIONS – After departure, pilots shall proceed in
VFR to LUGAN and hold, maintaining vi­
General sual ground contact, until Lugano TWR
The use of GPS as a supplementary navigation issues the IFR clearance.
means under IFR is authorized provided the opera­
2. Flights with Destination North of Milan TMA
tor obtains specific approval and is in compliance
with the applicable regulations issued by the Ministe­ – All flight plans shall be submitted at least
ro Transporti, Direzione Generale Aviazione Civile 60 minutes prior to EOBT.
(DGAC). – If meteorological conditions permit, such
Aircraft Equipment flights shall climb VFR north of CANNE
not above FL130 and contact Zurich
a. GPS stand alone equipment requires that a tra­ Flight Information or Zurich Control re­
ditional navigation system approved for IFR op­ spectively for IFR clearance. South of
erations must be installed on board the aircraft CANNE they shall remain within the verti­
and must be operational. cal limits of the VFR sectors of Milan
b. Use of the GPS vertical navigation capability is TMA.
not allowed for IFR operations enroute or in ter­ – If weather conditions do not permit the
minal areas. above mention procedure, comply with
Certification the procedure in a1) before.

Airworthiness approval of GPS shall be obtained 3. Departures at Night


through the Registro Aeronautica Italiano in accor­ After take-off aircraft shall remain within
dance with DGAC operational requirements. Swiss airspace until receiving an IFR clear­
GPS Usage ance.
b. Arrivals
a. GPS is authorized as supplementary navigation
means only on routes defined by 1. Point of reference for the change from IFR to
VOR/DME/NDB, RNAV routes, SIDs, STARs, as VFR, to be indicated in the flight plan, shall
well as routes individually assigned by ATC even be PINIK intersection.
if the published waypoints are not in WGS-84 co­ 2. After cancelling IFR, proceed to the destina­
ordinates. tion aerodrome according to published VFR
b. GPS may be used as supplementary navigation procedures.
means during non-precision approaches under
NOTE: At night, the IFR FPL shall be can­
IFR subject to the following conditions:
celled only when the aircraft is within Swiss
– the on-board navigation database shall con­ airspace or within the Lugano CTR.
tain valid information about the NPA IFR pro­
cedure; 3. If it is not possible to proceed VFR, Lugano
– the information from the database shall be TWR will issue a clearance to permit a land­
retrieved and presented to the pilot in the ap­ ing at Lugano airport.
propriate order, in compliance with published COMMUNICATIONS
procedure;
All aircraft flying within the Italian FIRs shall be
– the published procedure contains WGS-84
equipped with appropriate VHF/UHF radio.
coordinates;

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


23 FEB 07 AIR TRAFFIC CONTROL ITALY-5

ITALY - RULES AND PROCEDURES


All aircraft entering Italian airspaces shall communi­ – departing or landing at airports where an
cate their position to the appropriate ATS unit, before ATS unit is established, unless equipped with
crossing FIR borders. emergency locator transmitter (ELT);
– crossing international FIR boundaries;
RESTRICTION FOR VFR FLIGHTS
– operating east of Tagliamento River;
OPERATING WITHIN CANTON TICINO
AREA – carrying paying passengers;
– operating within or into class “C” and “D” air­
VFR flights operating over Swiss territory within Mi­ spaces, unless equipped with emergency lo­
lan TMA are not permitted: cator transmitter (ELT).
– above FL125 north of latitude N4604; – for night VFR flights except for flights con­
– above FL105 south of latitude N4604. ducting local flights which maintain a continu­
ous radio contact with the ATS unit of the
ACAS II/TCAS II REQUIREMENTS concerned aerodrome.
Civil fixed wing turbine-engined aircraft exceeding 3.3.1.4 Flight plans shall be submitted at
5700Kg, or a maximum approved passenger seating least
configuration of more than 19, are required to be
a. for VFR and VFR/N flights 30 minutes before es­
equipped with, and operate ACAS II.
timated off-block time (EOBT);
The current Minimum Equipment List permits ACAS
b. for IFR flights
II equipped aircraft to operate for up to 10 days with
the equipment out of service. 3 hours before EOBT;
30 minutes before EOBT for the flights which,
BOLZANO SPECIAL PROCEDURES
subject to ATFCM measures, select an alterna­
a. Night VFR is not allowed. tive route (Replacement Flight Plans);
b. Public transport operations are allowed only in c. without any time limits (IFR and VFR)
IFR and according to published arrival and de­ – ambulance and humanitarian flights;
parture procedures.
– search and rescue flights;
c. Instrument arrival and departure procedures can
– Head of States;
be performed, whether by day or by night, only
by public transport operators authorized by Ital­ – That have obtained prior permission to insert
ian Civil Aviation Authority (ENAC) and by opera­ the indicator STS/ATFMEXEMPTAP­
tors conducting Italian State flight. PROVED in field 18 of the FPL.
d. Health flights are allowed to operate in VFR and 3.6.2.4 When it becomes evident that VFR
VMC by day only. The status of flight shall be re­ flight operated within class “E”, “F” and “G” airspac­
ported to Bolzano UCT. When operating to IFR, es will not be practicable due to weather deteriora­
health flights shall be authorized by Italian CAA tion below VMC, pilots shall:
according to points b. and c. above.
a. land at the nearest suitable aerodrome and im­
e. No VFR traffic is allowed in the vicinity of the pro­ mediately communicate its landing to the appro­
cedure when an IFR approach or IFR departure priate ATS unit, or
is in progress at Bolzano. The vicinity of the pro­
cedure shall be regarded as the area at least b. change its flight plan from VFR to IFR.
2.5NM wide on each side of the procedure, from 4.1 Within class “F” and “G” airspace at or below
IAF to the field, and around the missed ap­ 3000ft MSL or 1000ft AGL, whichever is higher, a
proach. VFR traffic within the concerned air­ flight visibility of at least 5km is required. Lower flight
space shall contact Bolzano AFIS. VFR flights visibilities to 1500m are permitted for flights operat­
intending to operate within ATZ shall contact Bol­ ing at an IAS of 140KT or less. Helicopters may op­
zano AFIS 120.6 before overflying/crossing de­ erate in less than 1500m flight visibility, if manoeu­
parture/approach slope or entering aerodrome vred at a speed which gives adequate opportunity to
traffic circuit in order to receive pertinent and observe other traffic and obstructions in time to
available information. avoid collisions.
DIFFERENCES FROM ICAO APPENDIX 3
STANDARDS AND PROCEDURES Within the Italian airspace, to accommodate pre­
dominant traffic directions, the following differences
ICAO REFERENCE with regard of track are applied:
ANNEX 2 a. “from 090 degrees to 269 degrees” instead of
“from 000 degrees to 179 degrees”
2.2 IFR compulsory for all flights within Rome
b. “from 270 degrees to 089 degrees” instead of
TMA, except domestic, military and private aircraft.
“from 180 degrees to 359 degrees”.
3.3.1.2 In addition to ICAO specifications a
flight plan shall be submitted PANS-RAC (DOC 4444)
a) prior to operating any IFR flight; 6.5.3 Visual approach during night hours, over
– for VFR flights when: Italian territory, is prohibited to general aviation traf­
fic.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


4 NOV 05 AIR TRAFFIC CONTROL MALTA-1

RULES AND PROCEDURES


GENERAL Malta publishes Obstacle Clearance Altitudes
(Heights) [OCA(H)].
In general, the air traffic rules and procedures in
force and the organization of the air traffic services
are in conformity with ICAO Standards, Recom­
ATS AIRSPACE CLASSIFICATIONS
mended Practices and Procedures. Malta has adopted the ICAO ATS airspace classifi­
Units of measurement used in connection with all air cation as listed on ATC page 351. Airspace classes
traffic services in Malta: “B”, “D”, “E” and “F”, however, are not used within
Malta FIR.
MEASUREMENT OF UNIT

Distance used in Nautical Miles and SPECIAL REQUIREMENTS AND


navigation, position Tenths REGULATIONS
reporting, etc.

Relatively short Meters COMMUNICATIONS


distances such as Aircraft intending to operate within controlled and
those relating to advisory airspace of the Malta FIR as well as its del­
aerodromes (e.g., egated airspace, and not having serviceable tran­
runway lengths) sponder equipment, are to inform Malta ACC at least
15 minutes prior to entering such airspace.
Altitude, elevations, and Feet
heights
ACAS II
Horizontal speed Knots
including wind speed All civil fixed-wing turbine-engined aircraft having a
maximum take-off mass exceeding 5,700kg, or a
Vertical speed Feet per Min maximum approved passenger seating configuration
of more than 19 are required to be equipped with,
Wind direction for Degrees Magnetic and operate ACAS II.
landing and taking off
IFPS/CFMU OPERATIONS
Wind direction except Degrees True
for landing and taking The Integrated Initial Flight Plan Processing System
off element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­
Visibility including Kilometers or Meters tribution of the IFR/General Air Traffic (GAT) FPL
runway visual range and associated messages to ATS units within the IF­
PS. The only required addresses are those of the
Altimeter setting Hectopascals two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris).
Temperature Degrees Celsius
Aircraft Operators are permitted to submit flight
Weight Metric Tons or plans directly to the IFPUs without the need to pass
Kilograms them through an ATS Reporting Office.

Time Hours and minutes, the FLIGHT PLAN MESSAGE ADDRESSING


day of 24 hrs beginning
at midnight UTC. AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X
FLIGHT PROCEDURES Repetitive Flight Plans (RPL)

HOLDING Aircraft Operators are reminded that RPL data is to


be addressed to the:
Holding procedures comply with Table IV-1-1, pub­
lished on AIR TRAFFIC CONTROL Pages series CFMU
200. RPL Section
Address: Rue de la Fusee 96
PROCEDURE LIMITATIONS AND OPTIONS Brussels
B-1130
Instrument approach procedures comply with the
new PANS-OPS, Document 8168, Volume II. in parallel with their normal submissions, as re­
quired, and to National Authorities.
AIRPORT OPERATING MINIMUMS For complete details on the IFPS and CFMU proce­
dures, refer to the Eurocontrol CFMU manuals or to
Malta does not publish State airport operating mini­ the Jeppesen European Air Traffic Flow Manage­
mums. ment (EATFM) User Guide.

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


MALTA-2 AIR TRAFFIC CONTROL 4 NOV 05

RULES AND PROCEDURES


DIFFERENCES FROM ICAO
STANDARDS AND PROCEDURES

ICAO REFERENCE
No differences published.

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


Eff 15 Mar
9 MAR 07 AIR TRAFFIC CONTROL NETHERLANDS-1

NETHERLANDS - RULES AND PROCEDURES


GENERAL tary aerodromes are based on the United States
NETHERLANDS - RULES AND PROCEDURES

Standards for Terminal Procedures (TERPS).


In general, the air traffic rules and procedures in
Unless authorization has been obtained from the ap­
force and the organization of the air traffic services
propriate ATS unit controlled flights below FL100
are in conformity with ICAO Standards, Recom­
shall not be operated at an airspeed exceeding 250
mended Practices and Procedures.
KT IAS.
Units of measurement used in connection with all air
traffic services in the Netherlands: Missed Approach while Circling
In case of missed approach while circling (and in
MEASUREMENT OF UNIT case of side-step or break-off to any other runway)
at Amsterdam (Schiphol), Groningen (Eelde), Maas­
Distance used in Nautical Miles and tricht or Rotterdam airports execute missed ap­
navigation, position Tenths proach (contrary to ICAO Doc 8168, PANS-OPS)
reporting, etc., as follows:
generally in excess of 2 – inform ATC;
to 3 nautical miles
– turn to the intended landing runway and intercept
Relatively short Meters (Feet) runway track of that runway while climbing to
distances such as 2000ft.
those relating to
aerodromes (e.g., AIRPORT OPERATING MINIMUMS
runway lengths) Netherlands publish OCA(H)s for civil airports and
DA/MDAs, ceiling and visibilities for military aero­
Altitude, elevations, and Feet
dromes.
heights
Jeppesen charted minimums are not below State
Horizontal speed Knots minimums.
including wind speed
ATS AIRSPACE CLASSIFICATIONS
Vertical speed Feet Per Minute Netherlands have adopted the ICAO ATS airspace
classification as listed on ATC chapter “ICAO ATS
Wind direction for Degrees Magnetic
Airspace Classifications - Annex II”.
landing and taking off
The ICAO speed limitation of 250KT below FL100 is
Wind direction except Degrees True not applicable to military jet-fighters. Minimum flight
for landing and taking visibility below FL100 is therefore in class ”E” and
off “B” 8km.
For differences from ICAO VMC specifications see
Visibility including Kilometers or Meters relevant paragraph below.
runway visual range
SPECIAL REQUIREMENTS AND
Altimeter setting, Hectopascals (Inches
atmospheric pressure of Mercury) REGULATIONS

Temperature Degrees Celsius


IFPS/CFMU OPERATIONS
The Integrated Initial Flight Plan Processing System
Weight Metric Tons or element of the EUROCONTROL Central Flow Man­
Kilograms agement Unit (CFMU) is the sole source for the dis­
tribution of the IFR/General Air Traffic (GAT) FPL
Time Hours and minutes, the and associated messages to ATS units within the IF­
day of 24 hrs beginning
PS. The only required addresses are those of the
at midnight UTC two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris).
WGS-84 IMPLEMENTATION STATUS
Flight Plan Message Addressing
WGS-84 compliant.
AFTN: EBBDZMFP and LFPYZMFP
FLIGHT PROCEDURES SITA: BRUEP7X and PAREP7X
HOLDING Repetitive Flight Plans (RPL)
Holding procedures comply with ATC-Chapter Part Aircraft Operators are reminded that RPL data is to
IV. Holding Procedures, table “Holding speeds ICAO be addressed to the:
DOC 8168”.
CFMU
PROCEDURE LIMITATIONS AND OPTIONS RPL Section
Instrument approach procedures for civil airports Address: . Rue de la Fusee 96
comply with the new PAN-OPS, Document 8168, Brussels
Volume II. Instrument approach procedures for mili­ B-1130

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
NETHERLANDS-2 AIR TRAFFIC CONTROL 9 MAR 07

NETHERLANDS - RULES AND PROCEDURES


in parallel with their normal submissions, as re­ 2. The common transition level for the entire
quired, and to National Authorities. Amsterdam FIR is positioned at or above
4000ft MSL and is determined hourly.
Differences from CFMU Standard Procedures
b. Altimeter Setting Regions
Use of the READY message. For enroute flights at or below the transition alti­
Taking into account the procedures for the use of the tude a Regional QNH will be made available as
ready procedure message as described in the follows:
CFMU Manual, the minimum line-up time
(push-back and taxi time included) of: Schipol MIN­ The Amsterdam FIR1 has been divided into four
LINEUP 30min - all other aerodromes MINLINEUP Altimeter Setting Regions (ASRs), ASR Amster­
15min. dam, ASR Maastricht and ASR North Sea North
and ASR North Sea South.
For complete details on the IFPS and CFMU proce­
dures, refer to the Eurocontrol CFMU manuals or to The QNH of respectively the airports Schiphol,
the Jeppesen European Air Traffic Flow and Capaci­ Maastricht Aachen and the off-shore platforms
ty Management (EATFCM) User Guide. ‘F3’ (PSN N545124 E0044336 and ‘K 13-A’
(PSN N531302 E0031308) is used as Regional
FLIGHTS TO DESTINATION AIRPORTS QNH in the respective ASRs.
WITHIN PARIS TMA Since no observation station is available in that
In order to improve the overall traffic handling capac­ part of the Amsterdam FIR1 situated north of lat­
ity in the north-eastern part of France (Reims FIR), itude 54°N, a forecast QNH will be made avail­
the following measures are applied: For all flights able for the area.
with destination airports within Paris TMA (LFPG, 1including the airspace as described under a1)
LFPO, LFPB) originating from EHAM, EHRD or above.
EHEH the cruising level will be restricted to a maxi­
mum of FL230. GLOBAL POSITIONING SYSTEM (GPS)
Operators are requested: OPERATIONS
a. to file flight plans according to this restriction to Operation above FL95 (B-RNAV airspace)
ensure correct processing;
GPS is authorized for IFR use in B-RNAV airspace.
b. not to ask for higher levels on the control fre­ Airworthiness and operational criteria are in accor­
quencies. dance with current JAA Temporary Guidance Materi­
POSITION REPORTING PROCEDURES al Leaflet No. 2, rev 1.
Operation at and below FL95 and approaches
The position reporting procedures employed by pi­
lots of IFR flights will be as follows: Airworthiness and operational criteria are in accor­
a. The initial call after a change of radio frequency dance with current JAA Interim Guidance Material
shall contain only No. 3, rev 1. The requirements of FAA TSO C129,
129a and C115b must be met for airworthiness ap­
– aircraft identification, proval. Compliance with corresponding JAA JTSOs
– actual level (When the aircraft is in level is considered equivalent to FAA TSO approval.
flight, but cleared to another flight level/alti­ Additional operational requirements are as follows:
tude, both flight levels/altitudes should be
passed. When the aircraft is not in level flight, – prior to an IFR flight using GPS, the flight crew
the pilot should state the flight level/altitude should ensure that the GPS equipment and the
through which the aircraft is passing and the installation are approved and certified for the in­
flight level/altitude to which it is cleared.). tended IFR operation;
– all flight crew shall be thoroughly familiar with the
b. Any position report, if required subsequently, GPS equipment installed in the aircraft and its
shall contain limitations;
– aircraft identification, – if stand-alone equipment is not authorized for
– position, B-RNAV operation, traditional IFR approved nav­
– time over, igation aids need to be actively monitored.
– level, except when the aircraft is in level flight Usage of GPS for IFR procedures is permitted only
and this level has previously been reported. for those STARs/SIDs and approaches published in
the AIP.
c. Leaving previously assigned and reaching
cleared level. Equipment requirements
To conduct IFR operations using GPS to navigate,
ALTIMETRY
the aircraft GPS equipment must include an updat­
a. Transition altitude/Transition level able navigation database which must be able to sup­
1. The transition altitude is 3000ft for IFR flights port the applicable enroute, terminal or non-preci­
and 3500ft for VFR flights in the Amsterdam sion instrument approach operations.
FIR, including the airspace at and below
3000ft MSL in the London FIR and Scottish
FIR situated over The Netherlands part of
the continental shelf.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
9 MAR 07 AIR TRAFFIC CONTROL NETHERLANDS-3

NETHERLANDS - RULES AND PROCEDURES


Communications If uncertainties will arise, voice communication shall
be used.
Where GPS is the only input to the RNAV system,
pilots shall inform ATC about in-flight GPS failures, Although DLIC log-on is normally initiated outside
including loss of RAIM. Maastricht UAC airspace, CPDLC exchange shall
not be conducted until the aircraft is under control
RNAV EQUIPMENT and responsibility of Maastricht UAC.
For the following routes no carriage of RNAV equip­ DLIC Logon: EDYY
ment is required: Log-on shall be initiated by aircrew using their ICAO
– P57 and V33; callsign as filed in the FPL. Two-letter IATA ID or a
– all departure routes from airports in the Amster­ leading zero (0) into a callsign will result in an error
dam FIR; message. Log-on shall be initiated 30 minutes prior
to entry into Maastricht UAC. Aircraft departing from
– all arrival routes to airports in the Amsterdam
an aerodrome nearby Maastricht UAC can log-on on
FIR except EHAM;
the ground.
– all helicopter routes.
Irrespective of the number of Maastricht sectors en­
terd during flight, only one log-on is required.
ACAS II/TCAS II REQUIREMENTS
ATS Data Link services
Civil fixed wing turbine-engined aircraft exceeding
5700kg, or a maximum approved passenger seating ACL: Aircrew may receive the uplink message
configuration of more than 19, are required to be described. Aircrew may request, via data
equipped with, and operate ACAS II. link, clearance direct to a point.
Operators with TCAS II temporary u/s in accordance Ufn data link requests for level change
with Minimum Equipment List (MEL) do not require are not allowed.
an exemption.
ACM: When aircraft is transferred by data link to
CONTROLLER PILOT DATA LINK an adjacent sector/ATSU, aircrew shall
COMMUNICATION SERVICES (CPDLC) acknowledge the instruction by WILCO,
and shall the contact next sector/ATSU by
Data link services are available for aircraft operating voice communications on given
within the upper airspace (above FL245) of the Am­ frequency.
sterdam FIR, under the responsibility of Maastricht
UAC. AMC: A ‘Check Stuck Microphone’ instruction
The following Data link services are provided: may be sent in circumstances where an
aircraft is inadvertently blocking the voice
DLIC — Data Link Initiation Capability communication frequency. For FANS
ACL — ATC Clearances and Instructions aircraft a ROGER response is expected.
ACM — ATC Communication Management If the ‘Check Stuck Microphone’
instruction relates to the R/T frequency
AMC — ATC Microphone Check being used, than the aircrew shall check
The use of CPDLC is not mandatory and is conduct­ that their radio equipment is not causing
ed at the discretion of ATC and the aircrew con­ the blockage. If the AMC message does
cerned. not relate to the R/T frequency being
used, no further action by aircrew is
Aircraft Operator wishing to conduct CDPLC shall
required.
first register with Maastricht UAC. Registration shall
be made at least 4 weeks prior to the first intended
Message Restrictions
CDPLC flight to:
Aircrew shall not use free-format free-text messag­
Paul Conroy es.
OPS - Systems Implementation
Log-off
Maastricht UAC
Address: Horstenweg 11 Log-off is automatic on exiting Maastricht UAC air­
AC Maastricht Airport space.
NL-6199 Data Link Failure
Tel: +31 43 366 1242
In the event of a scheduled outage or unexpected
Telefax: +31 43 366 1502 failure of the CPDLC system, ATC will instruct all
Email: [email protected] data link equipped aircraft to revert to voice commu­
nications. In the event of airborne CPDLC failure,
To facilitate the association with DLIC with the FPL,
aircrew shall revert to voice communication and in­
it is recommended that the aircrew file their aircraft
form ATC.
tail number (registration) or aircraft 24bit address
code in item 18 of the FPL.
Voice communications and instructions within Maas­
tricht UAC shall have precedence over data link
communications.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
NETHERLANDS-4 AIR TRAFFIC CONTROL 9 MAR 07

NETHERLANDS - RULES AND PROCEDURES


USE OF SSR TRANSPONDER FOR VFR
FLIGHTS
The use of SSR transponder with either mode A and
C or mode S is at this moment mandatory in the Am­
sterdam FIR for VFR-flights with motorized aircraft
(including MLA and TMG) in the complete Amster­
dam FIR, excluding:
– airspace class “G” below 1200ft AMSL where it
is not above the North Sea (Genofic area), and
– below Schiphol TMA1 (provisional).

DIFFERENCES FROM ICAO


STANDARDS AND PROCEDURES
ICAO REFERENCE
ANNEX 2
3.3.1.2 A flight plan shall be submitted prior
to operating
a) any IFR flight;
b) any VFR flight
– departing from or destined for an aerodrome
within a control zone,
– crossing Schiphol CTR,
– crossing the FIR boundary,
– all flights to/from North Sea and the Genofic
area,
– conducted in airspace class “A” (IFR only)
under an exemption, when specifically re­
quired,
– conducted in airspace class “B”, except the
flight is carried out with a glider.

4.4 IFR compulsory at night.


4.1 In class “B” and “E” airspace a flight visibility
of 8Km is also prescribed for flights below FL100,
except that in Nieuw-Milligen TMA in sectors A, C, D
and E up to and including FL95, and in sectors B,
G1 and G2 a flight visibility of 5Km is permitted dur­
ing the time period from Fri 1600 (1500 summer­
time) to Sun 2300 (2200 summer time) UTC and
during legal holidays.
In class “G” airspace the following flight visibilities
are applied:
a) above 900m (3000ft) AMSL: 8Km,
b) at or below 900m (3000ft) AMSL lower flight visi­
bilities to 1500m may be permitted for flights op­
erated at speeds that will give adequate opportu­
nity to observe other traffic or any obstacle in
time to avoid collision.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


26 MAY 06 AIR TRAFFIC CONTROL NORWAY-1

NORWAY - RULES AND PROCEDURES


GENERAL 8168:, except for holding procedures on Instrument
NORWAY - RULES AND PROCEDURES

Approach Charts marked PANS-OPS, which comply


In general, the air traffic rules and procedures in with table “PANS-OPS Second Edition ICAO DOC
force and the organization of the air traffic services 8168”.
are in conformity with ICAO Standards, Recom­
mended Practices and Procedures. PROCEDURE LIMITATIONS AND OPTIONS
Units of measurement used in connection with all air
traffic services in Norway: Instrument approach procedures are in accordance
with the new PANS-OPS, Document 8168, Volume
II, 4th Edition, except for Instrument Approach
MEASUREMENT OF UNIT
Charts marked with PANS-OPS, which comply with
PANS-OPS, Document 8168, Volume II, Second
Distance used in Nautical Miles and
Edition.
navigation, position Tenths
reporting, etc.,
generally in excess of 2 AIRPORT OPERATING MINIMUMS
to 3 nautical miles
Norway does not publish State airport operating
Relatively short Meters minimums. Norway publishes OCA(H)s.
distances such as
those relating to PILOT CONTROLLED LIGHTING (PCL)
aerodromes (e.g.,
runway lengths) A system of switching on approach lights and the
landing area lights from aircraft has entered opera­
Altitude, elevations, and Feet, Meters1 tional service at a number of Norwegian airports. In­
heights formation on the availability of such system is given
in Airport Directory pages and on instrument ap­
Horizontal speed Knots proach charts for the respective airport.
including wind speed To activate the system:
Vertical speed Feet Per Minute, Meters – select the appropriate VHF-frequency for the
Per Second1 AFIS unit,
– press the transmitter button for minimum 5 sec­
Wind direction for Degrees Magnetic onds.
landing and taking off
The lights will then be switched on and remain light­
ed for 26 minutes.
Wind direction except Degrees True
for landing and taking
off ATS AIRSPACE CLASSIFICATIONS
Visibility including Kilometers or Meters Norway has adopted the ICAO ATS airspace classifi­
runway visual range cation as listed in ATC-Chapter “ICAO ATS Airspace
Classifications - Annex 11”. Within Norwegian
Altimeter setting, Hectopascals FIRs/UIRs, however, only the airspace classes “A,”
atmospheric pressure “C,” “D,” “E,” and “G” are used. Controlled airspace
above FL195 is basically classified as class “A” air­
Temperature Degrees Celsius
space.
Weight Kilograms Enroute GAT VFR flights shall not be operated
above FL195 in class “C” airspace.
Time Hours and minutes, the In class “G” airspace, IFR flights are not required to
day of 24 hrs beginning establish radio communication with ATS except
at midnight UTC. when operating within a traffic information zone (TIZ)
or traffic information area (TIA), where communica­
1.Secondary unit tion shall be established with the appropriate AFIS
unit. In class “G” airspace established as a TIZ or
WGS-84 IMPLEMENTATION STATUS TIA also VFR flights are required to establish radio
communication with the appropriate AFIS unit. Traf­
All geographical coordinates indicating latitude and fic avoidance advice will not be provided by Norwe­
longitude are expressed in WGS-84 reference da­ gian ATC units (concerns airspace class “D”).
tum.
For differences from ICAO VMC specifications refer
to ATC-Chapter Norway “Differences from ICAO
FLIGHT PROCEDURES Standards and Procedures”.

HOLDING
Holding procedures comply with ATC-Chapter
“Flight-Procedures (DOC8168) Part IV. Holding Pro­
cedures”,... table “Holding Speeds ICAO DOC

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


NORWAY-2 AIR TRAFFIC CONTROL 26 MAY 06

NORWAY - RULES AND PROCEDURES


SPECIAL REQUIREMENTS AND – aircraft approaching Oslo (Gardermoen) as an
alternate for provable meteorological, technical
REGULATIONS or other safety reasons;
RADAR VECTORING – aircraft on emergency mission;
In Norwegian TMAs is the responsibility for tempera­ – helicopters not using the runways at the aero­
ture correction of minimum altitudes and for obstacle drome.
clearance with the radar controller. Notification of departure/arrival times are to be for­
warded to:
BASIC AREA NAVIGATION (B-RNAV)
Airport Coordination Norway AS
EXEMPTIONS
Address: P.O. Box 148
Domestic flights operating between FL95 and FL195 Gardermoen
and within the Oslo TMA between 5000ft AMSL and N-2061
FL95 are exempted from the requirement to carry Tel: +47 64 819050
B-RNAV equipment. Telefax: +47 64 819051
SITA: OSLACHX
IFPS/CFMU OPERATIONS
Scheduled, Serialized Charter and Business
The Integrated Initial Flight Plan Processing System Flights
element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­ Advance notification may be submitted at any time,
tribution of the IFR General Air Traffic (GAT) FPL however, for pre-planning purposes, all necessary
and associated messages to ATS units within the IF- data should be available in due time. Notification
PS. The only required addresses are those of the shall be submitted in SSIM format using the appro­
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ priate form which can be obtained from the Schedul­
tigny (Paris). ing Coordinator. In urgent cases, notification may be
made using teletype, telefax or telephone.
Flight Plan Message Addressing
Alterations or cancellations of previously coordinat­
AFTN: EBBDZMFP and LFPYZMFP ed flights shall be reported without delay.
SITA: BRUEP7X and PAREP7X Departure/arrival times require confirmation from the
Scheduling Coordinator prior to publication by air­
Repetitive Flight Plans (RPL) craft operating agencies.
Aircraft Operators are reminded that RPL data is to Other Flights
be addressed to the:
Slot requests shall be submitted at least 3 hours pri­
CFMU or to the planned times and shall include at least the
RPL Section following data:
Address: Rue de la Fusee 96 – date of flight;
Brussels – type of flight;
B-1130
– aircraft identification;
in parallel with their normal submissions, as re­ – type of aircraft;
quired, and to National Authorities.
– estimated EOBT and/or ETA in UTC.
For complete details on the IFPS and CFMU proce­ Cancellation of previously coordinated flights shall
dures, refer to the Eurocontrol CFMU manuals or to
be reported without delay. Alterations of previously
the Jeppesen European Air Traffic Flow Manage­ coordinated and approved departure/arrival times
ment (EATFM) User Guide. require re-coordination.
Differences from CFMU Standard Procedures If a requested slot time is not available, an alternate
slot time will be offered which must be confirmed
When an aircraft is loaded and ready to depart with­ within 3 days.
in the specified MINLINEUP time, the pilot-in-com­
mand shall advise the tower and request that the Slot Allocation at Stavanger (Sola)
RDY (ready) message be sent.
Slots are required for all flights operating from and to
Stavanger (Sola) airport. Applications for allocation
AIR TRAFFIC FLOW MANAGEMENT of slots are to be forwarded to:
(ATFM)
Airport Coordination Norway AS
Slot Allocation At Oslo (Garder-Moen) Address: P.O. Box 148
Gardermoen
General
N-2061
All flights from and to Oslo (Gardermoen) are sub­ Tel: +47 64 819050
ject to coordination of departure/arrival times except Telefax: +47 64 819051
the following: SITA: OSLYWSK

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


26 MAY 06 AIR TRAFFIC CONTROL NORWAY-3

NORWAY - RULES AND PROCEDURES


OPERATIONS OF VFR FLIGHTS ON 3. Specify route of flight, as relevant, according
to the following:
AIRWAYS, IN TMAs AND CTRs
– Last domestic reporting point prior to
a. VFR flights may be conducted in airways classi­ Bodo OFIR/OCA entry point.
fied as “E” without special permission, but
– Bodo OFIR/OCA entry point.
should, as far as possible, be avoided.
– Significant points in accordance with Re­
b. If an airway must be crossed, this should be
gional Supplementary Procedures for the
done at right angles at level flight.
NAT Region.
c. Radio contact with the appropriate ATC unit
– Bodo OFIR/OCA exit point.
should, to the extent possible, be established pri­
or to entering an airway. – First domestic reporting point after Bodo
OFIR/OCA exit point.
d. Where an airway is coinciding with a TMA (class
“D”), the rules and procedures for the TMA are Requirements for RNAV route structure:
applicable. 1. Specify the speed in terms of Mach number
e. Prior to entering a TMA or CTR, two-way radio at Bodo OCA entry point.
contact with the appropriate ATC unit must be 2. Specify flight level at Bodo OCA entry point.
established, stating position, altitude and pilot’s 3. If (and only if) the flight is planned to operate
intentions. along the whole length of the RNAV-route,
f. VFR routes for light aircraft are established at specify the route designator. Flights wishing
most of Norwegian controlled aerodromes. to join or leave a RNAV-route at some inter­
These routes are to be used for flight planning mediate point are considered random route
purposes and the clearances issued will state aircraft and full track details must be speci­
the reporting points to identify the route. Altitude fied in the flight plan. A RNAV-route designa­
limitations specified for each route and related tor must not be used to abbreviate any por­
procedures must be complied with. tion of the route in these circumstances.

NOTE: Each point at which a change in


DEPARTURE MESSAGE FROM
speed or level is requested must be speci­
AERODROMES WHERE ATS IS NOT fied, and followed in each case by the next
PROVIDED route segment expressed as geographical
coordinates in latitude and longitude.
When a flight plan has been filed, involving depar­
ture from an aerodrome where ATS is not provided, b. Estimated times over compulsory reporting
a departure message including aircraft identification, points as stated in RNAV-route descriptions,
aerodrome of departure, ATD and aerodrome of shall be specified in Item 18 of the flight plan.
destination shall be transmitted to ATS by most ex­ c. An abbreviated clearance will only be issued by
peditious means. Departure may be brought to the ATS when clearing an aircraft along the RNAV
attention of ATS by one of the following means: route structure (PTS) in Bodo OCA. In all other
– by telephone from a person on the ground as ar­ circumstances full details of the cleared track will
ranged between the pilot-in-command and the be specified in the clearance.
person involved; On receipt of an abbreviated clearance the pilot
– a statement by the pilot-in-command to ATS that shall read back the contents of the clearance
EOBT in the flight plan shall be considered as message and in addition the full details of the
ATD; track.
– by giving time, considered to be ATD, to ATS on d. Aircraft entering Bodo OCA are required to ob­
telephone immediately prior to taxiing out for tain an Oceanic Clearance. The clearance be­
take-off. comes effective only at the Bodo OCA boundary.
The flight plan will not be activated unless the above It is the responsibility of the pilot to obtain from
procedure has been complied with. the appropriate ATS unit any necessary clear­
ance to comply with the Oceanic Clearance.
FLIGHTS IN BODO OCEANIC e. An Oceanic Clearance can be obtained using
one of the following methods:
FIR/CONTROL AREA (OFIR/OCA)
– by establishing communication with Bodo
a. The following requirements apply for flight plan­ Oceanic Control on frequency 127.725MHz
ning concerning information to be stated in the not later than 10 minutes before estimated
flight plan, Item 15 (Route): time for entering Bodo OCA (if coverage per­
Requirements for random routes: mits);
1. Turbojets in Bodo OCA specify the speed in – by establishing communication with Bodo
terms of Mach number, all other aircraft in Radio (NAT D frequency family) not later
terms of TAS. than 30 minutes before estimated time for
entering Bodo OCA (if coverage permits);
In both cases the speed shall be indicated at
the Bodo OFIR/OCA entry point. – via other ATS units.
2. Specify flight level at Bodo OFIR/OCA entry
point.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


NORWAY-4 AIR TRAFFIC CONTROL 26 MAY 06

NORWAY - RULES AND PROCEDURES


f. Before a west/northbound aircraft enters Bodo 3.3.5.3 If an arrival report is not expected to
OCA, an operational check of the SELCAL reach the appropriate ATS unit within 30 minutes af­
equipment shall be carried out with Bodo Radio. ter ETA, item 18 in the flight plan shall contain the
This SELCAL check must be successfully com­ latest time at which an arrival report can be expect­
pleted before commencing SELCAL watch. ed.

NOTE: SELCAL watch on the assigned radio fre­ 4.1 In class “G” airspace at or below 300m above
quency should be maintained in Bodo OCA even terrain flights at speeds not exceeding 140 KT IAS
in areas where VHF coverage is available and may operate with a flight visibility of not less than
used for air/ground communication. 3km or not less than 1.5km when the flight is con­
ducted in an aerodrome traffic circuit and the pilot
has the aerodrome in sight.
ALERTING SERVICE
Helicopters may, in the same airspace, operate with
In accordance with Norwegian Rules of the Air any a flight visibility of not less than 800m, provided the
flight, including controlled flights, must file a com­ speed will allow other aircraft or obstructions to be
plete flight plan in order to be provided with alerting observed and collision avoided.
service. The level above which flights in general are not al­
This does not exclude the provision of such service lowed to operate in accordance with the visual flight
upon request from any person being connected with rules is FL195.
operation of the aircraft, or related to persons on 4.3 IFR compulsory for flights at night within con­
board, or if alerting service is considered appropri­ trolled airspace.
ate by air traffic services.
Flights in Bodo Oceanic FIR, operating more than
100NM seaward from the shoreline, shall be con­
DIFFERENCES TO THE IMPLEMENTATION ducted in accordance with IFR (even when not oper­
OF RVSM IN THE EUR REGION ating in IMC) when operated at or above FL60 or
2000ft (600m) above ground, whichever is the high­
Operators of customs or police aircraft shall insert er.
the letter ‘M’ into the ICAO flight plan form.
5.1.2 IFR flights shall not be flown:
Authorization for VFR flights to operate above FL290
shall not be granted in areas where a vertical sepa­ – below 1000ft (300m) above the highest obstacle
ration minimum of 1000ft (300m) is applied above within a radius of 10NM from the estimated posi­
FL290. tion of the aircraft when the height of the obsta­
cle does not exceed 6070ft (1850m) MSL;
ACAS II/TCAS II REQUIREMENTS – below 2000ft (600m) above the highest obstacle
within a radius of 10NM from the estimated posi­
Civil fixed wing turbine-engined aircraft exceeding tion of the aircraft when the height of the obsta­
15000kg, or a maximum approved passenger seat­ cle does exceed 6070ft (1850m) MSL.
ing configuration of more than 30, are required to be
equipped with, and operate ACAS II.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption.

DIFFERENCES FROM ICAO


STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2
3.2.5 (c) At aerodromes where AFIS is provided
aircraft are permitted to make turns to the right pro­
vided other traffic is not endangered and the AFIS
unit has been properly informed.
3.3.1.4 Flight plans shall be submitted at
least 30 minutes before EOBT. For non-scheduled or
private flights planned to enter or overfly Norwegian
territory flight plans shall reach the appropriate Nor­
wegian ACC at least 60 minutes before the aircraft
will enter Norwegian territory.
The time limit set for the submission of flight plan in­
formation to obtain a clearance is not applicable for
VFR flights intending to operate a minor part of the
flight within class “D” airspace. The information
shall, however, be submitted in “due time”.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


26 AUG 05 AIR TRAFFIC CONTROL POLAND-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
In general, the air traffic rules and procedures in Instrument approach procedures are in accordance
force and the organization of the air traffic services with the new PANS-OPS, Document 8168,
are in conformity with ICAO Standards, Recom­ Volume II.
mended Practices and Procedures.
Units of measurement used in connection with all air AIRPORT OPERATING MINIMUMS
traffic services in Poland: Poland does not publish State airport operating min­
imums.
MEASUREMENT OF UNIT
Poland publishes Obstacle Clearance Altitudes
Distance used in Kilometers, Nautical (Heights) [OCA(H)].
navigation, position Miles
reporting, etc. ATS AIRSPACE CLASSIFICATIONS
Relatively short Meters Within Warsaw FIR only the airspace classes “A”,
distances such as “B”, “C” and “G” are used.
those relating to
aerodromes (e.g.,
runway lengths) SPECIAL REQUIREMENTS AND
REGULATIONS
Altitude, elevations, and Meters, Feet
heights
ALTIMETRY
Horizontal speed Kilometes per Hour,
including wind speed Knots QNH altimeter setting is obligatory for flights at or
below 2000m (6500ft) AMSL within uncontrolled air­
Vertical speed Meters per Second, space.
Feet per Minute QNH and QFE values will be given in hectopascals
and, on request, in millimeters. QFE values will be
Wind direction for Degrees Magnetic given on request only.
landing and taking off
While flying within military aerodrome traffic zones
Wind direction except Degrees True (MATZ) the QNH setting is obligatory.
for landing and taking
off FLIGHT PLANNING
Visibility including Kilometers or Meters The planned route of flight must contain the entry
runway visual range and exit points to/from the Warsaw FIR. The follow­
ing points are considered valid entry/exit points:
Altimeter setting, Hectopascals – ATC transfer point located on the boundary of
atmospheric pressure Warsaw FIR;
Temperature Degrees Celsius – the aerodrome of arrival or departure in case of
intended landing/take-off within the Warsaw FIR.
Weight Meric Tons or Due to Prague ACC sectorization for flights bound­
Kilograms ing to EDDF, EDDS, EDDK, EDDN, EDDM, ETAR,
EDFM, EDSB, EDTB and EDDR passing MARAM
Time Hours and minutes, the (P/UP733), RUTAN (P/UP861) and UVSOV
day of 24 hrs beginning (N/UN869) must be planned at FL340 or below. In
at midnight UTC case of inability to comply with this condition, the
crew of an aircraft is obliged to inform ATC immedi­
WGS84 IMPLEMENTATION STATUS ately stating the reason of inability. Procedure
described here above is mandatory for all operators.
All geographical coordinates indicating latitude and
longitude are expressed in WGS84 reference datum.

FLIGHT PROCEDURES

HOLDING
Holding procedures comply with Table IV-1-1,
published on AIR TRAFFIC CONTROL Pages
series 200.

© JEPPESEN SANDERSON, INC. 1988, 2005. ALL RIGHTS RESERVED.


POLAND-2 AIR TRAFFIC CONTROL 26 AUG 05

RULES AND PROCEDURES


VFR FLIGHT PLANS ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
Crews of aircraft conducting international VFR flights (MEL) do not require an exemption.
with crossing of the Warsaw FIR boundary are
obliged to insert in item 18 of the flight plan the
crossing point and estimated crossing time of the DIFFERENCES FROM ICAO
Warsaw FIR boundary with accuracy up to 10 min­ STANDARDS
utes. Crossing point may be indicated as an report­
ing point, navigation facility or by means of geo­
graphical coordinates. ATS reporting offices and Air ICAO REFERENCE
Traffic Services will reject VFR flight plans in which
information specified above are not shown. All for­ ANNEX 2
eign and national FPL originators sending flight
plans through AFTN are obliged to address all VFR 4.6 Except when necessary for take-off or land­
flight plans to be conducted within Warsaw FIR to ing a VFR flight shall not be flown:
collective AFTN address EPZZVVXX. – over the congested areas of cities, towns or set­
tlements or over an open air assembly of per­
IFPS/CFMU OPERATIONS sons at a height less than 300m (1000ft) above
the highest obstacle within the radius of 600m
General from the aircraft;
The Integrated Initial Flight Plan Processing System – elsewhere than as specified in above, at a height
element of the EUROCONTROL Central Flow Man­ less than 150m (500ft) above the ground or wa­
agement Unit (CFMU) is the sole source for the dis­ ter;
tribution of the IFR/General Air Traffic (GAT) FPL – over the congested area of the capital of Warsaw
and associated messages to ATS units within the IF­ below FL70;
PS. The only required addresses are those of the – over the areas of cities between 25000 and
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ 50000 inhabitants at a height less than 500m for
tigny (Paris). helicopters and piston engine airplanes and
Aircraft Operators are permitted to submit flight 1000m for airplanes equipped with other en­
plans directly to the IFPUs without the need to pass gines;
them through an ATS Reporting Office. – over the areas of cities between 50000 and
100000 inhabitants at a height less than 1000m;
FLIGHT PLAN MESSAGE ADDRESSING – over the areas of cities with more than 100000
inhabitants at a height less than 1500m;
AFTN: EBBDZMFP and LFPYZMFP
– over the National Parks of areas more than
SITA: BRUEP7X and PAREP7X
3600m wide at a height less than 1000m and of
Repetitive Flight Plans (RPL) areas less than 3600m wide at a height less than
300m;
Aircraft Operators are reminded that RPL data is to – over other designated objects at a height less
be addressed to the: than 300m for helicopters and piston engine air­
CFMU planes and 1000m for airplanes equipped with
other engines;
RPL Section
Address: Rue de la Fusee 96 except when an aircraft received special permission
from ATC.
Brussels
B-1130
PANS-ATM (DOC 4444)
in parallel with their normal submissions, as re­
quired, and to National Authorities. 7.12 ATC may authorize a special VFR flight to
operate within aerodrome control zone during day­
NOTE: Aircraft Operators who do not have the facili­ time when meteorological conditions are not worse
ties to file direct to IFPS may continue to use the ser­ than:
vices of the ATS Reporting Office serving the aero­ – visibility in flight is not less than 1500m for heli­
drome of departure. copters and 2000m for other aircraft;
For complete details on the IFPS and CFMU proce­ – cloud base of the lowest clouds covering more
dures, refer to the Eurocontrol CFMU manuals or to than half of the sky is not lower than 100m for
the Jeppesen European Air Traffic Flow Manage­ helicopters and 150m for other aircraft;
ment (EATFM) User Guide. – flight will be conducted clear of clouds and in
constant sight of terrain.
ACAS II/TCAS II REQUIREMENTS ATC may authorize a special VFR flight to operate
within aerodrome control zone during nighttime
Civil fixed wing turbine-engined aircraft exceeding
when meteorological conditions are not worse than:
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be – visibility in flight is not less than 3000m for heli­
equipped with, and operate ACAS II. copters and 5000m for other aircraft;

© JEPPESEN SANDERSON, INC. 1988, 2005. ALL RIGHTS RESERVED.


15 JUL 05 AIR TRAFFIC CONTROL POLAND-3

RULES AND PROCEDURES


– cloud base of the lowest clouds covering more
than half of the sky is not lower than 300m for
helicopters and 500m for other aircraft;
– flight will be conducted clear of clouds and in
constant sight of terrain.
Authorization for special VFR flights within aero­
drome control zone may be granted if:
– an aircraft is equipped with communication facili­
ties to maintain two-way radio communication
with ATC;
– a pilot-in-command confirms his readiness to
monitor an appropriate radio frequency.

Appendix 2
Flight Plan, item 18, for uncontrolled VFR flights
insert letters VFR and two figures which specifies
height in tenths of meters e.g. VFR20, meaning
height VFR 200 m AGL. In case when a flight is
commenced at controlled aerodrome a height out­
side controlled airspace shall be specified in item 18
of the flight plan after the abbreviation RMK, e.g.
RMK/200 m AGL.

© JEPPESEN SANDERSON, INC., 1988, 2005. ALL RIGHTS RESERVED.


1 DEC 06 AIR TRAFFIC CONTROL PORTUGAL-1

PORTUGAL - RULES AND PROCEDURES


The following information also refers to Madeira Is.
PORTUGAL - RULES AND PROCEDURES

GENERAL PROCEDURE LIMITATIONS AND OPTIONS


In general, the air traffic rules and procedures in Instrument approach procedures for civil airports
force and the organization of the air traffic services comply with PANS-OPS, Document 8168, Volume II,
are in conformity with ICAO Standards, Recom­ 4th Edition. Instrument approach procedures for mili­
mended Practices and Procedures. tary aerodromes are based on the United States
Units of measurement used in connection with all air Standards for Terminal Procedures (TERPS).
traffic services in Portugal: AIRPORT OPERATING MINIMUMS
MEASUREMENT OF UNIT Portugal publishes OCA(H)s for civil airports and
DA/MDA, ceiling and visibilities for military aero­
Distance used in Kilometers, Nautical dromes.
navigation, position Miles and Tenths1 Jeppesen charted minimums are not below State
reporting, etc., minimums.
generally in excess of 2
to 3 nautical miles NOISE ABATEMENT PROCEDURES
Relatively short Meters The airports of Faro, Lisbon, Porto (Francisco SA
distances such as Carneiro) and Cascais (Tires) require the Noise
those relating to Abatement Procedures NADP 1 and 2.
aerodromes (e.g., ATS AIRSPACE CLASSIFICATIONS
runway lengths)
Portugal has adopted the ICAO ATS airspace classi­
Altitude, elevations, and Meters, Feet1 fication as listed in ATC-Chapter “ICAO ATS Air­
heights space Classifications-Annex 11”.
Horizontal speed Kilometers per Hour, Within Lisbon FIR/UIR and Santa Maria Oceanic
including wind speed Knots1 FIR, however, only the airspace classes “A”, “C”, “D”
and “G” are used.
Vertical speed Meters per Second, Within class “G” airspace at and below 3000ft AMS
Feet per Minute1 or 1000ft above terrain, whichever is higher, helicop­
ters may be operated in flight visibilities lower than
Wind direction for Degrees Magnetic 5Km, when their speed, having regard to the visibili­
landing and taking off ty, is reasonable.
Wind direction except Degrees True VFR flights shall not be operated above FL200 in air­
for landing and taking space class “C” at transonic and supersonic speeds.
off For differences from ICAO VMC specifications see
relevant paragraph below.
Visibility including Kilometers or Meters
runway visual range SPECIAL REQUIREMENTS AND
REGULATIONS
Altimeter setting, Hectopascals
atmospheric pressure FLIGHT PLANNING
Temperature Degrees Celsius For flights intending to operate within the North At­
lantic MNPS airspace during any portion of their
Weight Kilograms flight the letter ‘X’ shall be inserted in item 10 of the
ICAO FPL after the letter ‘S’ to clearly indicate that
Time Hours and minutes, the the aircraft is capable of complying with MNPS.
day of 24 hrs beginning For flights intending to operate within the North At­
at midnight UTC. lantic MNPS airspace between FL310 and 390 inclu­
sive, during any portion of their flight the letter ‘W’
1. Alternative unit shall be inserted in item 10 of the ICAO FPL after
the letters ‘S’ and ‘X’ to clearly indicate that the air­
WGS-84 IMPLEMENTATION STATUS craft has received State approval for RVSM opera­
tions.
WGS-84 compliant.
FLIGHT PROCEDURES NOTE: Aircraft without State approval for RVSM op­
erations shall not be allowed to operate within
HOLDING MNPS airspace, where Reduced Vertical Separation
is being applied.
Holding procedures comply with ATC-Chapter Part
IV. Holding procedures, table “Holding Speeds ICAO Flights intending to leave RVSM airspace shall flight
DOC 8168”. plan to leave the designated area at a conventional
(NON RVSM) flight level.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


PORTUGAL-2 AIR TRAFFIC CONTROL 1 DEC 06

PORTUGAL - RULES AND PROCEDURES


All Flightdata concerning MIL ACFT flying from, to or close to the NAT region boundary shall request Oce­
overflying Portugal (Mainland) must be addressed to anic Clearance as soon as possible after departure.
LPAMYWYB, MIL INFO Center and also to Flights from Lisbon FIR shall inform Lisbon ACC of
LPPTYWYB and LPAMYWYA. the flight level and entry point in the NAT region,
contained in the Oceanic Clearance.
IFPS/CFMU OPERATIONS
Operators departing from Azores should request
General their Oceanic Clearance from Santa Maria OACC,
The Integrated Initial Flight Plan Processing System through Santa Maria Radio, on appropriate HF fre­
element of the EUROCONTROL Central Flow Man­ quencies or on VHF 127.900MHz 20 minutes before
agement Unit (CFMU) is the sole source for the dis­ estimated departure from Azores. Pilots shall inform
tribution of the IFR/General Air Traffic (GAT) FPL Santa Maria OACC through Santa Maria Radio
and associated messages to ATS units within the IF- whenever the ETD has a time difference from the
PS. The only required addresses are those of the previously given ETD of more than 6 minutes.
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ All flights shall carefully monitor the estimate for the
tigny (Paris). OCA entry point as non-compliance may result in a
Flight Plan Message Addressing re-clearance to a less economical flight profile.
If the frequency 132.075MHz becomes unservice­
AFTN: EBBDZMFP and LFPYZMFP
able or when outside VHF range, operators should
SITA: BRUEP7X and PAREP7X contact Santa Maria Radio on appropriate HF fre­
Repetitive Flight Plans (RPL) quencies.
After initial contact, pilot should maintain SELCAL
Aircraft Operators are reminded that RPL data is to
and/or listening watch on HF/VHF.
be addressed to the:
For safety reasons, whilst in communication with
CFMU Santa Maria Radio, pilots should also maintain com­
RPL Section munication with the appropriate ATC authority for the
Address: Rue de la Fusee 96 airspace in which they are operating.
Brussels Oceanic clearances delivery for NAT tracks
B-1130
Santa Maria ACC will issue Oceanic Clearance for
in parallel with their normal submissions, as re­ aircraft flying on NAT tracks using the track letter,
quired, to National Authorities. flight level and Mach number, without the current
NAT Track message identification number.
For complete details on the IFPS and CFMU proce­
dures, refer to the Eurocontrol CFMU manuals or to Pilots are expected to include the NAT track Mes­
the Jeppesen European Air Traffic Flow Manage­ sage identification number in the read back of the
ment (EATFM) User Guide. Oceanic Clearance.

Differences from CFMU Standard Procedures If the Track message Identification number is includ­
ed on the read back there is no requirement for the
During closure hours of Ponta Delgada ARO, flight pilot to read back the NAT Track coordinates.
plans and associated messages concerning Santa If any doubts exist to the Track Message identifica­
Maria FIR should be addressed to Lisbon ARO tion number or the NAT Track coordinates the pilot
(LPPTZPZX). should request the full Track coordinates.
IFR/GAT authorized flights with destination (Military) Similarly, if the pilot cannot correctly identify the
transit Aerodrome NR 1 (AT1) located at Lisbon Int’l Track Message Identification number, Santa Maria
Airport (LPPT) must include on line AD (RE-AD­ will read the cleared NAT Track coordinates in full
DRESSING FUNCTION OF IFPS) of the FPL and and request a full read back of these coordinates.
associates messages the following location indica­
tor: LPPTYXYA. The Oceanic Clearance may be issued beyond NAT
Track limit and may include ATS route designators.
OCEANIC CLEARANCES When ATS route designators are included as part of
All flights entering the NAT region through Santa the Oceanic Clearance, there is no requirement for
Maria Oceanic Control Area must obtain ATC clear­ the pilot to read back the significant points make up
ance before crossing the Oceanic Control Area. the ATS route.
Pilots should always endeavor to obtain Oceanic Oceanic clearances delivery for all other routes
Clearance prior to entering Santa Maria Control Ar­
Santa Maria ACC will issue an Oceanic Clearance
ea; however if any difficulty is encountered the pilot
for aircraft flying on random routes, specifying the
should not hold while awaiting Clearance unless so
full route details, flight level and Mach number.
directed by ATC.
Flights that operate partially along a published NAT
Requests for Oceanic Clearances Track are considered as random routes.
All operators should request their Oceanic Clear­ ATS route designators may be included as part of
ance from Santa Maria OACC, through Santa Maria the Oceanic Clearance as received although when
Radio, on appropriate HF frequencies or VHF ATS route designators are included as part of the
132.075MHz, as soon as possible and, in all cases, Oceanic Clearance, there is no requirement for the
at least 40 minutes before the ETO for the NAT pilot to read back the significant points that make up
boundary. Departures from aerodromes situated the ATS route.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


1 DEC 06 AIR TRAFFIC CONTROL PORTUGAL-3

PORTUGAL - RULES AND PROCEDURES


Use of additional routes through Oceanic – have a noise certificate according ANNEX 16,
airspace VOL I, chapter 3.
The additional routes Tango 12 (to join Tango 14), Cases of major force are
Tango 14 and Tango 16 are available for north­
bound/southbound traffic between Canary Islands – aircraft and medical emergencies, evacuations
and northern Europe through Santa Maria Oceanic and hymenoptera reasons;
and Lisbon FIRs, considering that: – landing and take-off in a situation where the air­
a. The routes may only be flown in MNPS airspace port is alternate for meteorological reasons,
under the terms and conditions of operators’ technical failure or flight safety;
MNPS approval; when necessary, ATFM mea­ – flights that have been previously approved by the
sures may be applicable. government or occasionally by Portuguese Na­
b. The Canary Islands Preferential Routing System tional Aviation Institute INC;
(CRPS) must be observed for southbound traffic – in cases which proved of public interest;
to Canary Islands.
– flight delays caused by serious ATC;
c. Optimum cruising levels for fuel conservation – landing or take-off until 01:00LT for flights
planning purposes may not always be available.
planned before 00:00LT delayed for reasons not
d. Military activities may occasionally suspend the imputable to aircraft operator or airport;
use of these routes; suspension will be promul­
– traffic protection to/from autonomous regions of
gated by NOTAM class one. Madeira and Azores due to meteorological rea­
SPECIAL PROCEDURES ON ROUTES sons;
Aircraft operating on UN866 and UN873 to/from the – landings in the period from 05:00-06:00LT due to
Canary Islands require, as a minimum, a single INS meteorological reasons, provided the scheduled
or a single G.P.S. based RNA system. arrival time is planned after 06:00LT;
Flight crews operating on UN866 and UN873 to/from – these restrictions do not apply to military aircraft;
the Canary Islands are to inform ATC of any discrep­ – landing and/or take-off by reasons of major force
ancy in RNA operation and be prepared to provide are not accountable for maximum limit of move­
the following: ment between 00:00 and 06:00LT referenced
– RNA equipment in use; above.
– nature of discrepancy;
ACAS II/TCAS II REQUIREMENTS
– TO/FROM way points of the track being flown,
and Civil fixed wing turbine-engined aircraft exceeding
5700kg, or a maximum approved passenger seating
– wind strength and direction as reported by the
configuration of more than 19, are required to be
RNA system.
equipped with, and operate ACAS II.
NOTE: the above information may be requested by RADAR PROCEDURE WITHIN LISBON,
ATC if they observe an unintentional deviation great­ PORTO, FARO AND MADEIRA TMA’S
er then 10NM.
Within LISBON FIR TMAs, unless otherwise advised
East or westbound flights crossing Lisbon FIR/UIR by ATC, speed adjustment under Radar Control on
boundary south of ‘SAR’ VORDME must include Arrivals to Alverca (LPAR), Cascais (LPCS), Faro
point ‘SONAP’ in their flight plan. (LPFR), Lisbon (LPPT), Madeira (LPMA), Montijo
North or southbound flights along 010°W via ‘OR­ (LPMT), Porto (LPPR) and Porto Santo (LPPS) shall
TOP’ must also include ‘SONAP’ in their flight plan be in accordance with the following:
as the turning point and ‘XERES’ as entering/exit a. Maximum IAS 280KT between FL245 and FL100
point.
b. Maximum IAS 250KT at and below FL100
RESTRICTIONS TO NOCTURNAL FLIGHTS c. Maximum IAS 220KT at and below FL070
WITH CIVIL AIRCRAFT ON PORTUGUESE d. Maximum IAS 200KT at and below 4000FT
AIRPORTS e. Maximum IAS between 180KT and 160KT when
On airports and/or aerodromes landing and/or established on the final approach segment and
take-off is forbidden between 00:00 and 06:00LT ex­ thereafter 160KT until 4NM from threshold
cept in case of major force. Additionally, ATC may request specific speeds for
– however according to governmental deliberation accurate spaces. Pilots are requested to comply
exception has been granted for Lisbon, Portugal with speed adjustments as promptly as feasible with­
and Madeira airports in which landing and/or in their own operational constraints, advising ATC if
take-off are allowed in a limited number. Thus, in circumstances necessitate a change of speed for
this airport landing and take-off will be allowed aircraft performance reasons.
between 00:00 and 06:00 to civil aircraft provid- DIFFERENCES FROM ICAO
ed;
– the flight has been coordinated at least one day
STANDARDS AND PROCEDURES
in advance with the DATA slot coordinator, and None published.

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


20 MAY 05 AIR TRAFFIC CONTROL ROMANIA-1

RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
In general, Romania is in compliance with ICAO Instrument approach procedures are in accordance
Standards and Procedures. with the PANS-OPS, Document 8168, Volume II, 4th
Edition.
Units of measurement used in connection with all air
traffic services in Romania: Speed Restrictions

MEASUREMENT OF UNIT Maximum indicated airspeed within Bucharest TMA


is limited to 250KT below FL100.
Distance used in NM and TENTHS, Maximum indicated airspeed within Bucharest FIR
navigation, position KILOMETERS1 for, arriving aircraft, is limited to 250KT below FL100,
reporting, etc., unless otherwise authorized or required by ATC.
generally in excess of 2
Maximum indicated airspeed within Class “C” air­
nautical miles
space, for arriving aircraft, is limited to 210KT below
Relatively short METERS FL100, unless authorized or required by ATC.
distances such as
those relating to AIRPORT OPERATING MINIMUMS
aerodromes (e.g.,
runway lengths) Romania does not publish State airport operating
minimums.
Altitude, elevations, and FEET, METERS1 Romania publishes Obstacle Clearance Altitudes
heights (Heights) [OCA(H)].

Horizontal speed KNOTS, KMH1


NOISE ABATEMENT PROCEDURES
including wind speed
Noise Abatement Departure Procedure 1
Vertical speed FEET per MIN,
METERS per SEC1 (NADP1)
The noise abatement procedure is not to be initiated
Wind direction for DEG/MAG
at less than 800ft (240m) above aerodrome eleva­
landing and taking off
tion. The initial climbing speed to the noise abate­
Wind direction except DEG/TRUE ment initiation point shall not be less than V2 + 10KT
for landing and taking (20Kmh).
off – on reaching an altitude at or above 800ft (240m)
above aerodrome elevation, adjust and maintain
Visibility including KM or METERS engine power/thrust in accordance with the
runway visual range noise abatement power/thrust schedule provided
in the aircraft operating manual. Maintain a climb
Altimeter setting, hPa, MB and mm1 speed of V2 + 10 to 20KT (20 to 40Kmh) with
atmospheric pressure
flaps and slats in the take-off configuration;
Temperature DEG/CELSIUS – at no more than an attitude equivalent to 3000ft
(CENTIGRADE) (900m) above the aerodrome elevation, while
maintaining a positive rate of climb, accelerate
Weight mt or KG and retract flaps/slats on schedule; and
– at 3000ft (900m) above the aerodrome elevation,
Time HR & MIN, the DAY of
accelerate to enroute climb speed.
24 HR BEGINS AT
MIDNIGHT UTC
Noise Abatement Departure Procedure 2
1 (NADP2)
SI alternative unit
The noise abatement procedure is not to be initiated
WGS84 IMPLEMENTATION STATUS at less than 800ft (240m) above aerodrome eleva­
All geographical coordinates indicating latitude and tion. The initial climbing speed to the noise abate­
longitude are expressed in WGS84 reference datum. ment initiation point shall not be less than V2 + 10 to
20KT (20 to 40Kmh).
On reaching an altitude equivalent to at least 800ft
FLIGHT PROCEDURES (240m) above aerodrome elevation, decrease air­
craft body angle/angle of pitch whilst maintaining a
HOLDING positive rate of climb, accelerate towards VZF and ei­
ther:
Holding procedures comply with Table IV-1-1, pub­
lished on AIR TRAFFIC CONTROL Pages series a. reduce power with the initiation of the first
200. flaps/slats retraction, or
b. reduce power after flaps/slats retraction.

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


ROMANIA-2 AIR TRAFFIC CONTROL 20 MAY 05

RULES AND PROCEDURES


Maintain a positive rate of climb and accelerate to simultaneously, as required, and to National Authori­
and maintain a climb speed of VZF + 10 to 20KT (20 ties. For complete details on the IFPS and CFMU
to 40Kmh) to 3000ft (900m) above aerodrome eleva­ procedures, refer to the Eurocontrol CFMU manuals
tion. or to the Jeppesen European Air Traffic Flow Man­
agement (EATFM) User Guide.
On reaching 3000ft (900m) above aerodrome eleva­
tion, transition to normal enroute climb speed.
FLIGHT PLANNING
Application of Procedures
The “TYPE OF FLIGHT” shall be inserted in Item 8.
NADP1 shall be applied for all take-offs at Arad, The significant point on Bucharest FIR boundary
RWY 09; Bacau, RWY 34; Bucharest (Baneasa-Au­ and the accumulated Estimated Elapsed Time (EET)
rel Vlaicu), RWY 07/25; Cluj-Napoca, RWY 26; to that point shall be inserted at item 18 “RE­
Oradea, RWY 01 and Sibiu, RWY 09. MARKS”; (for example EET/KARIL 0145).
Either NADP1 or NADP2 shall be applied for all
take-offs from other aerodromes or runways not FLIGHT RESTRICTIONS
mentioned above.
Commercial transport flights are to be conducted
only in accordance with IFR.
ATS AIRSPACE CLASSIFICATIONS IFR flights shall not take-off from uncontrolled air­
Romania has adopted the ICAO ATS airspace clas­ ports until they have been advised by the respective
sification as listed on ATC page 351. ACC on the conditions for entry into the airspace of
the controlling ACC.
Within Bucharest FIR, the airspace is divided into
four classes: “A”,”C”, “D” and “G”. The prescribed air traffic flows within Bucharest FIR
which is based on the collective requirements of
Enroute GAT VFR flights shall not be operated States has been developed to deal with the particu­
above FL195 in class “C” airspace. lar situation of:
a. Non-availability of the airspace of Bosnia and
SPECIAL REQUIREMENTS AND Herzegovina;
REGULATIONS b. Suspension of portions of ATS routes R/UR49
and R/UR45 and lack of letter of agreement be­
tween ACC Belgrade and ACC Zagreb;
ALTIMETRY
c. Non availability of certain portions of the air­
a. The QNH value transmitted in whole hectopas­ space over the Adriatic Sea;
cals will be made available to pilots. This procedure was approved by the parties con­
b. The QFE value will be provided on request. This cerned in the framework of the ICAO ATS/ATFM co­
value will be transmitted in tenths of hectopas­ ordination meetings.
cals and on request also in millimeters.
APPROVAL FOR LOW VISIBILITY
IFPS/CFMU OPERATIONS OPERATIONS
The Integrated Initial Flight Plan Processing System An aircraft operator registered in a country other
element of the EUROCONTROL Central Flow Man­ than Romania is permitted to execute Low Visibility
agement Unit (CFMU) is the sole source for the dis­ Operations (LVO) in conformance with the Low Visi­
tribution of the IFR General Air Traffic (GAT) FPL bility Procedures (LVP) declared in force by ATC,
and associated messages to ATS units within the IF­ provided the following requirements have been ful­
PS. The only required addresses are those of the filled:
two IFPS Units (IFPU) at Haren (Brussels) and Bre­
tigny (Paris). – the operator must possess an authorization for
LVO issued by the state responsible for issuing
the Air Operator Certificate;
FLIGHT PLAN MESSAGE ADDRESSING
– the operator must have submitted a copy of this
AFTN: EBBDZMFP and LFPYZMFP authorization for LVO to the Romanian CAA to­
SITA: BRUEP7X and PAREP7X gether with a formal request for permission to
perform LVO. The formal request must specify all
Repetitive Flight Plans (RPL) relevant data (aircraft types, operating minima
for each type of LVO requested);
Aircraft Operators are reminded that RPL data is to – the operator must be in possession of a formal
be addressed to the: Romanian CAA permission to carry out LVO in
CFMU Romania and shall comply with the terms of this
permission whenever such terms are more re­
RPL Section
strictive than the terms of the authorization is­
Address: . Rue de la Fusee 96 sued by the state responsible for issuing the Air
Brussels Operator Certificate.
B-1130

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


20 MAY 05 AIR TRAFFIC CONTROL ROMANIA-3

RULES AND PROCEDURES

ACASII/TCASII REQUIREMENTS
Civil fixed wing turbine-engined aircraft exceeding
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be
equipped with, and operate ACAS II.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption.

DIFFERENCES FROM ICAO


STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2
3.3.1.4 Flight plans shall be submitted at
least 30 minutes before the estimated off-block time.
5.1.2 Flights on airways are carried out re­
specting a minimum vertical clearance of 300m
(1000ft) in areas with elevations below 1400m
(4600ft) and 600m (2000ft) in areas with elevations
of or above 1400m (4600ft).

Appendix 3
The lowest IFR flight level is FL40 (1200STD). The
cruising level table does not apply to VFR flights.

© JEPPESEN SANDERSON, INC., 1989, 2005. ALL RIGHTS RESERVED.


23 JAN 04 AIR TRAFFIC CONTROL SERBIA - MONTENEGRO-1

RULES AND PROCEDURES

GENERAL � ATS AIRSPACE CLASSIFICATION


In general, the air traffic rules and procedures in Serbia and Montenegro has adopted the ICAO
force and the organization of the air traffic services ATS airspace classification as listed on ATC page
are in conformity with ICAO Standards, Recom­ 351.
mended Practices and Procedures. Within Belgrad FIR/UIR the airspace between FL
195 and FL660 is classified as airspace C. Other
Units of measurement used in connection with all �� part of the airspace remains unclassified.
air traffic services in Serbia-Montenegro:
SPECIAL REQUIREMENTS AND
Distance used in naviga­ REGULATIONS
tion, position reporting, NM and TENTHS
etc. POSITION REPORTING
Relatively short dis­ For flights across the Serbia-Montenegro
tances such as those entry/exit corridors position reports are mandatory.
METERS
relating to aerodromes Reporting of overflight of all compulsory reporting
(e.g., runway lengths) and transfer points on airways and VFR air corri­
Altitude, elevations, METERS, dors is mandatory unless otherwise requested by
and heights FEET the competent ATS unit.
Horizontal speed in­ Position reports shall contain the following data:
KNOTS
cluding wind speed - aircraft identification,
Vertical speed FEET per MIN - aerodrome of destination,
Wind direction for land­ - position and time,
DEG/MAG
ing and taking off - flight level.
Wind direction except
DEG/TRUE
for landing and taking off REQUIRED NAVIGATION PERFORMANCE
Visibility including run­ Aircraft, other than state aircraft, operating on the
KM or METERS
way visual range ATS routes within Belgrad FIR/UIR under IFR
Altimeter setting, atmo­ shall be equipped with, as a minimum, RNAV
hPa
spheric pressure equipment meeting RNP 5.
Temperature DEG/CELSIUS Carriage of RNP 5 RNAV equipment is not re­
(CENTIGRADE) quired on lower ATS routes between minimum
Weight mt or KGS flight altitude and FL 145.
Time HR & MIN, the
DAY of 24 HR DIFFERENCES REGARDING RVSM ONLY
BEGINS AT MID­ DOC 4444, part IV- Radar Services:
NIGHT UTC 5.4.1 Where an aircraft’s Mode C displayed level
differs from the cleared flight level by 90m
(300ft) or more, the controller shall inform
WGS-84 IMPLEMENTATION STATUS the pilot accordingly and a pilot shall be
All geographical coordinates indicating latitude and requested to check the pressure setting
longitude are expressed in WGS-84 reference and confirm the aircraft’s level.
datum. Appendix 2 - Flight Plan item 8 (M if Military);
In addition to military operations, operators of
customs or police aircraft shall insert the letter
FLIGHT PROCEDURES M in item 8 of the flight plan.
HOLDING
Holding procedures basically comply with Table TRANSPONDER OPERATING PROCEDURE
IV-1-1, published on AIR TRAFFIC CONTROL WHEN ENTERING BELGRADE FIR/UIR
Pages series 200. The pilot-in-command of aircraft about to enter
Belgrade FIR/UIR who has not received specific
PROCEDURE LIMITATIONS AND OPTIONS instructions from ATC concerning the setting of
Instrument approach procedures comply with new the transponder, shall operate the transponder on
PANS-OPS, Document 8168, Volume II. mode A and C code 2000 before entry and main­
tain that code setting until otherwise instructed.
AIRPORT OPERATING MINIMA
Serbia-Montenegro publishes Obstacle Clearance BALKAN JOINT OPERATIONS AREA
Altitudes (Heights) [OCA(H)]. - see ENROUTE CHART NOTAM page
Jeppesen charted minimums are not below State BALKANs.
minimums.

© JEPPESEN SANDERSON, INC., 1989, 2004. ALL RIGHTS RESERVED.


SERBIA-MONTENEGRO-2 AIR TRAFFIC CONTROL 23 JAN 04

RULES AND PROCEDURES

ACASII/TCASII REQUIREMENTS DIFFERENCES FROM ICAO STAN­


Civil fixed wing turbine-engined aircraft exceeding DARDS AND PROCEDURES
15.000kg, or a maximum approved passenger
seating configuration of more than 30, are required ICAO REFERENCE
to be equipped with, and operate ACAS II. ANNEX 2
ACAS II/TCAS II Operators with ACAS II tempo­ No differences published.
rary u/s in accordance with Minimum Equipment
List (MEL) do not require an exemption.

IFPS/CFMU OPERATIONS
General
The Integrated Initial Flight Plan Processing Sys­
tem element of the Eurocontrol Central Flow
Management Unit (CFMU) is the sole source for
the distribution of the IFR General Air Traffic
(GAT) FPL and associated messages to ATS units
within the IFPS.
The only required addresses are those of the two
IFPS Units (IFPU) at Haren (Brussels) and
Bretigny (Paris).

FLIGHT PLAN MESSAGE ADDRESSES


AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X

REPETITIVE FLIGHT PLANS (RPL)


Aircraft Operators are reminded that RPL data is
to be addressed to the RPL Section of the CFMU
(Rue de la Fusee 96, B-1130 Brussels) in parallel
with their normal submissions, as required, and to
National Authorities.

For complete details on the IFPS and CFMU


procedures, refer to the Eurocontrol CFMU manu­
als or to the Jeppesen European Air Traffic Flow
Management (EATFM) User Guide.

VISUAL METEOROLOGICAL CONDITIONS


Except for special VFR flights within control zones,
VFR flight shall be conducted so that the aircraft is
flown in conditions of visibility and distance from
clouds equal to or greater than those specified in
table below:

Up to 450m GND Above 450m GND and within


ATZ of uncontrolled aerodrome

For flights with IAS �140KT

Distance Clear of 1.5km horizontal 1.5km horizontal


from cloud cloud and 300m vertical 300m vertical
in sight of
surface

Flight visibil­ 1.5 km 5km 8km


ity

Minimum 300m above the highest obstacle within a radius of 600m from the aircraft, or over
Safe height congested areas or over an open-air assembly of persons.

END

© JEPPESEN SANDERSON, INC., 1989, 2004. ALL RIGHTS RESERVED.


16 FEB 07 AIR TRAFFIC CONTROL SLOVAKIA-1

SLOVAKIA - RULES AND PROCEDURES


GENERAL Within TMA or CTR aircraft below FL100 shall not
SLOVAKIA - RULES AND PROCEDURES

exceed an IAS 460Kmh (250KT) and after overflying


In general, the air traffic rules and procedures in the IAF max. IAS 390Kmh (210KT), if not cleared
force and the organization of the air traffic services otherwise.
are in conformity with ICAO Standards, Recom­ Departure turns are established for a maximum IAS
mended Practices and Procedures.
345Kmh.
Units of measurement used in connection with all air
traffic services in the Slovak Republic: AIRPORT OPERATING MINIMUMS
Slovakia publishes State airport operating mini­
MEASUREMENT OF UNIT mums regulations for landing and take-off.
Distance used in Nautical Miles and Jeppesen charted airport operating minimums are
navigation, position Tenths, Kilometers the higher of State minimums and JAR-OPS, Sub­
reporting, etc. part E.
Engine Start-up Minimums
Relatively short Meters
distances such as For aircraft sequencing for take-off, the clearance for
those relating to engine start-up may only be requested if the
aerodromes (e.g., RVR/VIS requirements as listed below have been
runway lengths) fulfilled.

Altitude, elevations, and Feet, Meters Take-off Minimums Minimum RVR/VIS for
heights RVR/VIS Start-up

Horizontal speed Kilometers per Hour, 150m 100m


Knots
200m 150m
Wind speed Knots, Meters per
Second 250m 200m

Vertical speed Feet per Minute 300m 250m

Wind direction for Degrees Magnetic 400m 300m


landing and taking off
500m 400m
Wind direction except Degrees True
for landing and taking 600m 500m
off
800m 600m
Visibility including Kilometers or Meters
runway visual range ATS AIRSPACE CLASSIFICATIONS
Altimeter setting, Hectopascals Slovakia has adopted the ICAO ATS airspace classi­
atmospheric pressure fication as listed in ATC Chapter “ICAO ATS Air­
space Classifications - Annex 11”.
Temperature Degrees Celsius Airspace classes “A”, “B” and “F”, however, are not
used within Bratislava FIR.
Weight Metric Tons or
Kilograms VFR flights shall not be operated above FL200 in
class “C” airspace, at transonic and supersonic
Time Hours and minutes, the speeds.
day of 24 hrs beginning On Saturdays and holidays in Class “C” airspace,
at midnight UTC. with the exception of TMAs and airways, the air­
space from 5000ft/1500m or 1000ft/300m AGL,
WGS-84 IMPLEMENTATION STATUS whichever is higher, up to FL85 is classified as Class
“G” airspace. Over terrain exceeding 6500ft/2000m
WGS-84 compliant. the Class “G” airspace is extended up to FL105.
FLIGHT PROCEDURES On Saturdays and holidays in Class “G” airspace,
with the exception of TMAs and airways, the upper
HOLDING limit is extended up to FL85. Over terrain exceeding
6500ft/2000m the Class “G” airspace is extended up
Holding procedures comply with ATC Chapter “Flight
to FL105.
Procedures (DOC 8168) Part IV. Holding Proce­
dures”, table “Holding Speeds ICAO DOC 8168”. For differences from ICAO VMC specifications see
relevant paragraph below.
PROCEDURE LIMITATIONS AND OPTIONS
Instrument approach procedures are in accordance
with the new PANS-OPS, Document 8168, Volume
II, 4th Edition.

© JEPPESEN SANDERSON, INC. 1994, 2007. ALL RIGHTS RESERVED.


SLOVAKIA-2 AIR TRAFFIC CONTROL 16 FEB 07

SLOVAKIA - RULES AND PROCEDURES


SPECIAL REQUIREMENTS AND POSITION REPORTING PROCEDURE
REGULATIONS Whenever the controller informs the pilot that “radar
contact” is established, the pilot automatically omits
International flights in Bratislava FIR above
further position reporting while flying in Bratislava
5000ft/1500m or above 1000ft/300m AGL, whichev­
FIR.
er is higher, must be conducted using designated
ATS routes, unless special permission has been OPERATIONS AT UNCONTROLLED
granted by the Directorate General of Civil Aviation AIRPORTS
of the Ministry of Transport, Posts and Telecommuni­
cations of the Slovak Republic as well as the ATS Collision Avoidance at AFIS Aerodromes
unit.
When operating at an aerodrome where AFIS is pro­
ALTIMETRY vided, the pilot of an aircraft equipped with radio
shall, on the appropriate aerodrome frequency, or, if
a. Cruising levels at which a flight or portion of flight no frequency is assigned, the published general avi­
is to be conducted shall be expressed in terms of ation frequency, report the following:
– flight levels for enroute flights at or above the a. When approaching the aerodrome:
lowest usable flight level or above transition
– aircraft position when entering the aero­
altitude;
drome information zone;
NOTE: Lowest usable flight level is the near­ – intended position for joining the traffic circuit;
est level above altitude 5000ft/1500m or – additional information (if required);
above the established minimum flight altitude
if higher than 5000ft/1500m. – final;
– vacating the runway.
– altitudes for flights at or below the transition
altitude and for flights at or below altitude b. When departing the aerodrome:
5000ft/1500m; – ready for taxi;
– heights above the ground for enroute flights – when reaching holding point;
conducted at 1000ft/300m above the ground
– when lining up on the runway;
or below.
– take-off;
b. QNH value will be given in hectopascals and, on
– leaving the traffic circuit;
request, in millimeters.
– leaving the aerodrome information zone.
c. QFE values will be given on request only.
IFPS/CFMU OPERATIONS ACAS II/TCAS II REQUIREMENTS
General Civil fixed wing turbine-engined aircraft exceeding
15000kg, or a maximum approved passenger seat­
The Integrated Initial Flight Plan Processing System ing configuration of more than 30, are required to be
element of the EUROCONTROL Central Flow Man­ equipped with, and operate ACAS II.
agement Unit (CFMU) is the sole source for the dis­
tribution of the IFR General Air Traffic (GAT) FPL ACAS II/TCAS II Operators with ACAS II temporary
and associated messages to ATS units within the IF­ u/s in accordance with Minimum Equipment List
PS. The only required addresses are those of the (MEL) do not require an exemption.
two IFPS Units (IFPU) at Haren (Brussels) and Bre­ DIFFERENCES FROM ICAO
tigny (Paris).
STANDARDS AND PROCEDURES
Flight Plan Message Addressing
AFTN: EBBDZMFP and LFPYZMFP
ICAO REFERENCE
SITA: BRUEP7X and PAREP7X ANNEX 2
Repetitive Flight Plans (RPL) 4.1 In class “G” airspace (at and below 1000ft
Aircraft Operators are reminded that RPL data is to AGL) aircraft may operate in a flight visibility of not
be addressed to the: less than 1500m (800m for helicopters), clear of
cloud and in sight of the surface:
CFMU – when operated at speeds that in the prevailing
RPL Section visibility will give an adequate opportunity to ob­
Address: Rue de la Fusee 96 serve other traffic or any obstacles in time to
Brussels avoid collision, provided the quotient of IAS
B-1130 (Kmh) and the flight visibility (Km) is not higher
that 100;
in parallel with their normal submissions, as re­ – in circumstances in which the probability of en­
quired, and to National Authorities. counters with other traffic would normally be low,
For complete details on the IFPS and CFMU proce­ e.g. in areas of low traffic volume and for aerial
dures, refer to the Eurocontrol CFMU manuals or to work at low levels.
the Jeppesen European Air Traffic Flow and Capaci­
ty Management (EATFCM) User Guide.

© JEPPESEN SANDERSON, INC. 1994, 2007. ALL RIGHTS RESERVED.


3 NOV 06 AIR TRAFFIC CONTROL SPAIN-1

SPAIN - RULES AND PROCEDURES


GENERAL ATS AIRSPACE CLASSIFICATIONS
SPAIN - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Spain has adopted the ICAO airspace classification
force and the organization of the air traffic services as listed in ATC-Chapter ‘ICAO ATS Airspace Classi­
are in conformity with ICAO Standards, Recom­ fications - Annex 11’. Airspace classes A
mended Practices and Procedures. ATC may authorize VFR flights over FL195 in Class
Units of measurement used in connection with all air “A” airspace within Madrid and Barcelona FIR/UIRs.
traffic services in Spain: While flying under this clearance all class “B” air­
space requirements shall apply.
MEASUREMENT OF UNIT VFR flights shall not be operated above FL200 in
class “C” airspace, at transonic and supersonic
Distance used in Nautical Miles speeds.
navigation
SPECIAL REQUIREMENTS AND
Relatively short Meters REGULATIONS
distances (less than
4000m) AIRCRAFT CLASSIFICATION DUE TO
Altitude, elevations and Meters, Feet WAKE TURBULENCE
heights The separation minima due to wake turbulence are
based on the aircraft classification depending on
Horizontal speed Knots, Mach their MTOW.
including wind speed

Vertical speed Feet Per Minute HEAVY (H) 136000kg or more

Wind direction for Degrees Magnetic MEDIUM (M) less than 136000kg and
landing and taking off more than 7000kg

Wind direction except Degrees True LIGHT (L) equal or less than 7000kg
for landing and taking
off B-757 and B-737 (737-800/900) must be considered
as:
Visibility including Kilometers and Meters – HEAVY when being followed by another aircraft,
runway visual range when less than 5km and
– MEDIUM when they follow another aircraft
Altimeter setting Hectopascals
(Millibars)
GLOBAL POSITIONING SYSTEM (GPS)
Temperature Degrees Celsius OPERATIONS

Weight Kilograms General


GPS may be used as both primary means of naviga­
Time Hours and minutes, the tion and as a supplemental navigation system only
day of 24hrs beginning after receipt of both airworthiness and operational
at midnight UTC. approval from the Direccion General de Aviacion
Civil or the aeronautical authority in the State of reg­
WGS-84 IMPLEMENTATION STATUS istry. Airworthiness shall be based on compliance
with FAA TSO-C129 and FAA Notice 8110.60.
WGS-84 compliant
Flight Plan Information
FLIGHT PROCEDURES
Flight plans for operations oceanic/remote areas
HOLDING must include the entries “NAV/GPS” and “RMK/FDE
AVAILABLE” in item 18. RPLs should include
Holding procedures comply with ATC-Chapter Part “NAV/GPS” in item Q if GPS navigation equipment is
IV. Holding Procedures, table ‘Holding Speeds ICAO available on the aircraft.
DOC 8168’.
GPS Usage
AIRPORT OPERATING MINIMUMS
a. GPS may be used as a primary (sole) means of
Spain publishes OCA(H)s. navigation in oceanic/remote areas subject to
Jeppesen charted minimums are not below State the following operational conditions:
minimums. 1. Integrity provided by RAIM: GPS may re­
place one of the two required means of navi­
gation.
2. Integrity not provided by RAIM:
– ground-based aids on the route to be
flown must be available;

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


SPAIN-2 AIR TRAFFIC CONTROL 3 NOV 06

SPAIN - RULES AND PROCEDURES


– aircraft equipment, other than GPS, suit­ – aircraft equipment, other than GPS, suit­
able for the route to be flown must be able for the route to be flown must be
available; available;
– integrity monitoring equivalent to RAIM – integrity monitoring equivalent to RAIM
must be performed by the navigation sys­ must be performed by the navigation sys­
tem. tem;
– the terminal procedure(s) must be avail­
NOTE: The appropriate Fault Detection and able from the navigation data base;
Exclusion (FDE) availability prediction pro­ – the terminal procedure(s) must be ap­
gram must be utilized no more than 2 hours proved by the Spanish Aeronautical Au­
prior to departure to determine the maximum thority;
duration of possible GPS outage due to the
following: – the aircraft operator must be approved for
the terminal procedure(s) by the Direc­
– loss of navigation capability; cion General de Aviacion Civil.
– loss of the failed satellite detection func­
tion (RAIM); GPS for Non-precision Approaches
– loss of the failed satellite exclusion func­ GPS-based navigation equipment can be used as a
tion. supplemental navigation system to fly any part of in­
strument non-precision approaches provided each
b. GPS may be used as a supplemental navigation
of the following conditions are met:
system in domestic enroute areas subject to the
following operational conditions: a. Multi-sensor equipment using GPS as one sen­
sor may be used to fly non-precision approaches
1. Integrity provided by RAIM:
where the State of operator/registry (as applica­
– ground-based aids approved for IFR on ble) has authorized its use;
the route to be flown must be available
b. The GPS procedure has to be approved by the
when RAIM capability is lost;
Spanish Aeronautical Authority and published in
– aircraft equipment, other than GPS, suit­ AIP-ESPANA for Spanish territory or, by the
able for the route to be flown must be Aeronautical Authority of the destination airport.
available when RAIM capability is lost;
c. The navigation database captains current infor­
2. Integrity not provided by RAIM: mation on the non-precision approach to be
flown (actual AIRAC cycle);
– ground-based aids approved for IFR on
the route to be flown must be available; d. The approach to be flown is retrievable from the
database and defines the location of all naviga­
– aircraft equipment, other than GPS, suit­
tion aids and all waypoints required for the ap­
able for the route to be flown must be
proach;
available;
e. The information stored in the data base is pre­
– integrity monitoring equivalent to RAIM
sented to the crew in the order depicted on the
must be performed by the navigation sys­
published non-precision approach plate;
tem.
f. The navigation data base waypoints cannot be
c. GPS may be used as a supplemental navigation changed by the flight crew;
system in terminal areas subject to the following
g. The appropriate airborne equipment required for
operational conditions:
the route to be flown from the destination to any
1. Integrity provided by RAIM: required alternate airport and for on approach at
– ground-based aids approved for IFR on this airport must be installed in the aircraft and
the route to be flown must be available be operational. Also, the associated
when RAIM capability is lost; ground-based navaids must be operational.
– aircraft equipment, other than GPS, suit­ h. The aircraft operator must be approved for such
able for the route to be flown must be operations by the Direccion General de Aviacion
available when RAIM capability is lost; Civil.
– the terminal area procedure(s) must be i. The navigation data base must be accepted or
available from the navigation data base; approved by Spanish Aeronautical Authority.
– the terminal area procedure(s) must be GPS Overlay Procedures
approved by the Spanish Aeronautical
Authority; An overlay approach is one which allows a crew to
use GPS equipment to fly an existing non-precision
– the aircraft operator must be approved for instrument approach procedure and is restricted to
the terminal area procedure(s) by the Di­ approaches based on VOR, VOR/DME, NDB or
reccion General de Aviacion Civil. NDB/DME. In addition to the non-precision ap­
2. Integrity not provided by RAIM: proach conditions, the following conditions shall also
apply:
– ground-based aids approved for IFR on
the route to be flown must be available;

© JEPPESEN SANDERSON, INC. 1989, 2006. ALL RIGHTS RESERVED.


30 SEP 05 AIR TRAFFIC CONTROL SPAIN-3

RULES AND PROCEDURES


a. GPS equipment, where RAIM and approach – For permanent radar performance checking of
function are provided, may be used to fly Malaga Airport, a fixed radar transponder is in­
non-precision approaches without active moni­ stalled at ‘MGA’ VOR with the following charac­
toring by the flight crew of the applicable na­ teristics:
vaid(s) which define the approach being used. • Location: N364851.52 W0042210.27
However, the ground-based navaid(s) and the
associated airborne equipment required for the • Alpha Mode: 7777
published approach procedure must be avail­ • Antenna altitude: 3100ft
able, or
Aircraft equipped with TCAS version prior to No. 7,
b. For multi-sensor navigation systems and ap­ overflying at low altitude the above coordinates, may
proach function where RAIM is not used for ap­ receive TCAS traffic advisories corresponding to this
proach integrity, the ground-based procedure na­ fixed transponder. Such identifications do not identi­
vaid must be used for monitoring the procedure. fy real traffic and should be ignored.
GPS Stand-Alone Approaches Operational Restrictions
The term GPS stand-alone approach refers to a Flights in oceanic/remote areas shall be cancelled,
non-precision approach procedure not overlaid on a delayed or re-routed for either of the following:
traditional instrument approach procedure based on
ground navaids. In addition to the non-precision ap­ a. any interruption of the navigation function on the
proach conditions, the following conditions shall also predicted route caused by a predicted satellite
apply. outage;
a. GPS equipments providing RAIM and approach b. if the interval during which the fault exclusion
function are required; function is unavailable exceeds the maximum
acceptable duration for a specified route.
b. The published approach procedure is identified
as a GPS approach (e.g.: GPS RWY 27) and ref­
erenced to WGS84 coordinates;
IFPS/CFMU OPERATIONS
c. The missed approach procedure is not based on General
GPS.
d. During the pre-flight planning stage for an IFR The Integrated Initial Flight Plan Processing System
flight: element of the EUROCONTROL Central Flow Man­
agement Unit (CFMU) is the sole source for the dis­
1. Where a destination alternate is required, a tribution of the IFR General Air Traffic (GAT) FPL
GPS stand-alone approach procedure may and associated messages to ATS units within the IF­
be used at the destination aerodrome provid­ PS. The only required addresses are those of the
ed that, at the alternate, a non-GPS based two IFPS Units (IFPU) at Haren (Brussels) and Bre­
approach procedure is available; tigny (Paris).
2. Where a destination alternate is not required,
at least one non-GPS based approach pro­ FLIGHT PLAN MESSAGE ADDRESSING
cedure must be available at the destination
aerodrome. AFTN: EBBDZMFP and LFPYZMFP
e. Where a take off and/or enroute alternate is re­ SITA: BRUEP7X and PAREP7X
quired, at least one non-GPS based approach
procedure must be available at the alternate(s). Repetitive Flight Plans (RPL)

Apron Taxiing Aircraft Operators shall submit RPL data directly to


both the:
The defined spaces and areas in aprons are de­
signed on the basis that the aircraft moves using Air Navigation Office (AENA) and the RPL Section of
power/thrust settings close to idle. the CFMU
Address: Rue de la Fusee 96
Due to special circumstance, aircraft within the
Brussels
apron that need to significantly increase pow­
er/thrust, must coordinate with ATC so the maneuvre B-1130
can be supervised by the signalman. For complete details on the IFPS and CFMU proce­
dures, refer to the Eurocontrol CFMU manuals or to
ACAS II/TCAS II REQUIREMENTS the Jeppesen European Air Traffic Flow Manage­
ment (EATFM) User Guide.
All civil fixed wing turbine-engined aircraft having a
maximum take-off mass exceeding 5700kg, or a
maximum approved passenger seating configuration SCHEDULING COORDINATION
of more than 19, are required to be equipped with Any planned times of arrival and/or departure of
ACAS II. commercial air traffic shall be requested from the
TCAS Requirements Malaga Airport Scheduling Coordination Office at least 3 days be­
fore the date of operations, in order to be assigned
Notification to aircraft equipped with TCAS prior to an available “slot”.
version No. 7, operating in the vicinity of Malaga air­ Requests must be made during office hours:
port: Mon-Thu 0800-1730 and Fri 0800-1530 to:

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


SPAIN-4 AIR TRAFFIC CONTROL 30 SEP 05

RULES AND PROCEDURES


Oficina de Coordinacion de Horarios – flights of state aircraft;
Address: Calle Peonias – flights exempted by appropriate aeronautical au­
2-4 planta thority.
Madrid
28042 FLIGHT PLANNING
Tel: +34 913 211049
+34 913 211404 When including navigation, communication and SSR
+34 913 211390 equipment in item Q of the Repetitive Flight Plan
(RPL), use the element “EQPT/” followed by the ap­
Telefax: +34 913 211348
propriate letter.
SITA: MADCHYA
Flights fitted with RNAV equipment must include the
AFTN: LEANZXEH
letter ‘R’ in item Q of the RPL.
Requests shall be completed in accordance with the
instructions specified in the IATA Standard Schedule FLIGHT PLAN MESSAGE ADDRESSING
Information Manual (SSIM), and should be sent via
the SITA-network, or if unable, via mail, fax or in per­ Flight plans of mixed flights (IFR to VFR and GAT to
son. OAT) shall be addressed to the two IFPS units in ad­
dition to the addresses affected by the VFR/OAT
Modifications or cancellations of previously coordi­
stages.
nated flights must be reported, during office hours,
at least 3 working days prior to the date operations. Flight plans of flights operating in the NAT region
within a distance of 60NM or less from the northern
Slots will be assigned only within airport operating
and southern boundaries of Gander and Shanwick
hours, unless special permission to operate outside
Oceanic FIR shall be addressed to the respective
these hours has been granted by the airport man­
ACC in charge and the ACC of the nearest adjacent
agement.
NAT FIR.
Notifications of isolated operations of an exceptional
nature that imply a new flight or a modification of al­ AIRCRAFT ENTERING SHANWICK
ready coordinated flights will be submitted, by the
means mentioned above, directly to the coordination OCEANIC CONTROL AREA
center at each airport. Aircraft unable to contact “Shanwick Oceanic” on
Aircraft operators must send a copy of all their com­ VHF should request clearance on a NARTEL HF fre­
munications with airports to the Scheduling Coordi­ quency (North Atlantic enroute HF RTF Network) at
nation Office. least 40 minutes before the ETA for 45N of the Oce­
All general aviation, business, airtaxies and training anic Boundary and thereafter maintain a SELCAL
flights must request authorization from the schedul­ watch for receipt of the Oceanic Clearance. While in
ing coordination office at each airport 3 hours prior communication with Shanwick for Oceanic Clear­
to ETA or ETD giving the following information: date ance, aircraft must also maintain communication
of flight, identification of flight, type of aircraft, airport with the ATC authority for the airspace within which
and time of departure, airport and time of arrival. they are operating. Aircraft unable to contact Shan­
wick on VHF or NARTEL HF should request the ATC
Slots must be requested before filing the flight plan
Authority for the airspace in which they are operating
and the flight plan must include the EOBT based on
to relay their request for Oceanic Clearance to Shan-
the authorized airport slot.
wick.
In the event of a delay in excess of 15 minutes of the
EOBT for an IFR flight (except if the IFR flight has a SPECIAL PROCEDURES FOR
slot allocated) or in excess of 30 minutes for a VFR
controlled flight or a VFR night controlled flight, or in UNAUTHORIZED RADIO TRANSMISSIONS
excess of 60 minutes for a VFR uncontrolled flight or
a VFR night uncontrolled flight a DLA message must General
be sent. Once this period has passed, if the FPL The following procedures will apply within Spanish
originator has taken no actions, the FPL will be can­ airspace to assure the authenticity of ATC clearanc­
celled automatically. es when unauthorized radio transmissions are sus­
– IFR flights with an allocated slot: pected.
– With a delay in excess of 30 minutes of the
Types of Unauthorized Radio Transmissions
EOBT, a DLA message must be sent (DLA),
– With a delay in excess of 15 minutes and not The following two types of unauthorized radio trans­
higher than 30 minutes, a slot revision request missions could affect ATC service:
(SRR) must be sent by the originator. – the person broadcasting assumes the role of the
The following flights are exempt from scheduling co­ ATC controller, or;
ordination: – the person broadcasting assumes the role of the
– flights rerouted due to technical or meteorologi­ pilot in command.
cal reasons;
– humanitarian flights;
– search and rescue flights;

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


30 SEP 05 AIR TRAFFIC CONTROL SPAIN-5

RULES AND PROCEDURES


ATC Controller Procedures – wind strength and direction as reported by the
RNAV system.
a. When a radar facility questions the authenticity
of a message, the controller at that facility will NOTE: The above information may be requested by
transmit the following message to every aircraft ATC if they observe an unintentional deviation great­
under his/her control: er than 10NM.
– aircraft call sign;
– control unit call sign; REQUIRED NAVIGATION PERFORMANCE
– SSR code (if assigned); Required Navigation Performance between FL310
– information about the unauthorized transmis­ and FL410 in the EUR/SAM Corridor within the Ca­
sion, and; naries UIR is as follows:
– NAVAID designator to be used for checking
aircraft position. UN741 NELSO to EDUMO - RNP 10
From this moment, any further messages will in­ UN857 BIPET to GUNET - RNP 10
clude the radial and distance to the selected NA­
VAID. UN866 APASO to TENPA - RNP 10
b. When a non-radar facility questions the authen­
ticity of a message, the controller at that facility UN873 LIMAL to IPERA - RNP 10
will transmit the following message to every air­
craft under his/her control:
DIFFERENCES FROM ICAO
– aircraft call sign;
STANDARDS AND PROCEDURES
– control unit call sign;
– SSR code (if assigned); ICAO REFERENCE
– information about the unauthorized transmis­
sion.
ANNEX 2
Any further messages to arriving aircraft will in­
clude: 3.3.1.4 Flight plans not affected by the IFPS
– first transmission: departure airport (using (VFR and OAT) shall be submitted at least 30 min­
ICAO indicator); utes prior departure at airports where 24 hour ser­
vice is not provided.
– second transmission: type of aircraft.
Any further messages to departing aircraft will
include:
– first transmission: destination airport (using
ICAO indicator);
– second transmission: type of aircraft.

Pilot Procedures
When the authenticity of a message is in question,
the pilot will transmit the following message:
– control unit call sign;
– aircraft call sign;
– information about the unauthorized transmission,
and
– request that the controller follow the previously
described controller procedures.

SPECIAL PROCEDURES ON ROUTES


Aircraft operating on UN866 and UN873 to/from the
Canary Islands require, as a minimum, a single INS
or a single GPS based RNAV system.
Flight crews operating on UN866 and UN873 to/from
the Canary Islands are to inform ATC of any discrep­
ancy in RNAV operation and be prepared to provide
the following:
– RNAV equipment in use;
– nature of discrepancy;
– TO/FROM waypoints of the track being flown,
and;

© JEPPESEN SANDERSON, INC. 1989, 2005. ALL RIGHTS RESERVED.


26 JAN 07 AIR TRAFFIC CONTROL SWEDEN-1

SWEDEN - RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
SWEDEN - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Instrument approach procedures comply with the
force and the organization of the air traffic services new PANS-OPS, Document 8168, Volume II.
are in conformity with ICAO Standards, Recom­
AIRPORT OPERATING MINIMUMS
mended Practices and Procedures.
Units of measurement used in connection with all air Sweden does not publish State airport operating
traffic services in Sweden: minimums.
Sweden publishes Obstacle Clearance Altitudes
MEASUREMENT OF UNIT (Heights) [OCA(H)].

Distance used in Nautical Miles and SPEED RESTRICTIONS


navigation, position Tenths, Kilometers 1 Speed adjustment is applied only when the main­
reporting, etc., taining of an orderly flow of air traffic is thereby con­
generally in excess of siderably facilitated.
4000m
– speed adjustment is requested to even tenths of
Relatively short Meters knots (IAS) only.
distances such as – Only the pilot-in-command, when asked, accepts
those relating to this, an aircraft will be requested to maintain a
aerodromes (e.g., lower speed than:
runway lengths) Enroute and Arrival
Altitude, elevations, and Feet, Meters1 Flight Level Jet Turboprop or
heights prop
Horizontal speed Knots, Kilometers per > FL245 2501 170
including wind speed Hour1
< FL245 1602 1502
Vertical speed Feet per Minute, Meters
per Second1 1or adequate Mach-number
2or during approach: minimum approach speed
Wind direction for Degrees Magnetic
landing and taking off
Departure
Wind direction except Degrees True Jet 230KT, turboprop or prop 150KT.
for landing and taking
off ATS AIRSPACE CLASSIFICATIONS
Visibility including Kilometers or Meters Sweden has adopted the ICAO ATS airspace classi­
runway visual range fication as listed in ATC-Chapter “ICAO ATS Air­
space Classifications-Annex 11”. Within Swedish
Altimeter setting, Hectopascals FIRs/UIRs, however, only the airspace classes “A”,
atmospheric pressure “C”, “D”, “E” and “G” will be permanently used.
VFR flights shall not be operated above FL200 with­
Temperature Degrees Celsius in class “C” airspace, at transonic and supersonic
speeds.
Weight Metric Tons or
Kilograms Within class “G” airspace two-way radio communica­
tion is required above 5000ft MSL or 3000ft GND,
Time Hours and minutes, the whichever is higher, for VFR flights during darkness
day of 24 hrs beginning and for IFR flights. Within class “E” airspace an air
at midnight UTC, Local traffic control clearance and two-way radio commu­
Swedish Time1 nication is required also for VFR flights during dark­
ness.
1Units used in communication with Swedish Traffic avoidance advice will not be provided by
military aeronautical stations. ICAO Standard Swedish ATS units (concerns airspace classes “C”
units used on pilot request. and “D”).
For differences from ICAO VMC specifications see
WGS-84 IMPLEMENTATION STATUS relevant paragraph below.
WGS-84 compliant.
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with ATC-Chapter Part
IV. Holding procedures, table “Holding Speeds ICAO
DOC 8168”.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


SWEDEN-2 AIR TRAFFIC CONTROL 26 JAN 07

SWEDEN - RULES AND PROCEDURES


SPECIAL REQUIREMENTS AND RPL/CFMU via SITA or fax. If no acknowledgment is
received from CFMU within 2 working days, the orig­
REGULATIONS inator must contact the RPL/CFMU.
TRAFFIC INFORMATION AREAS (TIA) AND Aircraft Operators are reminded that RPL data is to
TRAFFIC INFORMATION ZONES (TIZ) be addressed to the:

Irrespective of prevailing meteorological and daylight CFMU


conditions a flight may be conducted within a TIA or RPL Section
TIZ only after prior report of position, level, route and Address: Rue de la Fusee 96
intentions to the appropriate ATS unit. Two-way com­ Brussels
munication shall be maintained with the ATS unit at Belgium
all times unless otherwise instructed or agreed.
B-1130
NOTE: Unsuccessful attempts to establish radio Tel: +32 2 729 98 47, +32 2 729 98 61/66
communication with the appropriate ATS unit must Telefax: +32 2 729 90 42
not be interpreted to mean that the unit is not in op­ SITA: BRUER7X
eration.
For complete details on the CFMU and IFPS proce­
CLIMB PROFILE IN COPENHAGEN FIR dures, refer to the Eurocontrol CFMU manuals or to
the Jeppesen European Air Traffic Flow Manage­
Aircraft requesting cruising levels at or above FL250 ment (EATFM) User Guide.
after Alsie VOR (via UT502) or after Michaelsdorf
VOR (via UT503) and departing from aerodromes FLIGHT PLANNING
within the Malmo TMA are advised to arrange their
IFR Flight Plans
climb such that the aircraft will be able to pass Alsie
VOR or GIMRU at or above FL250. If it is not possible to submit the flight plan to the IF­
PS, the operator shall submit the flight plan to the
REDUCED POSITION REPORTING Flight Planning Centre (FPC). In case of a flight plan
PROCEDURE WITHIN SWEDISH FIRs/UIRs of a local nature, the flight plan may be submitted to
The following procedures apply for position reporting the local ATS unit at the aerodrome of departure.
during flight within Swedish FIRs/UIRs unless other­ VFR Flight Plans
wise instructed by the appropriate ATS unit:
The flight plan shall be submitted to the Flight Plan­
a. The initial report after a change of radio frequen­ ning Centre (FPC). For a flight of a local nature, the
cy shall contain only: flight plan may be filed with the local ATS unit at the
– aircraft identification, aerodrome of departure.
– actual level with the addition of cleared level VFR/GAT
for aircraft in climb or descent. a. For flights into or through Sweden FIR:
b. Any position report, if required subsequently, ESAAZFZX shall be used for all VFR flights con­
shall contain only: cerning Sweden FIR.
– aircraft identification, b. For flights departing from Sweden:
– position, ....ZPZX preceded by the location indicator of the
– time over. aerodrome of departure (regardless if the aero­
drome is connected to AFTN or not), or
IFPS/CFMU OPERATIONS ESSAZPZX if the aerodrome of departure does
not have a location indicator.
The Integrated Initial Flight Plan Processing System
element of the EUROCONTROL Central Flow Man­ Flight Planning Centre (FPC)
agement Unit (CFMU) is the sole source for the dis­
tribution of the IFR/General Air Traffic (GAT) portions FPC
of flight plan information to ATS Units (ATSUs). The Tel: +46 (0)8 797 63 40
only addresses are those of the two IFPS Units (IF­ Telefax: +46 (0)8 593 601 79
PU) at Haren (Brussels) and Bretigny (Paris). Internet: www.aro.lfv.se
Flight Plan Message Addressing SIDs and STARs
AFTN: EBBDZMFP and LFPYZMFP SIDs and STARs within Swedish FIRs shall not be
SITA: BRUEP7X and PAREP7X inserted in the route description of a flight plan.
Repetitive Flight Plans (RPL) Item 18 of FPL
RPL lists (within IFPS zone) need only to be submit­ One-engine-inoperative flights are to include the re­
ted to EUROCONTROL/CFMU. mark “STS/ONE ENG INOP” in the item 18 of FPL.
New RPL listings shall be submitted so as to reach
the RPL/CFMU not later than 14 days prior to be­
coming effective. Permanent changes to RPL list­
ings shall reach the RPL/CFMU not later than 7 day
prior to the change becoming effective. Receipt of
RPL listings will be acknowledged by the

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


26 JAN 07 AIR TRAFFIC CONTROL SWEDEN-3

SWEDEN - RULES AND PROCEDURES


AIR TRAFFIC FLOW MANAGEMENT – within ATS airspace class “D”, “E”, “F” and “G” in
case of IFR flight;
(ATFM)
– within ATS airspace class “C”, “‘D”, “E”, “F” and
The overall responsibility for Airspace Management “G” in case of VFR flight.
(ASM) within Sweden FIR rests with the Swedish
Civil Aviation Administration, Aviation and Public 3.2.7.3 Speed limitation in accordance with
Sector Department, in consultation with the Swedish para above do not apply to aircraft unable to con­
Armed Forces. form for performance reasons. When operating a
The daily allocation of airspace is managed, when controlled flight, the aircraft shall inform the appro­
necessary, by the: priate ATC unit on the minimum indicated speed
(IAS) at which the aircraft can be operated.
Airspace Management Cell (AMC)
3.3.3.1.1 A flight plan submitted prior to op­
Malmo ACC erating a flight across the Swedish territorial border
Tel: +46 (0) 40 613 2701 shall contain information on the entire flight up to
Telefax: +46 (0) 40 50 0254 and including the aerodrome of first intended land­
Email: [email protected] ing.

The AMC will when necessary: 3.3.5.1 An arrival report need not to be made
after landing at an aerodrome where air traffic ser­
– determine the airspace allocation for the follow­ vices are provided and it is clear from radio commu­
ing day, nication or light signals that the landing was ob­
– determine necessary changes to the airspace al­ served.
location on the day of operations,
3.9 In ATS airspace Classes “F” and “G”, at and
– not later than 1400 on the day before operations, below 3000ft AMSL or 1000ft AGL whichever is
transmit an Airspace Use Plan (AUP) to CFMU higher, the following minimum flight visibility applies:
in Brussels,
– IAS 140kt or lower: 3km
– not later than 0900 on the day of operations,
transmit an Updated Airspace Use Plan (UUP), if Exception: In the aerodrome circuit with aero­
changes to the airspace allocation are neces­ drome in sight: 1,5km
sary. – IAS higher than 140kt: 5km.
– Helicopters may operate in lower flight visibility.
STOCKHOLM TMA PRIOR NOTICE
Prior notice (PN) is required for the following flight 4.2 Unless an air traffic control clearance for
activities within the Stockholm TMA. Special VFR flight has been obtained, the following
minima apply to VFR flight in control zones in addi­
– school and training flights comprising airwork, tion to those prescribed in para above for the rele­
holding, and/or multiple instrument approaches; vant ATS airspace class:
– aerial photography; – the ceiling shall be at least 450m (1500ft
– geological survey flights and the like; lifting of – The ground visibility shall be at least 5km during
parachutists; daylight, 8km during darkness
– non-urgent navaid calibration flights. For special VFR flights neither the flight visibility nor
Before submitting a flight plan, the operator shall the ground visibility shall be less than 1,5km during
give prior notice to the: daylight, 8km during darkness.
Stockholm ACC Watch Supervisor 4.3 VFR flights may be conducted between sun­
Tel: +46 (0) 8 585 547 02 set and sunrise
a) within Swedish territory, and
ACAS II/TCAS II REQUIREMENTS
b) over those parts of the high seas where Swedish
Civil fixed wing turbine-engined aircraft exceeding ATS units are responsible for the provision of air
5700kg, or a maximum approved passenger seating traffic services.
configuration of more than 19, are required to be
For VFR flights during darkness1 the following provi­
equipped with, and operate ACAS II.
sions apply:
ACAS II/TCAS II Operators with ACAS II temporary
a) The flight visibility shall be at least 8Km regard­
u/s in accordance with Minimum Equipment List
less of ATS airspace class and level (not applica­
(MEL) do not require an exemption.
ble to helicopters).
DIFFERENCES FROM ICAO b) Flight in controlled airspace shall be conducted
STANDARDS AND PROCEDURES as controlled flights regardless of airspace class.
1
Definition of darkness: A condition, which is consid­
ICAO REFERENCE
ered to prevail when, between sunset and sunrise, a
ANNEX 2 prominent unlighted object due to reduced daylight
cannot be clearly observed from a distance of more
3.2.7 Unless otherwise authorized by the than 8Km.
Swedish Civil Aviation, no aircraft may be operated
lower than 3050m (FL100) at an indicated airspeed
of more than 460Kmh (250KT):

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


SWEDEN-4 AIR TRAFFIC CONTROL 26 JAN 07

SWEDEN - RULES AND PROCEDURES


4.7 VFR flights shall comply with the provisions
of para 3.6 (Annex 2), (Air traffic control clearance)
a) within classes “B”, “C” and “D” airspace;
b) within class “E” airspace during darkness;
c) when forming part of aerodrome traffic at con­
trolled aerodromes.
5.1.2 Except when necessary for take-off or
landing, or except when specifically authorized by
the Swedish Civil Aviation Administration, an IFR
flight shall be flown at a level which is at least:
a) 2000ft (600m) above the highest obstacle locat­
ed within 8Km of the estimated position of the
aircraft, if the elevation of the highest obstacle
exceeds 6000ft (1850m) MSL;
b) 1000ft (300m) above the highest obstacle locat­
ed within 8Km of the estimated position of the
aircraft, if the elevation of the highest obstacle
does not exceed 6000ft (1850m) MSL.
Appendix A, 4.2.4
Closed runway or taxiway at military aerodromes
square shaped flags in red or orange color may be
used for this purpose.
Additionally, a horizontal white square panel with a
red H or a red square panel with a yellow H indicates
the area to be used for helicopter landings.
PANS-ATM (DOC 4444)
Appendix 2, para 2
When operating VFR, the position and estimated
elapsed time (EET) of crossing the Swedish territori­
al boundary shall be inserted in the flight plan under
the item 18.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


19 JAN 07 AIR TRAFFIC CONTROL SWITZERLAND-1

SWITZERLAND - RULES AND PROCEDURES


GENERAL SPEED RESTRICTIONS
SWITZERLAND - RULES AND PROCEDURES

In general, the air traffic rules and procedures in a. If broadcast in the ATIS, inbound aircraft shall be
force and the organization of the air traffic services flown at 250 KT IAS or less when within an arc
are in conformity with ICAO Standards, Recom­ drawn 60NM DME TRA.
mended Practices and Procedures. If TRA DVOR/DME is not available, the 60NM
Units of measurement used in connection with all air DME range from DME KLO will be used. If in cer­
traffic services in Switzerland: tain weather conditions or for aircraft perfor­
mance reasons pilot may not be able to comply
MEASUREMENT OF UNIT with this speed limit, they shall fly the minimum
speed acceptable.
Distance (long) Nautical Miles, b. Aircraft which according to performance specifi­
Kilometers cations must fly at a greater speed for reasons of
safety are exempted from this regulation. In such
Distance (short) Meters cases, the lowest possible speed according to
including runway length flight status shall be maintained. In the case of
IFR flights, the appropriate ATC unit shall be no­
Altitude, elevations, and Feet, Meters tified accordingly.
heights
c. The Federal Office for Civil Aviation or the com­
Airspeed, Ground Knots, Kilometers/hour petent air traffic services unit can grant excep­
speed, Wind speed tions.
d. Flights of military aircraft below FL100 are sub­
Vertical speed Feet per Minute, Meters ject to special speed regulations.
per Second
AIRPORT OPERATING MINIMUMS
Wind direction for Degrees Magnetic
landing and taking off Switzerland publishes OCA(H)s, sometimes visibili­
ties and partly also DA/MDAs for landing. Visibilities
Wind direction except Degrees True are published for take-off.
for landing and taking Jeppesen charted minimums are not below State
off minimums.

Visibility Kilometers GPS OVERLAYS ON NON-PRECISION


APPROACHES
Runway Visual Range Meters
GPS may be used only as a supplemental naviga­
Altimeter setting, Hectopascals tion aid in addition to existing ground and airborne
atmospheric pressure navigational aids (VOR, DME, NDB, INS). These
aids must be operational and monitored permanent­
Temperature Degrees Celsius ly to be available for navigation at all times.
GPS must not be used as flight guidance if RAIM ca­
Weight Metric Tons or
pability (receiver autonomous integrity monitoring)
Kilograms
or AAIM capability (aircraft autonomous integrity
Time Hours and minutes, the monitoring) are lost. This is also applicable in case
day of 24 hrs beginning of doubts about the GPS navigation information
at midnight UTC. and/or if the GPS navigation information deviates
more than the usual tolerance from the information
of the conventional navaids. In these cases the flight
WGS-84 IMPLEMENTATION STATUS
must be operated with the conventional navaids.
WGS-84 compliant. The aircraft has to be equipped to the requirements
for IFR operations.
FLIGHT PROCEDURES
The Federal Office of Civil Aviation (FOCA) guide­
HOLDING line TM-R20.090-90 release 2/1.8.94 is applicable
for the installation and operation of all GPS equip­
Holding procedures comply with ATC-Chapter Part ment and can be ordered from the FOCA Type Certi­
IV. Holding Procedures, table “Holding Speeds ICAO fication Section. This guideline is based mainly on
DOC 8168”. the US FAA’s (Federal Aviation Administration) TSO
PROCEDURE LIMITATIONS AND OPTIONS C129.
GPS equipment which is certificated according to
Instrument approach procedures comply with the
the FOCA guideline for defined non-precision ap­
new PANS-OPS, Document 8168, Volume II.
proaches may be used for non-precision approaches
An approach-to-land as well as landing clearance in Switzerland as supplemental navigation. Excep­
will be issued regardless of weather conditions. tion: all approach procedures based on LLZ or ILS
due to insufficient accuracy of GPS compared with
LLZ and ILS.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


SWITZERLAND-2 AIR TRAFFIC CONTROL 19 JAN 07

SWITZERLAND - RULES AND PROCEDURES


Certification of GPS equipment for overlay ap­ Application forms are obtained from the Geneva Int’l
proaches requires that the specific procedure must Airport Authorities. A completed form must be re­
be retrievable from an airborne database which can­ turned, by Fax, to the same authorities, at least 3
not be altered by the user. Non-precision overlay ap­ working days before the day of the planned flight.
proaches may be flown provided each of the follow­ A copy of this form, with ‘permission granted’ by FO­
ing conditions are met and checked, as required, CA, must travel and remain with the aircraft flight
during pre-flight planning: documents for the duration of the stay at Geneva
– the approach is authorized and published for use Int’l airport.
with GPS; Chapter Two aircraft, holding an exemption permit,
– the approach procedure is referenced to WGS84 are subject to the following restrictions:
coordinates; – Landings between 06:00 and 20:00, on normal
– the navigation database contains current infor­ workdays.
mation on the non-precision approach to be – Take-offs between 07:00 and 18:00, on normal
flown (actual AIRAC cycle); workdays.
– the approach to be flown is retrievable from the Chapter Two aircraft, holding an exemption permit
database and defines the location of all naviga­ are still liable for all relevant airport and ATC charg­
tion aids and all waypoints required for the ap­ es.
proach;
ATS AIRSPACE CLASSIFICATIONS
– the information stored in the database is pre­
sented to the crew in the order shown on the Switzerland has adopted the ICAO ATS airspace
published non-precision approach plate; classification as listed in ATC-Chapter “ICAO ATS
– the navigation database waypoints showing the Airspace Classifications-Annex-11.
non-precision approach cannot be changed by Airspace classes “A”, “B” and “F”, however, at
the flight crew; present are not applied in Swiss airspace.
– the approach is selectable from the navigation In class “C” airspace below FL100 the speed limita­
database. The coding of the database will need tion of 250 KT IAS is also applicable to IFR flights.
to support the officially published approach. In class “G” airspace IFR flight is not allowed.
The following IFR approach procedures in Switzer­
Civil and military air traffic is coordinated EXC MIL
land may be flown as GPS procedures:
VFR flights in airspace class E and G, where the
rules of the air applies.
GENEVA GVA VORDME Rwy 05
For differences from ICAO VMC specifications see
GVA VORDME Rwy 23 relevant paragraph below.
BERN (Belp) NDB Rwy 14 SPECIAL REQUIREMENTS AND
GRENCHEN VORDME Rwy 25
REGULATIONS
START-UP PROCEDURES FOR
ZURICH VORDME Rwy 16
TURBO-JET AND TURBO-PROP
VORDME Rwy 28
AIRCRAFT
VORDME Rwy 34
Pilots of departing turbo-jet and turbo-prop aircraft
NOTE: On Jeppesen approach charts, the inclusion shall request a start-up clearance when they are
of the parenthetical "GPS" in the chart heading indi­ ready to start engines immediately and doors of air­
cates GPS overlay information has been applied to craft are closed. When the expected delay for
the chart and the approach procedure is included in take-off is less than 15 minutes, pilots will be cleared
the Jeppesen’s NavData Service. to start engines immediately. When the expected de­
lay is 15 minutes or more, pilots will be informed
NOISE ABATEMENT PROCEDURES about the duration of the delay. The start-up clear­
ance will be given in time to observe the earliest
Air carriers may not expect that authorizations for
possible departure slot.
night flight movements of the scheduled air traffic
and the non-scheduled commercial air traffic will be Defined Rates of Descend for various phases of
granted systematically for the period from 2100 until flight
0500 (during daylight savings time until 0400).
The procedures specified hereunder are applicable
Chapter Two Aircraft to all aircraft whose performance allow to do so. The
desired rates vary with the respective phase of flight.
Chapter Two Aircraft are no longer permitted to use
Swiss aerodromes.
In exceptional circumstances (e.g. aircraft perform­
ing scheduled maintenance at an approved mainte­
nance facility at Geneva Int’l airport), FOCA, in con­
juction with the Geneva Int’l Airport Authorities, can
issue an exemption permit for chapter two aircraft to
operate at Geneva Int’l airport.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


19 JAN 07 AIR TRAFFIC CONTROL SWITZERLAND-3

SWITZERLAND - RULES AND PROCEDURES


Level changes enroute The application has to be addressed to the responsi­
ble ATC unit not later than 2 weeks before the first
This incorporates clearances to intermediate flight day of flight, with an exact description of the flight
levels with more than 2000ft difference. During de­ concerned.
scent a rate between 1000-2500ft/min is expected
and should be complied with. However the rate with­ The operator/organizer will be provided with all re­
in the last 1000ft to the cleared level should not ex­ strictions and conditions by the responsible ATC
ceed 1000ft/min. Aircraft climbing to the cleared unit, including a reference number. Flights subject to
flight level, the rate of climb within the last 1000ft the conditions require to be announced approxi­
should not exceed 1000ft/min either. mately 1 to 2 hours in advance to the responsible
ATC unit, with the reference number.
Level changes in holding patterns
GPS USAGE FOR B-RNAV OPERATIONS
Level changes within a holding pattern should be
flown with a rate of descent of 1000ft/min. Except for aircraft equipped with Garmin 155/165
equipment, RAIM prediction is not required for
Descent on STARs B-RNAV operations as long as the whole flight is un­
A rate between 1500-2500ft/min is expected and der radar surveillance. Accordingly, GPS may be
should be complied with. used for B-RNAV operations utilizing a single RNAV
system with RNP5 accuracy, provided VOR and
Leaving IAF under radar vectors DME are available and radar coverage is assured
Unless otherwise specified by ATC, the rate of de­ even though the necessary integrity and continuity
scent is at pilots discretion. requirements may not be fully met.

NOTE: Any deviation from the above mentioned POSITION REPORTING PROCEDURE
rates, if deemed necessary by the pilot, shall be The position reporting procedures normally em­
communicated to ATC immediately. ployed by pilots of IFR flight will be as follows:
Co-ordination of special flights within airspace C a. The initial call after a change of radio frequency
+D shall contain only
Flights within controlled airspace are to be coordi­ – aircraft identification,
nated by the operator or the organizer with ATC prior – actual flight level, indicating the cleared flight
to execution. Such flights are as follows: level for aircraft in climb or descent;
– photo flights and other survey flights b. Any position report, if required subsequently,
– repeating special transportation flights within shall contain only
CTR/TMA – aircraft identification,
– air displays/events in general – position,
– glider competitions within airspace “C” or “D” – time over;
– balloon competitions within airspace “C” or “D”
c. If assigned a speed requirement, the flight crew
– parachute jumping exercises in airspace “C” or shall report this in the initial call;
“D”.
d. Level changes shall be reported only on leaving
The application has to be addressed to the ATC unit assigned levels;
in charge:
e. In the absence of specific transfer instructions,
– Zurich CTA normally issued by ATC before the aircraft leaves
skyguide an FIR/UIR, pilots shall report “approaching
FIR/UIR boundary”.
swiss air navigation services ltd
Address: P.O. Box The requirement to read back ATC clearances,
Wangen bei Dübendorf altimeter settings, as well as instructions to se­
lect SSR codes, is not affected by the above pro­
CH-8602
cedures.
Tel: +41 (0) 43 931 6236
Telefax: +41 (0) 43 931 6089 IFPS/CFMU OPERATIONS
Email: [email protected] General
– Geneva CTA The Integrated Initial Flight Plan Processing System
element of the EUROCONTROL Central Flow Man­
skyguide agement Unit (CFMU) is the sole source for the dis­
swiss air navigation services ltd tribution of the IFR General Air Traffic (GAT) FPL
Address: P.O. Box 796 and associated messages to ATS units within the IF­
Geneva 15 PS. The only required addresses are those of the
CH-1215 two IFPS Units (IFPU) at Haren (Brussels) and Bre­
Tel: +41 (0) 22 417 4097 tigny (Paris).
Telefax: +41 (0) 22 417 4512
Email: [email protected]

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


SWITZERLAND-4 AIR TRAFFIC CONTROL 19 JAN 07

SWITZERLAND - RULES AND PROCEDURES


Flight Plan Message Addressing 2. Flights with Destination North of Milan TMA
AFTN: EBBDZMFP and LFPYZMFP – If meteorological conditions permit such
SITA: BRUE&X and PAREP7X flights shall climb VFR/VMC north of
CANNE. After take-off pilots shall contact
Repetitive Flight Plans (RPL) Zurich Flight Information or Zurich Con­
Aircraft Operators are reminded that RPL data is to trol respectively for IFR clearance. South
be addressed to the: of CANNE they shall remain within Milan
TMA, class “E”.
CFMU – If meteorological conditions are such that
RPL Section the aforesaid procedure cannot be ap­
Address: Rue de la Fusee 96 plied, pilots shall proceed VFR after
Brussels take-off, to LUGAN and hold, maintaining
B-1130 visual ground contact, until Lugano Tower
issues the IFR clearance.
in parallel with their normal submissions, as re­
quired, and to National Authorities. 3. Departures at Night
For complete details on the IFPS and CFMU proce­ Take-offs shall be coordinated between the
dures, refer to the Eurocontrol CFMU manuals or to respective aerodrome tower and Lugano
the Jeppesen European Air Traffic Flow Manage­ Tower.
ment (EATFM) User Guide. b. Arrivals
ACAS II/TCAS II REQUIREMENTS 1. Point of reference Y in the flight plan shall be
PINIK intersection.
All civil fixed-wing turbine-engined aircraft having a 2. After having cancelled IFR, proceed to desti­
maximum take-off mass exceeding 5700kg, or a nation aerodrome via route Mezzo or W-Lui­
maximum approved passenger seating configuration no.
of more than 19 will be required to be equipped with
ACAS II. 3. If the flight cannot continue VFR, Lugano
Tower will issue a clearance to permit the air­
SPECIAL PROCEDURES FOR IFR craft to land at Lugano airport.
FLIGHTS (Z AND Y) WITHIN FIR DIFFERENCES FROM ICAO
SWITZERLAND
STANDARDS AND PROCEDURES
General
ICAO REFERENCE
When a Z-flight commences from a Swiss aero­
drome with joining point within FIR Switzerland, this ANNEX 2
flight shall be notified immediately before take-off by
telephone to: Chapter 3
– For flights joining within the Zurich area of re­ Reduced visibility and distance to clouds in airspace
sponsibility: class “G” 2000ft (600m) AGL. No IFR permitted in
airspace class “G”.
Zurich ACC Flight plan compulsory for all VFR flights entering
Tel: +41 (0) 43 816 39 32 airspace of Germany, Austria, France and Italy.
– For flights joining within the Geneva area of re­ Geneva Airport:
sponsibility: Pilot shall submit a VFR flight plan or a flight notifica­
tion when departing from Geneva also in case of lo­
Geneva ACC cal flights at least 30 minutes before ETD.
Tel: +41 (0) 22 710 93 21
Pilots whose destination is Geneva shall submit a
Above mentioned services transmit transponder VFR flight plan before departure or enroute so that it
code which shall be operated at take-off as well as will reach the appropriate Geneva ATS unit 10 min­
the frequency to call for ATC clearance. utes at least prior to the estimated time of entry into
the TMA or CTR.
ATC clearances will be given by telephone only in
exceptional cases. PANS-ATM (DOC 4444)
For local procedures contact the relevant aerodrome Minimum communication and navigation to IFR
authority. flights.
Procedures for flights (Z and Y) from and to Wake turbulences, separation prescriptions.
aerodromes of Ticino
Clearance to descend subject to maintaining own
a. Departures separation while in VMC.
1. Departures will be coordinated with Lugano Clearance for departing aircraft to climb maintaining
Tower by the departure aerodrome tower. own separation while in VMC.
– After take-off pilots shall proceed VFR to Visual departure.
LUGAN and hold, maintaining visual Instructions for the completion of the flight plan form.
ground contact, until Lugano Tower is­
sues the IFR clearance.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
9 MAR 07 AIR TRAFFIC CONTROL TURKEY-1

TURKEY - RULES AND PROCEDURES


GENERAL AIRPORT OPERATING MINIMUMS
TURKEY - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Turkey does not publish State airport operating mini­
force and the organization of the air traffic services mums. Turkey publishes Obstacle Clearance Alti­
are in conformity with ICAO Standards, Recom­ tudes (Heights) [OCA(H)].
mended Practices and Procedures.
SPECIAL REQUIREMENTS AND
Units of measurement used in connection with all air
traffic services in Turkey: REGULATIONS
8.33 CHANNEL SPACING
MEASUREMENT OF UNIT
All flights are exempted from the mandatory carriage
Distance used in Nautical Miles and within Ankara and Istanbul FIRs. But flights not
navigation, position Tenths equipped with 8.33 KHz Radio equipment are sub­
reporting, etc., ject to descent below FL195 before transfer of con­
generally in excess of 2 trol to adjacent EUR Region FIR/UIRs where no ex­
to 3 nautical miles emption has been published.
Pilots of non-equipped aircraft proceeding to
Relatively short Meters FIR/UIRs where no exemption is published, shall
distances such as transmit their equipment status at initial contact or as
those relating to
early as possible.
aerodromes (e.g.,
runway lengths) Non-equipped aircraft departing from Turkish air­
ports and flight planned to enter FIR/UIRs where no
Altitude, elevations, and Feet exemption is published, shall normally remain a
heights flight level below FL195.

Horizontal speed Knots COMMUNICATION


including wind speed While in the Nicosia FIR, radio contact shall be es­
tablished with Ankara ACC at least 10 minutes be­
Vertical speed Feet per Minute fore crossing the Ankara FIR boundary.
Wind direction for Degrees Magnetic FLIGHT TO BE PERFORMED WITHIN
landing and taking off CONTROLLED AIRSPACE
Wind direction except Degrees True All foreign aircraft flying within or through the air­
for landing and taking space of the Republic of Turkey must remain within
off controlled airspace at all times. The appropriate au­
thority may waive this requirement by prior arrange­
Visibility including Kilometers or Meters ment.
runway visual range
RADAR SERVICE
Altimeter setting, Hectopascals
atmospheric pressure Radar assistance service may be provided by Turk­
ish Air Force and is available on frequency
Temperature Degrees Celsius 123.10MHz, callsign ‘TUGRIT SERVICE’. Service is
provided on an ‘as available’ basis.
Weight Metric Tons or
START-UP PROCEDURES
Kilograms
Departing turbo-jet and turbo-prop aircraft shall re­
Time Hours and minutes, the quest a clearance to start engines between 15 and
day of 24 hrs beginning 30 minutes prior to the planned departure time. In
at midnight UTC case of a delay of 15 minutes or less a clearance to
start engines will be granted. When the delay is
WGS-84 IMPLEMENTATION STATUS more than 15 minutes the pilot will be advised of the
expected delay.
WGS-84 compliant.
IFPS/CFMU OPERATIONS
FLIGHT PROCEDURES
The Integrated Initial Flight Plan Processing System
HOLDING element of the EUROCONTROL Central Flow Man­
Holding procedures comply with ATC Chapter “Flight agement Unit (CFMU) is the sole source for the dis­
Procedure Part IV Holding Procedures”, table “Hold­ tribution of the IFR/General Air Traffic (GAT) portions
ing Speeds ICAO DOC 8168”. of flight plan information to ATS Units (ATSUs).
The only addresses are those of the two IFPS Units
PROCEDURE LIMITATIONS AND OPTIONS (IFPU) at Haren (Brussels) and Bretigny (Paris).
Instrument approach procedures are in accordance Flight Plan Message Addressing
with new PANS-OPS, Document 8168, Volume II,
3rd Edition. AFTN: EBBDZMFP and LFPYZMFP
SITA: BRUEP7X and PAREP7X

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
TURKEY-2 AIR TRAFFIC CONTROL 9 MAR 07

TURKEY - RULES AND PROCEDURES


All FPL, DEP and ARR messages for IFR and VFR c. Exceptions:
aircraft into or from Turkish airspace or being com­ – VIP flights (slot application on SCR format
pleted flight within Turkish airspace should be ad- required at fully coordinated airports);
dressed to LTACYWYX.
– ambulance flights;
Flights conducted on airways G80, G802, R20, R32,
R55, W81, W89, W91 and UL606 via Istanbul FIR – humanitarian flights;
for further south and east and vice versa shall add – State flights (military, customs and security);
the addresses LTBJZAZX and LTBJZPZX in their – non-scheduled flights of aircraft with 12 or
flight plans. less seats (slot application on SCR format re­
Traffic routing between LARKI and Rodos VORDME quired at fully coordinated airports).
and between KOPAR and Rodos VORDME of the
airways G/UG18, L/UL609 and between KOPAR and d. Responsible Coordinator:
Rodos VORDME of the airways R/UR19, L/UL995 – Turkish Airlines Slot Coordination Manage­
shall submit their flight plans to the collective ad­ ment for operations planned 48 hours prior to
dress LTBBOVFL and LTACYWYX. Non-complying the starting
traffic may be intercepted for identification. SITA: ISTTUTK
Repetitive Flight Plans (RPL) Tel: +90 (212) 6636300, ext 1818-1808
Aircraft Operators are reminded that RPL data is to Fax: +90 (212) 6634931
be addressed to the: – Ataturk Airport Slot Coordination Center for
slot coordination planned 48 hours prior to
CFMU weekends and holidays
RPL Section
Tel: +90 (212) 6636400, ext 1275
Address: Rue de la Fusee 96
Brussels Fax: +90 (212) 6636290
B-1130 e. Cancellations:
in parallel with their normal submissions, as re­ Flight cancellations after slots have been ob­
quired, to National Authorities. tained for airports where slot procedures are ap­
plied must be notified to the:
For complete details on the CFMU and IFPS proce­
dures, refer to the Eurocontrol CFMU manuals or to Slot Coordination Centre
the Jeppesen European Air Traffic Flow and Capaci­ SITA: ISTTUTK
ty Management (EATFCM) User Guide.
or to the:
AIR TRAFFIC FLOW MANAGEMENT
(ATFM) Turkish CAA
Telex: 44659 CAA TR
Slot Allocation
SITA: ANKYXYA
Due to air traffic congestion and/or airport limita­ AFTN: LTAAYAYX
tions, slots are allocated as follows:
a. Airports concerned: ACAS II / TCAS II REQUIREMENTS
– Istanbul (Ataturk): full coordination everyday Civil fixed wing turbo-engined aircraft exceeding
for summer and winter timetable; 5700Kg, or a maximum approved passenger seating
– Antalya: full coordination everyday for sum­ configuration of more than 19 are required to be
mer timetable; equipped with, and operate ACAS II.
– Ankara (Esenboga): full coordination every­ RESTRICTION FOR VFR FLIGHTS
day for summer and winter timetable;
VFR flights are not authorized above the minimum
– Izmir (Adnan Menderes): full coordination ev­ enroute altitude (above FL90) within 60NM radius of
eryday for summer timetable; Esenboga radar antenna (N400750 E330012) un­
– Kayseri (Erkilet): full coordination everyday less aircraft are equipped with an SSR transponder.
for summer timetable;
DIFFERENCES FROM ICAO
– Mugla (Dalaman): coordination everyday for
summer timetable; STANDARDS AND PROCEDURES
– Milas (Bodrum): coordination everyday for ICAO REFERENCE
summer timetable.
ANNEX 2
b. Flights requiring slots:
– scheduled flights; 3.3.1.2 Flight plans are required for all flights.
– charter flights; 3.3.1.4 Flight plans shall be submitted at
– additional flights; least 30 minutes before departure.
– technical landings over two hours (for techni­
cal landings up to two hours, slot applications
at airports with full coordination shall be filed
on SCR format).

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


Eff 15 Mar
9 MAR 07 AIR TRAFFIC CONTROL TURKEY-3

TURKEY - RULES AND PROCEDURES


PANS-ATM (Doc 4444)
4.4.2.1.2 Any change in an EOBT of more
than 15 min for any IFR flight within the IFPS Zone
shall be communicated to the IFPS.
Appendix 2, para 2 For all flights operating within
Turkish airspace (departure, arrival and overflights)
registration marks shall be specified in the flight
plans item 18 submitted to related ATS units or IF­
PS.

© JEPPESEN SANDERSON, INC. 1989, 2007. ALL RIGHTS RESERVED.


22 DEC 06 AIR TRAFFIC CONTROL UNITED KINGDOM-1

UNITED KINGDOM - RULES AND PROCEDURES


GENERAL PROCEDURE LIMITATIONS AND OPTIONS
UNITED KINGDOM - RULES AND PROCEDURES

In general, the rules of the air and air traffic services Instrument approach procedures comply with the
procedures in the United Kingdom are in conformity new PANS-OPS Document 8168, Volume II.
with ICAO Standards, Recommended Practices and Surveillance Radar Approach (SRA) procedures de­
Procedures. signed to PANS-OPS criteria permit descent on final
Units of measurement used in connection with all air approach to the OCH subject to any specified Step
traffic services in United Kingdom: Down Fix (“not below” height) limitations. Advisory
heights given by the controller are provided as a
MEASUREMENT OF UNIT guide to pilots wishing to maintain a constant nomi­
nal descent path. Adherence to the nominal glide
Distance used in Nautical Miles and path defined by advisory heights will ensure compli­
navigation, position Tenths ance with Step Down Fix minimum height require­
reporting, etc. ­ ments.
generally in excess of 2 The minimum sector altitude (MSA) for each sector
to 3 nautical miles is the highest calculated for that specific sector for
every facility serving the aerodrome, regardless of
Relatively short Meters the distance between the facilities.
distances such as
those relating to The procedures are restricted to a maximum indicat­
ed airspeed of 185KT unless otherwise indicated ex­
aerodromes (e.g.,
cept that circle-to-land maneuvers for CAT D aircraft
runway lengths)
are restricted to 205KT.
Altitude, elevations and Feet and Flight Levels Missed approach turns are restricted to a maximum
heights indicated airspeed of 185KT unless otherwise indi­
cated.
Horizontal speed Knots
A Surveillance Radar Approach (SRA) is normally
including wind speed
terminated 2NM before touchdown which is the
missed approach point. However, when it is opera­
Vertical speed Feet Per Minute
tionally advantageous the missed approach point
Wind direction for Degrees Magnetic may be designated as 1NM. The radar termination
landing and taking off point will remain at 2NM, and it is the pilot’s respon­
sibility to determine when the missed approach point
Wind direction except Degrees True has been reached.
for landing and taking Radar Approach Procedures (SRA)
off
The policy regarding SRA has changed to standard­
Visibility < 5000 meters Meters ize descent gradients to a true 3° (5.2%) gradient.
(incl. RVR) This will allow harmonization of descent gradients of
instrument approach procedures at individual aero­
Visibility > 5000 meters Kilometers dromes and ensure continuity with aerodrome visual
aids.
Altimeter setting, Millibars
Pilots flying an SRA requiring the alternative datum
atmospheric pressure
profile, will be passed advisory altitudes/heights
Temperature Degrees Celsius based on the appropriate datum and rounded up to
the nearest 10ft.
Weight Metric Tons or AIRPORT OPERATING MINIMUMS
Kilograms
United Kingdom State minimums are in accordance
Time Hours and minutes, the with JAR-OPS-1, Subparts D and E (AIR TRAFFIC
day of 24 hrs beginning CONTROL Chapter JOINT AVIATION AUTHORI­
at midnight UTC TIES (JAA) - AERODROME OPERATING MINI­
MUMS (AOM)).
WGS-84 IMPLEMENTATION STATUS Jeppesen published minimums are not below State
WGS-84 compliant. minimums.
Approach Ban
FLIGHT PROCEDURES
For non-JAR-OPS operators and those exempt from
HOLDING JAR-OPS 1.405:
Holding procedures comply with Table ATC-Chapter Under U.K. Legislation an aircraft, when making a
Holding Procedures, table “Holding Speeds ICAO descent to an aerodrome, shall not descend from a
DOC 8168”, with the exception of London TMA. height of 1000ft or more above the aerodrome to a
height less than 1000ft above the aerodrome if the
Within London TMA the maximum holding speed up
relevant RVR at the aerodrome is at the time less
to and including FL140 is 220 KT IAS.
than the specified minimum for landing, or

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


UNITED KINGDOM-2 AIR TRAFFIC CONTROL 22 DEC 06

UNITED KINGDOM - RULES AND PROCEDURES


a. continue an “approach to landing” at any aero­ 1. The airspace within 5NM radius of the mid­
drome by flying below the relevant specified DH, point of the longest Runway from the surface
or to 3000ft AAL.
b. descend below the relevant specified MDH un­ 2. The airspace within a "stub" (or at some
less, in either case, from such height the speci­ aerodromes 2 stubs), projected from the
fied visual reference for landing is established above airspace having length of 5NM along
and is maintained. its centerline, aligned with a selected final
approach path, and a width of 4NM (2NM ei­
NOISE ABATEMENT PROCEDURES ther side of the centerline), from 1000ft AAL
General to 3000ft AAL.
b. Penetration procedures for civil aircraft:
Unless otherwise stated, the upper limit for noise
abatement procedures is 3000ft altitude. Pilots wishing to penetrate a MATZ are request­
ed to observe following procedures:
Noise Abatement Approach Techniques
1. when 15NM or 5 minutes from the zone
The use of Continuous Descent Approach (CDA) boundary, whichever is the greater, establish
and Low Power/Low Drag Approach (LP/LD) tech­ radio contact on the appropriate frequency
niques (see relevant paragraph below) is required at using the phraseology:
designated airports, subject to compliance with ATC “...(controlling aerodrome), (aircraft call sign),
requirements. At other locations, although not re­ request MATZ penetration”.
quired, these techniques are considered to be the
“best practice” for the reduction of noise nuisance 2. when the call is acknowledged and when
and emissions and should be adopted by pilots asked to “pass your message”, the pilot
whenever operationally practicable, commensurate should pass the following:
with the ATC clearance. – call sign;
STANDARD INSTRUMENT DEPARTURE – type of aircraft;
PROCEDURES – position;
– heading;
No turns are to be commenced below a height of
500ft above aerodrome level. – altitude;
– intentions (e.g. destination).
ATS AIRSPACE CLASSIFICATIONS
3. comply with controller’s instructions;
The United Kingdom has adopted the ICAO ATS air­
space classification as listed in ATC-Chapter “ICAO 4. maintain listening watch on the allocated fre­
ATS Airspace Classifications - Annex 11”. Class “B” quency until clear of the MATZ;
airspace has not been allocated within UK airspace. 5. advise the controller when clear of the MATZ.
ATC clearance is required and ATC instructions are The ATS unit will give traffic information and any
mandatory for IFR flights in class “F” airspace. instructions necessary to achieve safe separa­
Aircraft receiving services from ATC units in class tion. The service will, whenever possible, be
“G” airspace are expected to comply with clearances based on radar observation and either Radar
and instructions unless the pilot advises otherwise. Advisory or Radar Information Service will be
given. When Radar separation cannot be ap­
VFR flights in class C airspace above FL 245 shall plied, vertical separation of at least 500ft be­
only be authorized: tween known traffic will be applied, otherwise pi­
– in reserved airspace lots will be advised to avoid the MATZ. If
– outside reserved airspace up to FL 285, and appropriate, controllers will endeavour to coordi­
then only when authorized in accordance with nate flights with the controlling authority of an
the procedures detailed for Non-Standard Flights adjacent zone, but pilots should not assume
in Controlled Airspace. clearance to penetrate another MATZ until it is
explicitly given.
For differences from ICAO VMC specifications see
relevant paragraph below. In case of overlapping MATZ’s, the altimeter set­
ting to be used, except as detailed below, will be
SPECIAL REQUIREMENTS AND the QFE of the higher or highest aerodrome of
REGULATIONS the combined zone. This will be passed as the
“clutch QFE”. At Royal Naval Air Stations Yeovil­
AIRSPACE DEFINITIONS ton and Culdrose and their satellite aerodromes
of Merryfield and Predannack, the altimeter set­
Military Aerodrome Traffic Zones (MATZ) ting will be the QFE values for Yeovilton and Cul­
a. Description: drose respectively.
The purpose of the MATZ is to provide a volume Whilst effort will be made to ensure the safe op­
of airspace within which increased protection eration of aircraft complying with these proce­
may be given to aircraft in the critical stages of dures, since compliance is not compulsory,
circuit, approach and climb-out. Normally, these some civil aircraft within the MATZ may not be
zones comprise: known to the controller. Pilots should therefore
keep a good lookout at all times.

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


4 MAY 07 AIR TRAFFIC CONTROL UNITED KINGDOM-3

UNITED KINGDOM - RULES AND PROCEDURES


Terrain clearance will be the responsibility of pi­ RVSM levels without stopping at any intermediate
lots. level and should “Report leaving” current level and
“Report reaching” cleared level.
c. Availability of MATZ Penetration Service:
A MATZ Penetration Service will be available Shanwick OCA
during the published hours of watch of the re­ RVSM procedures apply within the MNPS area of
spective ATS units. Pilots should call for the pen­ Shanwick Oceanic Control Area.
etration outside normal operation hours, if no re­
ply is received after two consecutive calls, pilots ACAS II/TCAS II REQUIREMENTS
are advised to proceed with caution. Information Civil fixed wing turbine powered aircraft having a
on the operation of aerodromes may be obtained maximum take-off mass exceeding 5700kg, or which
by telephone from the appropriate Military Air in accordance with the Certificate of Airworthiness in
Traffic Control Center: force can carry more than 19 passengers, will be re­
1. North of N5430 - ScATCC (Mil) Prestwick quired to be fitted with, and operate, ICAO SARPS
01292 - 479800 ext 6703/4 compliant ACAS II equipment in the UK airspace.
2. South of N5430 - LATCC (Mil) West Drayton The current TCAS II Minimum Equipment List per­
01895 - 426150. mits TCAS II equipped aircraft to operate for up to
10 days with the equipment out of service. Any
AIRWAYS FLIGHTS TO AND FROM aeroplane with an unserviceable transponder as well
FARNBOROUGH, BLACKBUSHE, as an unserviceable TCAS will not be permitted in
FAIROAKS, LASHAM AND ODIHAM UK airspace for which mandatory carriage of a tran­
sponder is required.
Flight Plan Requirements
Exemptions
Pilots who wish to fly on airways, and who are in­
bound to, or departing from Farnborough, Black­ Delivery flights
bushe, Fairoaks, Lasham and Odiham, are to file a Aircraft newly manufactured within ECAC Member
flight plan using the appropriate route selected from States, which are not fitted with ACAS II. These air­
the established inbound and departure routes. craft will be permitted to transit on direct flights only
Procedures out of ECAC Member States’ airspace to regions
where the carriage and operation of ACAS II is not
a. Inbound required.
1. After leaving airways, pilots will normally be
Maintenance flights
provided with a radar service by Farnbor­
ough ATC, during the operating hours of that Direct flights by aircraft, which are not fitted with
unit. ACAS II, from outside ECAC Member States, for the
2. A contact frequency will be given before leav­ purpose of maintenance and engineering at facilities
ing airways. located within ECAC Member States.
3. When Farnborough ATC is closed, or is un­ ALTIMETRY
able to provide a service, pilots are instructed
to leave Controlled Airspace in the vicinity of When an aircraft is descended from a flight level to
PEPIS and are then to proceed to destination an altitude preparatory to commencing approach for
by a route that remains clear of controlled landing, ATC will pass the appropriate QNH. On va­
airspace. cating the flight level, the pilot will change to the
aerodrome QNH unless further flight level vacating
b. Departure reports have been requested by ATC, in which case,
1. Pilots are to ensure that they have received the aerodrome QNH will be set following the final
and acknowledged an airways joining clear­ flight level vacating report. Thereafter, the pilot will
ance before entering controlled airspace. continue to fly on the aerodrome QNH until estab­
2. The joining clearance will be requested by lished on final approach when QFE or any other de­
the ATSU at the departure aerodrome, how­ sired setting may be used. However, ATC (except at
ever, ATC Farnborough will issue the depar­ certain military aerodromes) will assume that an air­
ture release. If ATC Farnborough is closed or craft is using QFE on final approach when carrying
unable to provide service, the ATSU at the out a radar approach and any height passed by the
departure aerodrome will transfer the aircraft radar controller will be related to QFE datum. A re-
direct to ACC on the notified frequency and minder of the assumed setting will be included in the
the pilot must request clearance to join con­ RTF phraseology. To ensure the greatest possible
trolled airspace. degree of safety and uniformity, it is recommended
that all pilots use QFE but, if the pilot advises that he
3. Pilots are reminded of the need to comply is using QNH, heights will be amended as neces­
with any ATFM measures in force at the time. sary and “altitude” will be substituted for “height” in
RVSM/MNPS NAT AIRSPACE the RTF phraseology. It should be noted that the ob­
stacle clearance height is always given with refer­
MNPS approved aircraft that are not approved for ence to the aerodrome or threshold elevation.
RVSM operations, will be permitted to climb and de­
Vertical positioning of aircraft during approach will,
scend through RVSM levels in order to attain cruis­
below transition level, be controlled by reference to
ing levels above or below RVSM airspace. Flights
altitudes and then heights. The transition altitude is
should climb/descent continuously through the

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


UNITED KINGDOM-4 AIR TRAFFIC CONTROL 4 MAY 07

UNITED KINGDOM - RULES AND PROCEDURES


not normally given in the approach and landing IFPS/CFMU OPERATIONS
clearance.
General
NOTE: At USAF operated aerodromes QFE is not
The Integrated Initial Flight Plan Processing System
used. All procedures below the Transition Altitude
element of the Eurocontrol Central Flow Manage­
will be based on aerodrome QNH, and all vertical
ment Unit (CFMU) is the sole source for the distribu­
displacements given as altitudes. Aerodrome QFE
tion of the IFR/General Air Traffic (GAT) FPL and as­
will be available on request.
sociated messages to ATS units within the IFPS.
LONDON FLIGHT INFORMATION SERVICE The only required addresses are those of the two
IFPS Units (IFPU) at Haren (Brussels) and Bretigny
INTRODUCTION OF SSR CODE 7401 (Paris).
In order to both prevent and to mitigate the conse­ Flight Plan Message Addressing
quences of airspace incursions, pilots receiving a
AFTN: EBBDZMFP and LFPYZMFP
Flight Information Service (FIS) from ‘London Infor­
mation’ will be requested to squawk SSR code 7401. SITA: BRUEP7X and PAREP7X
Any radar-equipped ATS unit observing an aircraft Repetitive Flight Plans (RPL)
which is displaying this code and which is likely to in­
fringe their airspace, may contact London Informa­ Aircraft Operators are reminded that RPL data is to
tion for flight details and request transfer to their ATC be addressed to the:
frequency in order that the situation can be resolved
CFMU
quickly and efficiently. London information does not
have a radar display and will continue to provide a RPL Section
FIS which is a NON-RADAR SERVICE. Address: Rue de la Fusee 96
Brussels
COMMUNICATIONS B-1130
Pilots of aircraft departing from U.K. aerodromes on Telefax: +32 2 729 9042
a SID should include the following items when in­
structed after take-off, upon first contact: in parallel with their normal submissions, as re­
quired, and to National Authorities.
– Callsign;
For complete details of the IFPS and CFMU proce­
– SID designator; dures, refer to Eurocontrol CFMU manuals or the
– current altitude; Jeppesen European Air Traffic Flow and Capacity
– cleared altitude. Management (EATFCM) User Guide.
Flights departing UK FIRs that contain VFR and
GLOBAL POSITIONING SYSTEM (GPS) IFR elements
OPERATIONS
Although IFPS handles IFR flight plans it will not pro­
GPS is authorized for IFR use in B-RNAV airspace. cess the VFR portions of any mixed VFR/IFR flight
Airworthiness and operational criteria are in accor­ plan, therefore, the FLP must be addressed to:
dance with current JAA Joint Advisory Material a. IFPS (EGZYIFPS), AD of departure and AD of
GAI-20, ACJ 20X5 (formerly JAA Admin and Guid­ destination;
ance Material TGL No.3 Rev 1).
b. all FIRs that the flight will route through as VFR;
Compatibility of VHF RTF Receivers with off-set c. any additional addresses required by state or
carrier systems aerodromes authorities.
With the high density of traffic now being experi­ Jet aircraft with a total sector length exceeding
enced in UK airspace, it is essential for the safe op­ 220NM
eration of aircraft, that reliable air-ground communi­
cations are provided. Operators are therefore Where the total sector length (including any portion
requested to note, that off-set carrier systems are outside the London/Scottish UIR/FIR exceeds
used extensively for the provision of VHF RTF ser­ 220NM operators are to file a requested flight level
vices within the UK and that aircraft receivers must for the entire route at FL250 or above unless prior
be compatible with these systems. In choosing air­ approval has been given by the London or Scottish
craft receivers, preferences should be given to those FMP as appropriate.
design which maintain a high sensitivity when oper­ General ATFM enquiries should be addressed to:
ating with off-set carrier transmissions. Where a car­
rier override is provided within the mute circuitry to
overcome the failure of noise operated mute circuits
to function satisfactorily in the presence of audio het­
erodynes, it is recommended that the carrier over­
ride level to be set as low as possible with an upper
limit of 12 mV PD (-85dBm). This level is compatible
with the certification requirements within CAP208,
Volume 1 Part 4 and Eurocae Minimum Performance
Specification ED23A.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


22 DEC 06 AIR TRAFFIC CONTROL UNITED KINGDOM-5

UNITED KINGDOM - RULES AND PROCEDURES


London FMP requires the use of an alternative to the main holding
Head of Traffic Management Operations facility.
London Area Control Center MINIMUM RATES OF CLIMB AND
Address: Sopwith Way DESCENT
Swanwick
Southampton Hampshire SO31 7AY In order to ensure that controllers can accurately
Tel: +44 (0) 1489 612426 predict flight profiles to maintain standard vertical
separation between aircraft, pilots of aircraft cleared
Telefax: +44 (0) 1489 612131
for a climb or descent should inform the controller if
Email: [email protected] their rate of climb or descent during the level change
SITA: SOUSCXH will be less than 500ft per minute or, if at any time
AFTN: EGTTZDZX during such climb or descent their vertical speed is,
in fact, less than 500ft per minute.
Scottish FMP
This requirement applies to both the enroute phase
Head of ATFM (Operations and Planning)
of flight and to terminal holding above the Transition
Address: Atlantic House Altitude.
Sherwood Road
Prestwick NOTE: This does not prohibit the use of rates of
Ayrshire climb or descent less than 500ft per minute when
Scotland KA9 2NR operationally required.
Tel: +44 (0) 1292 692616 MANAGING EOBT OF FLIGHTS
Telefax: +44 (0) 1292 692522
DEPARTING UK AERODROMES
ATC assistance to Aircraft Operators Aircraft Operators Responsibility
The Tower may coordinate message action on be­ If a non-regulated departing aircraft is not ready for
half of the Aircraft Operator or contact the local FMP. start at EOBT+15 minutes, then ATS will not permit
Except for Newcastle aerodrome who should con­ the aircraft to pushback and/or start until such time
tact either the London or Scottish FMP depending as the Aircraft Operator or handling agent has modi­
on which area of responsibility the flight will enter fied the EOBT, using a DLA message, and the new
shortly after departure. EOBT has been duly acknowledged by IFPS.
Departures from the Jersey Zone should contact ei­ If ATFCM measures are applied and then cancelled,
ther the London or Brest FMP according to the route Aircraft Operators are required to update EOBT’s of
of flight after departure. flights, as necessary, prior to aircraft being ready to
Inbound Flow Management start.
ACC will not issue EAT to aircraft when the terminal Aircraft Operators are required, at the earliest oppor­
area delay is likely to be less than 20 minutes. tunity, to cancel flight plans of flights that may not de­
part because the schedule has been disrupted.
Where radar sequencing of traffic from the appropri­
ate terminal holding facility is in operation, Approach Air Traffic Service Providers Responsibility
Control will not normally calculate or issue EATs to If an aircraft is ready to start in good time to meet its
aircraft when the delay is expected to be less than EOBT time parameters, and is then subsequently
20 minutes. delayed by ATS, the responsibility for modifying the
Flights inbound to London (Gatwick), London EOBT will rest with the ATS unit.
(Heathrow) and London (Stansted) In the event of a major disruption at an airfield, ATS
Since some active inbound traffic is unknown to Lon­ will apply ATFCM measures (either by increase in
don ACC until a relatively short time before ETA at taxi times or a form of departure flow regulation).
destination, Expected Approach Times (EAT) will not When ATFCM measures are cancelled, Aircraft Op­
be issued until details of total traffic demand are erators are required to update EOBT’s of flights, as
known. Therefore, the following procedures are ap­ necessary, prior to aircraft being ready to start.
plicable for the notification of delays to flights in­ POSITION REPORTING PROCEDURES
bound to London (Gatwick), London (Heathrow) and
London (Stansted): Pilots are to make position reports within London
When terminal area inbound delays are likely to ex­ and Scottish FIR/UIR in the following circumstances:
ceed 20 minutes for these airports, inbound aircraft – after transfer of communication;
will be given a general statement concerning the an­ – on reaching the limit of ATS clearance;
ticipated delay based on the best information avail­
able to the controller at the time. Subsequently, – when instructed by ATC;
when the aircraft is within 20 minutes of its original – when operating helicopters in the North Sea Low
ETA for the terminal holding facility an EAT will be is­ Level Radar Advisory and Flight Information ar­
sued. London ACC will endeavor to frequently up­ eas of responsibility and on Helicopter Routes
date this data to ensure that the information provid­ within the London Control Zone and London/City
ed to pilots is as accurate as possible. Control Zone;
These procedures will remain applicable when – when operating across the English Channel.
ground equipment unserviceability or traffic demand

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


UNITED KINGDOM-6 AIR TRAFFIC CONTROL 22 DEC 06

UNITED KINGDOM - RULES AND PROCEDURES


The initial call after changing radio frequency shall Shanwick Oceanic Control Area
contain only the aircraft identification and flight level. All flights within this area are subject to IFR. Filing of
Any subsequent report shall contain aircraft identifi­ a flight plan is compulsory. Flight plans for flights de­
cation, position and time except as provided for in parting from points within adjacent regions and en­
respect of helicopter operations in the areas speci­ tering the NAT Region, without intermediate stops,
fied above. should be submitted at least 3 hours prior to depar­
NAT TIME KEEPING PROCEDURES ture.
In addition to normal flight plan format the following
Prior to entry into Oceanic Airspace, the pilot shall information must be filed:
synchronize the time reference system to be used
for the calculation of ETAs and ATAs. Synchroniza­ a. Item 18 should contain the accumulated estimat­
tion shall be based on one of the following interna­ ed elapsed time to the first Oceanic boundary for
tional time sources: BBC, GPS, WWV or CHU. (See flights conducted along one of the organized
TABLES and CODES). tracks.
b. Item 18 may include a request for a suitable al­
FLIGHT PLANNING ternative flight level.
Channel Islands CTR and CTA c. Item 15 should include speed information in the
following sequence:
A flight plan must be filed for all Special VFR flights
in the Channel Islands CTR. 1. Jet aircraft:
All flights inbound to Guernsey and Alderney and – cruising speed (TAS) in knots;
overflying the Channel Islands up to FL195 must en­ – oceanic entry point and cruising Mach
sure that all flight plans are addressed to the Chan­ number;
nel Island Control Zone, EGJJZRZX.
– landfall fix and cruising speed (TAS) in
Crossing of Airways knots.
Flights crossing airways must file a flight plan either 2. Other aircraft: same sequence but speed in
before departure or when airborne and obtain ATC terms of TAS in knots.
clearance at least 10min prior to estimated time of d. Item 15, route of flight. For flights conducted
crossing. Where the airway base is defined as a along one of the organized tracks, the track shall
flight level, aircraft may cross at base altitudes with­ be defined by the abbreviation “NAT" followed by
out ATC clearance. Crossing should be made at the code letter assigned to the track. For flights
right angles. conducted wholly or partly outside the organized
Routes between Northern Europe and tracks, the latitude and longitude of each desig­
Spain/Canaries/Lisbon FIRs through Oceanic nated reporting line, 10W, 20W, 30W, 40W, 50W,
Airspace 60W, Fishpoint and Landfall should be entered.
Operators are recommended to Flight Plan the fol­ e. Item 18, remarks. For flights conducted wholly or
lowing routes: partly outside the organized tracks in the NAT
Region, accumulated estimated elapsed times
Route Compulsory Notes over significant points enroute shall be specified
Reporting in this section. The designated reporting lines
Points are:
T9 LASNO, 1. Flights Europe - North America:
BEGAS Eastern boundary of the OCA and longitudes
T14 LASNO, N45 After ARMED 20W and 30W
W014, ARMED route either: 2. Flights Europe - Iceland:
VERAM-SNT, Longitude 10W and latitude 61N (RATSU)
for Madeira or
3. Flights Europe - Azores:
Canaria FIR or
ASMAR for Longitude 0845W and latitude 45N
destinations in f. Flights entering Shanwick OCA directly from the
Portugal, NOT SOTA, the estimated elapsed time (EET) for the
available for Shanwick boundary filed in item 18 of the flight
GCFV and plans to be the EET for the point of crossing the
GCRR Shanwick/SOTA boundary (SOMAX/BE­
T16 OMOKO, N45 Not available DRA/OMOKO or LASNO).
W016, N40 for GCFV and g. For flights entering Shanwick OCA directly from
W016, NAVIX, GCRR the BOTA, the EET for the Shanwick OCA filed in
SNT item 18 of the flight plan is to be the EET for the
point of crossing the Shanwick/BOTA boundary
For fuel planning purposes, operators should note (ETIKI/SEPAL or SIVIR).
that optimum cruising levels may not be available on
the Tango Routes

© JEPPESEN SANDERSON, INC. 1987, 2006. ALL RIGHTS RESERVED.


2 FEB 07 AIR TRAFFIC CONTROL UNITED KINGDOM-7

UNITED KINGDOM - RULES AND PROCEDURES


h. For flights exiting Shanwick OCA directly to the are used for the purpose of spacing in the approach
SOTA, the EET for the Shannon boundary filed phase only and do not apply to departing aircraft.
in item 18 of the flight plan is to be the EET of Wake Turbulence Categories
crossing the Shanwick/SOTA boundary (SO­
MAX/BEDRA/OMOKO or LASNO). Category ICAO and UK
Flight Plan
i. For flights exiting Shanwick OCA directly to the
BOTA, the EET for the Brest boundary filed in Heavy (H) 136000 or 136000 or
item 18 of the flight plan is to be the EET of greater greater
crossing the Shanwick/BOTA boundary (ETI­
KI/SEPAL or SIVIR). Medium (M) 7000 - 136000 40000 - 136000
j. Item 18, remarks. For flights through SOTA air­
space by aircraft not equipped with VHF RTF Small (S) N/A 17000 - 40000
this should be annotated by entering “COM/UHF
only”. Light (L) 7000 or less 17000 or less
k. Flight plans for all flights within Shanwick OCA NOTE: The aircraft wake turbulence group on the
are to be addressed to EGGXZOZX, and in addi­ flight plan should be indicated according to the ICAO
tion, for flights which will transit SOTA airspace, specification (H, M, or L).
to EBBDZMZP and LFPYZMZP.
l. Flights which transit SOTA at FL250 and above FLIGHT PLANNING REQUIREMENTS FOR
are to be flight planned to follow a route from the NON-RVSM AIRCRAFT OPERATING AT
published SETA route structure. FL430 OR ABOVE ACROSS THE NAT
m. A part of Shanwick OCA is designated as the REGION
Brest Oceanic Transition Area (BOTA).
Bota has the same vertical extent as the Shan- – Westbound outbound from a EUR Airport:
wick OCA, and is bounded by lines joining suc­ In field 15 of the FPL file maximum FL280 to the
cessively the following points: oceanic entry point, and then a minimum of
N4834 W00845 - N4830 W00800 - N4500 FL430 across the NAT region.
W00800 - N4500 W00845 - N4834 W00845.
NOTE: In the NAT region FL430 is westbound or
n. Flights which will transit BOTA airspace, are to
eastbound cruising level.
be additionally addressed to LFRRZQZX.
AIR TRAFFIC FLOW MANAGEMENT – Eastbound inbound to a EUR Airport:
(ATFM) In field 15 of the FPL file minimum FL430 across
the NAT region, and then file a change to a max­
SLOT Allocation imum of FL270 at the oceanic landfall point.
All flights operating at London (Stansted) require a RVSM EXEMPTIONS - PROCEDURES FOR
slot allocation by the airport coordinator (ACL). Re­
quests for ad-hoc slot allocations should be made to NON-RVSM APPROVED CIVIL AIRCRAFT
the ACL during working hours (0900-1700, Mon-Fri) REQUIRING TO OPERATE AT FL290 AND
via telephone, 020-85640600 or, outside these ABOVE
times, to Stansted Airside Operations, telephone
01279-662478. Categories of Civil registered aircraft eligible for
RVSM Exemptions
WAKE TURBULENCE CATEGORIES
NOTE: Definition of “State Aircraft”:
General
For the purpose of EUR RVSM, only aircraft used in
Aircraft types B-707, DC-8, VC-10 and IL-62 have military, customs or police services shall qualify as
been re-classified and are now grouped into the “State Aircraft” and are legible to apply “M” in item 8
weight category “MEDIUM” for separation purposes of the FPL.
only. Pilots of these aircraft are not expected to add
the word "HEAVY" to their call sign when establish­ Categories
ing radio contact with ATC units or when changing a. Flights for the purpose of overflying the Strumble
frequencies. HMU (Height Monitoring Unit) for RVSM monitor­
Special Wake Vortex Categories at London ing.
(Gatwick/Heathrow/Stansted) and Manchester b. Aircraft using GMU equipment to complete an
Aircraft types B-757, B-707, DC-8, VC-10 and IL-62 RVSM monitoring flight.
are classified as “UPPER MEDIUM” for Wake Vortex c. Flight Testing, whether for the purpose of proto­
purposes only. Other “MEDIUM” aircraft types are type testing or in association with the approval of
classified as “LOWER MEDIUM”. These categories a modification to an existing type designed air­
craft (e.g. Trailing Cone flights for the purpose of
gaining RVSM approval).
d. Air Tests (e.g. post maintenance).
e. Special flights on behalf of the MoD.
f. Calibration flights.

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


UNITED KINGDOM-8 AIR TRAFFIC CONTROL 2 FEB 07

UNITED KINGDOM - RULES AND PROCEDURES


g. Aircraft conducting an Airworthiness Flight Test filed. In item 18 of the FPL add: “RMK/HMU FLT” be­
and considered RVSM exempt for the described side other details.
purposes and no application is required. Flights using GMU Equipment for RVSM
RVSM Exemptions - Application Procedure monitoring
An application for an RVSM exemption will be treat­ For flights using GMU equipment to complete an
ed on an individual basis, and will be issued for a RVSM monitoring flight, the appropriate route should
specific period in respect of a specific aircraft, or a be filed, whether intending to fly as OAT or GAT. Be­
series of aircraft (e.g. in support to MoD tasks). Op­ side details in item 15 and 18 add under item 18:
erators requiring RVSM exemption shall contact: “RMK/GMU FLT”.

Manager En-route Airspace Notification to ATC


Address: K6, G2 Captains must pre-arrange handling in RVSM air­
CAA House space by contacting the appropriate ACC Supervisor
45-59 Kingsway or Military Supervisor as appropriate on one of the
London WC2B 6TE following numbers:
Tel: +44 (0) 20 7453 6550 – LACC Civil Supervisor: +44 (0) 1 489-612420
Telefax: +44 (0) 20 7453 6565 – London Radar Senior Military Supervisor: +44
Email: [email protected] (0) 1 895 426464,
– ScACC Civil Supervisor: +44 (0) 1 292 692763,
RVSM exemptions will be returned by quickest
means. It is essential that the serial number is stated Scotch (Mil) Military
in the FPL otherwise entry into UK RVSM airspace Supervisor: +44 (0) 1 292 692361.
will be refused. In addition to filing the appropriate flight plan in order
Additional Flight Planning Requirements to ensure correct handling, captains should also
pass the relevant flight profile details to the appropri­
For all flights, in item 15 a maximum of FL280 to the ate ATC supervisor.
point where the flight wishes to enter the RVSM air­
space. Do not enter details at FL290 or above any­ Operators requiring overflight over the Scramble
where in item 15. HMU should avoid peak periods as ATC need to pro­
vide 2000ft separation against traffic above FL290. If
For all flights, in item 18 include the RVSM Status in doubt suitable timings can be arranged with the
and exemption serial number, e.g. LACC Civil ATC Supervisor (in general avoid peak
STS/UK RVSM EXEMPT.... Serial Number periods between 0500-0900 and 1030-1500).
NOTE 1: Operators of non RVSM approved aircraft Departure Speed Restriction
are not to enter W in item 10 even in this specific ex­
All departing aircraft from Heathrow, Gatwick, Stan­
emption.
sted, Luton, London City and Northolt are expected
NOTE 2: An RVSM exemption does not confer any to maintain 250kts on departure below FL100, but
right to enter RVSM airspace as GAT unless specifi­ pilots may request a higher speed for operational or
cally agreed by the appropriate ATC. safety requirements only.

Flight Testing or CAA Airworthiness Test Flights DIFFERENCES FROM ICAO


In item 15, enter route details, e.g. OAT, VLN, SMG,
STANDARDS AND PROCEDURES
VLN, and then the return rejoining point to destina­ ICAO REFERENCE
tion not above FL280. If airport of departure is out­
side the ATS route structure, insert the appropriate DEFINITIONS
routing. If the final intention is to rejoin the ATS route
Continuous Descent Approach (CDA) — A noise
structure, file to rejoin at the appropriate point not
abatement technique for arriving aircraft in which the
above FL280.
pilot, when given a descent clearance below the
In item 18, insert RVSM status and Exemption Serial Transition Altitude by ATC, will descend at the rate
Number (If applicable) and: “RMK/Flight Testing”, or he judges will be best suited to the achievement of
“RMK/CAA Airworthiness Flight Test” as appropriate continuous descent, whilst meeting the ATC speed
with requested FL in RVSM airspace. control requirements, the objective being to join the
Overflight of Strumble HMU glide path at the appropriate height for the distance
without recourse to level flight.
Aircraft should file flight plan via Strumble in accor­
dance with standard routing. If flying along ATS Decision Height —
routes specifically to STU, insert the required routing (1) The minimum height specified by the operator in,
to destination. For flights intending to receive a ser­ or ascertainable by reference to, the operations
vice from London Radar (Military Control) for the manual as being the minimum height to which an
purposes of conducting Air Tests or CAA Airworthi­ approach to landing can safely be made by that
ness Test flights prior to overflying the Strumble aircraft at that aerodrome without visual refer­
HMU, or intending to fly OAT (off route) to facilitate ence to the ground.
flight over the Strumble HMU without flying along the
ATS route structure, the appropriate routing shall be

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.


2 FEB 07 AIR TRAFFIC CONTROL UNITED KINGDOM-9

UNITED KINGDOM - RULES AND PROCEDURES


(2) A specified height at which a missed approach stead of down to 3000ft AMSL) with the minima
must be initiated if the required visual reference at and below 3000ft AMSL as an alternative.
to continue the approach to land has not been 4.2 VFR flights are not permitted in certain Con­
established.
trol Zones as notified in UK AIP as class A airspace.
Low Power/Low Drag Approach (LP/LD) —
4.3 VFR flight is not permitted at night.
A noise abatement technique for arriving aircraft in
which the pilot delays the extension of wing flaps 4.4(a) VFR flights are permitted above FL200, ex­
and undercarriage until the final stages of the ap­ cept in certain Areas notified in UK publications as
proach, is subject to compliance with ATC speed class A airspace.
control requirements and the safe operation of the 4.5 VFR flight by GAT is not permitted at and
aircraft. above FL290, VFR flight by OAT is permitted and will
Special VFR Flight — A flight at any time in a be provided with 2000ft vertical separation.
Control Zone which is Class A airspace or in any 4.6 Minimum height over congested areas is
other Control Zone in IMC or at night in respect of 1500ft. There is no minimum height above the sur­
which the appropriate ATC unit has given permission face, but aircraft must maintain a minimum distance
for the flight to be made in accordance with special of 500ft from persons, vessels, vehicles or struc­
instructions instead of in accordance with the Instru­ tures. The minimum heights apply to all flights
ment Flight Rules and in the course of which flight whether under VFR or IFR and in all meteorological
the aircraft complies with any instructions given by conditions.
that unit and remains clear of cloud and in sight of
the surface. 4.7 It is not mandatory for VFR flights to adopt
any particular cruising level system. However, when
Straight Ahead — “Maintain Final Approach
operating above Transition Altitude they are recom­
Track”.
mended to conform to the cruising level system pre­
ANNEX 2 scribed in the UK for IFR flights. In those parts of
controlled airspace where VFR flight is permitted,
3.1.2 The minimum height for aircraft other such flights are not required to adopt any particular
than helicopter over congested areas shall be 1500ft cruising level system.
above the highest fixed object within 2000ft of the
aircraft, or, such height as would enable the aircraft 5.1.2 (a) The United Kingdom has no statutory re­
to alight clear of the congested areas and without quirements relating specifically to minimum IFR alti­
danger to persons or property in the event of failure tude when operating over high terrain or mountain­
of a power unit, whichever is higher. ous territory.
A helicopter shall not fly below such a height as 5.1.2 (b) Aircraft operating under IFR shall not fly
would enable it to alight without danger to persons at a height less than 1000ft (300m) above the high­
or property in the event of failure of a power unit. est obstacle within a distance of 5NM (9.25Km), ex­
An aircraft shall not fly over, or within 3000ft of, an cept that this regulations do not apply to an aircraft
open-air assembly of more than 1000 persons ex­ operating under IFR and flying at an altitude not ex­
cept with written permission, and then not below ceeding 3000ft (900m) if that aircraft is clear of cloud
such height as would enable it to alight clear of the and in sight of the surface.
assembly in the event of failure of a power unit. 5.3.1 IFR flights operating in level cruising flight
3.3.1.2 In addition to ICAO specifications above 3000ft AMSL outside controlled airspace will
use the table below if flying below 24500ft.
a. It is advisable to file a flight plan if a flight in­
volves flying over the sea, more than 10 miles NOTE: 24500ft is the plane of division and is not
from the UK coast, or flying over sparsely popu­ available as cruising level.
lated or mountainous areas, where Search and
Rescue operations would be difficult.
Flights at levels below 24500ft
b. Flight plans are not required for aircraft flying
within Advisory Areas unless they intend to par­ Magnetic Track Cruising Level
ticipate in Advisory Service.
4.1 The UK conforms to the ICAO table of VMC 000°-089° Odd thousands of ft
minima except as follows: 090°-179° Odd thousands plus 500ft
a. Additionally, in class “C”, “D” and “E” airspace,
VFR flight is allowed by aircraft, other than heli­ 180°-269° Even thousands of ft
copters, at or below 3000ft AMSL at a speed of
140kt or less, which remain clear of cloud and in 270°-359° Even thousands plus 500ft
sight of the surface and in a flight visibility of at
least 5Km. Helicopters may fly VFR in class “C”, Appendix 1.3
“D” or “E” airspace at or below 3000ft AMSL pro­ Visual signals used to warn an unauthorized aircraft
vided that they remain clear of cloud and in sight flying in, or about to enter a Restricted, Prohibited or
of the surface. Danger Area are not utilized by the UK.
b. In class “F” and “G” airspace the VMC minima at
and below FL100 apply down to the surface (in­

© JEPPESEN SANDERSON, INC. 1987, 2007. ALL RIGHTS RESERVED.

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