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Documenti di Cultura
TABLE OF CONTENTS
Limited or special coverages may not contain all items, but that material which is included should be arranged
in the order outlined.
INTRODUCTION ................................................................................................................................................1
1 GENERAL ........................................................................................................................................201
1.2 PANS-OPS versus Previous Editions to PANS-OPS .............................................................201
1.3 State Pages - Rules and Procedures ....................................................................................201
TABLE OF CONTENTS
3 INITIAL APPROACH SEGMENT .....................................................................................................223
3.1 General..................................................................................................................................223
3.2 Types of Manoeuvres ............................................................................................................223
3.3 Flight Procedures for Racetrack and Reversal Procedures...................................................224
4 INTERMEDIATE APPROACH SEGMENT .......................................................................................227
1 GENERAL ........................................................................................................................................249
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES WITH VERTICAL GUIDANCE .........269
TABLE OF CONTENTS
1 GENERAL ........................................................................................................................................275
1.2 Aircraft equipped with RNAV Systems with Holding Functionality.........................................275
1.3 Aircraft equipped with RNAV Systems without Holding Functionality....................................275
1.5 Pilot Responsibilities..............................................................................................................275
2 HOLDING PATTERNS .....................................................................................................................275
3 HOLDING ENTRY............................................................................................................................275
TABLE OF CONTENTS
2 READ-BACK OF CLEARANCES AND SAFETY-RELATED INFORMATION...................................287
TABLE OF CONTENTS
1 DEFINITIONS ..................................................................................................................................401
12 PHRASEOLOGIES ..........................................................................................................................413
12.2 General...........................................................................................................................413
12.3 ATC Phraseologies.........................................................................................................414
12.4 ATS Surveillance Service Phraseologies .......................................................................429
TABLE OF CONTENTS
EXAMPLES......................................................................................................................................455
AERONAUTICAL TELECOMMUNICATIONS................................................................................................473
Extracted from ANNEX 11 - Air Traffic Services - Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND APPLICABILITY OF BROADCASTS ..........................................................475
TABLE OF CONTENTS
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
GENERAL ........................................................................................................................................551
RNP .......................................................................................................................................551
RNAV.....................................................................................................................................551
RNP AND RNAV REQUIREMENTS ................................................................................................551
Approval and Certification .....................................................................................................551
B-RNAV Certification and Operational Requirements ...........................................................552
SYSTEM DESCRIPTION.................................................................................................................552
RNP .......................................................................................................................................552
RNAV.....................................................................................................................................552
GENERAL OPERATIONAL LIMITATIONS .......................................................................................552
System Availability.................................................................................................................552
Contingency...........................................................................................................................552
FUNCTIONAL REQUIREMENTS ....................................................................................................552
Navigation Data Base............................................................................................................553
RNP .......................................................................................................................................553
RNAV.....................................................................................................................................553
Navigation..............................................................................................................................553
Contingency Procedures .......................................................................................................553
Operations Manual ................................................................................................................553
1 GENERAL ........................................................................................................................................601
2 DEFINITIONS ..................................................................................................................................601
TABLE OF CONTENTS
AFRICA
Reduced Vertical Separation Minimums (RVSM) Africa .................................................................. A-1
CHINA
Reduced Vertical Separation Minimums (RVSM) China ............................................................... CH-1
EUROPE
Reduced Vertical Separation Minimum (RVSM) Europe.................................................................. E-1
RVSM and RVSM Transition Europe................................................................................................ E-7
8.33kHz Channel Spacing ............................................................................................................. E-11
Procedures for Area Navigation (RNAV) Operations - Europe (DOC 7030/4) ............................... 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) Europe................................................................EE-1
RVSM and RVSM Transition Europe..............................................................................................EE-7
8.33kHz Channel Spacing ...........................................................................................................EE-11
Procedures for Area Navigation (RNAV) Operations - Europe (DOC 7030/4) .............................EE-21
Basic RNAV (B-RNAV) in the Airspace of the Member States of the
European Civil Aviation Conference (ECAC) ...............................................................................EE-25
TABLE OF CONTENTS
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 Bissau ............................................................................................................ see WEST AFRICA-1
Guinea Republic ..................................................................................................................GUINEA REP.-1
Hong Kong, P.R. of China............................................................................HONG KONG, P.R. of CHINA-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
Jordan .........................................................................................................................................JORDAN-1
Kazakhstan........................................................................................................................ KAZAKHSTAN-1
Kenya .............................................................................................................................................KENYA-1
Korea, D.P.R. of .............................................................................................................. KOREA D.P.R. of-1
Kuwait........................................................................................................................................... KUWAIT-1
Kyrgyzstan ......................................................................................................................... KYRGYZSTAN-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 & LUXEMBOURG-1
Macao, P.R. of China ........................................................................................... MACAO, P.R. of CHINA-1
Macedonia, the former Yugoslav Rep of .............................................................. MACEDONIA, FYROM-1
Madagascar...................................................................................................................... MADAGASCAR-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
Montenegro ..................................................................................................................... MONTENEGRO-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
Reunion .....................................................................................................................................REUNION-1
Romania ....................................................................................................................................ROMANIA-1
Russia .......................................................................................................................................... RUSSIA-1
© JEPPESEN, 1996, 2010. ALL RIGHTS RESERVED
12 FEB 10 AIR TRAFFIC CONTROL EH-XI
TABLE OF CONTENTS
Rwanda ......................................................................................................................................RWANDA-1
Sao Tome and Principe ..................................................................................SAO TOME and PRINCIPE-1
Saudi Arabia..................................................................................................................... SAUDI ARABIA-1
Senegal ...................................................................................................................... see WEST AFRICA-1
Serbia ........................................................................................................................................... SERBIA-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
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
INTRODUCTION
This Air Traffic Control Section is designed to provide pilots with International Civil Aviation Organization
(ICAO) Standards, Recommended Practices and Procedures for international operations. In addition, on
a state-by-state basis, flight procedures unique to each state, or different from the published ICAO rules
and procedures, are included. Each part of this Air Traffic Control Section is described below.
INTRODUCTION
AIRCRAFT — Any machine that can derive support NOTE: the actual height may vary, and some heli-
in the atmosphere from the reactions of the air other copters may require air-taxiing above 8m (25 ft) AGL
than the reactions of the air against the earth’s sur- to reduce ground effect turbulence or provide clear-
face. ance for cargo slingloads.
AIRCRAFT ADDRESS — A unique combination of AIR-TO-GROUND COMMUNICATION — One- way
24 bits available for assignment to an aircraft for the communication from aircraft to stations or locations
purpose of air-ground communications, navigation on the surface of the earth.
and surveillance. AIR TRAFFIC — All aircraft in flight or operating on
AIRCRAFT IDENTIFICATION — A group of letters, the manoeuvring area of an aerodrome.
figures or a combination thereof which is either iden- AIR TRAFFIC ADVISORY SERVICE — A service
tical to, or the coded equivalent of, the aircraft call provided within advisory airspace to ensure separa-
sign to be used in air-ground communications, and tion, in so far as practical, between aircraft which are
which is used to identify the aircraft in ground-ground operating on IFR flight plans.
air traffic services communications.
AIR TRAFFIC CONTROL CLEARANCE — Autho-
AIRCRAFT OBSERVATION — The evaluation of one rization for an aircraft to proceed under conditions
or more meteorological elements made from an air- specified by an air traffic control unit.
craft in flight.
NOTE 1: For convenience, the term “air traffic control
AIRCRAFT PROXIMITY — A situation in which, in clearance” is frequently abbreviated to “clearance”
the opinion of a pilot or air traffic services personnel, when used in appropriate contexts.
the distance between aircraft as well as their relative
NOTE 2: The abbreviated term “clearance” may be
positions and speed have been such that the safety
prefixed by the words “taxi,” “take-off,” “departure,” “en
of the aircraft involved may have been compromised.
route,” “approach” or “landing” to indicate the particu-
An aircraft proximity is classified as follows:
lar portion of flight to which the air traffic control clear-
Risk of Collision — The risk classification of an air- ance relates.
craft proximity in which serious risk of collision has
AIR TRAFFIC CONTROL INSTRUCTION — Direc-
existed.
tives issued by air traffic control for the purpose of
Safety not Assured — The risk classification of an requiring a pilot to take a specific action.
aircraft proximity in which the safety of the aircraft
AIR TRAFFIC CONTROL SERVICE — A service
may have been compromised.
provided for the purpose of:
No Risk of Collision — The risk classification of
a. preventing collisions:
an aircraft proximity in which no risk of collision has
existed. 1. between aircraft; and
Risk not Determined — The risk classification of an 2. on the manoeuvring area between aircraft
aircraft proximity in which insufficient information was and obstructions; and
available to determine the risk involved, or inconclu- b. expediting and maintaining an orderly flow of air
sive or conflicting evidence precluded such determi- traffic.
nation. AIR TRAFFIC CONTROL UNIT — A generic term
AIR-GROUND COMMUNICATION — Two-way com- meaning variously, area control centre, approach
munication between aircraft and stations or locations control office or aerodrome control tower.
on the surface of the earth. AIR TRAFFIC SERVICE (ATS) — A generic term
AIR-GROUND CONTROL RADIO STATION — meaning variously, flight information service, alerting
An aeronautical telecommunication station having service, air traffic advisory service, air traffic control
primary responsibility for handling communications service (area control service, approach control ser-
pertaining to the operation and control of aircraft in vice or aerodrome control service).
a given area. AIR TRAFFIC SERVICES AIRSPACES — Air-
AIRMET INFORMATION — Information issued by spaces of defined dimensions, alphabetically des-
a meteorological watch office concerning the occur- ignated, within which specific types of flights may
rence or expected occurrence of specified en route operate and for which air traffic services and rules of
weather phenomena which may affect the safety operation are specified.
of low-level aircraft operations and which was not NOTE: ATS airspaces are classified as Class “A” to
already included in the forecast issued for low-level “G.”
flights in the flight information region concerned or
AIR TRAFFIC SERVICES REPORTING OFFICE —
sub-area thereof.
A unit established for the purpose of receiving reports
AIRPROX — The code word used in an air traffic concerning air traffic services and flight plans submit-
incident report to designate aircraft proximity. ted before departure.
AIR-REPORT — A report from an aircraft in flight NOTE: An air traffic services reporting office may be
prepared in conformity with requirements for position established as a separate unit or combined with an
and operational and/or meteorological reporting. existing unit, such as another air traffic services unit,
AIR-TAXIING — Movement of a helicopter/VTOL or a unit of the aeronautical information service.
above the surface of an aerodrome, normally in AIR TRAFFIC SERVICES UNIT — A generic term
ground effect and at a ground speed normally less meaning variously, air traffic control unit, flight infor-
than 37 km/h (20 kt). mation centre or air traffic services reporting office.
AIRWAY — A control area or portion thereof estab- APPROPRIATE ATS AUTHORITY — The relevant
lished in the form of a corridor equipped with radio authority designated by the State responsible for pro-
navigation aids. viding air traffic services in the airspace concerned.
ALERFA — The code word used to designate an alert APPROPRIATE AUTHORITY —
phase. a. Regarding flight over the high seas: The rel-
ALERTING SERVICE — A service provided to notify evant authority of the State of Registry.
appropriate organizations regarding aircraft in need b. Regarding flight other than over the high
of search and rescue aid, and assist such organiza- seas: The relevant authority of the State having
tions as required. sovereignty over the territory being overflown.
ALERT PHASE — A situation wherein apprehension APRON — A defined area, on a land aerodrome,
exists as to the safety of an aircraft and its occupants. intended to accommodate aircraft for purposes of
ALLOCATION, ALLOCATE — Distribution of fre- loading or unloading passengers, mail or cargo,
quencies, SSR Codes, etc. to a State, unit or service, fueling, parking or maintenance.
Distribution of 24-bit aircraft addresses to a State or AREA CONTROL CENTRE — A unit established to
common mark registering authority. provide air traffic control service to controlled flights
ALPHANUMERIC CHARACTERS (Alphanumer- in control areas under its jurisdiction.
ics) — A collective term for letters and figures (digits). AREA CONTROL SERVICE — Air traffic control ser-
ALTERNATE AERODROME — An aerodrome to vice for controlled flights in control areas.
which an aircraft may proceed when it becomes AREA MINIMUM ALTITUDE (AMA) — The minimum
either impossible or inadvisable to proceed to or to altitude to be used under instrument meteorological
land at the aerodrome of intended landing. Alternate conditions (IMC), that provides a minimum obstacle
aerodromes include the following: clearance within a specified area, normally formed by
Take-Off Alternate — An alternate aerodrome at parallels and meridians.
which an aircraft can land should this become nec- AREA NAVIGATION (RNAV) — A method of naviga-
essary shortly after take-off and it is not possible to tion which permits aircraft operation on any desired
use the aerodrome of departure. flight path within the coverage of the station-refer-
En Route Alternate — An aerodrome at which an enced navigation aids or within the limits of the capa-
aircraft would be able to land after experiencing an bility of self-contained aids, or a combination of these.
abnormal or emergency condition while en route. AREA NAVIGATION ROUTE — An ATS route estab-
Destination Alternate — An alternate aerodrome lished for the use of aircraft capable of employing area
to which an aircraft may proceed should it become navigation.
impossible or inadvisable to land at the aerodrome of ARRIVAL ROUTES — Routes identified in an instru-
intended landing. ment approach procedure by which aircraft may pro-
NOTE: The aerodrome from which a flight departs ceed from the en route phase of flight to an initial
may also be an en route or a destination alternate approach fix.
aerodrome for that flight. ASSIGNMENT, ASSIGN — Distribution of frequen-
ETOPS En Route Alternate — A suitable and appro- cies to stations. Distribution of SSR Codes or 24-bit
priate alternate aerodrome at which an aeroplane addresses to aircraft.
would be able to land after experiencing an engine ATIS — The symbol used to designate automatic ter-
shutdown or other abnormal or emergency condition minal information service.
while en route in an ETOPS operation.
ATS ROUTE — A specified route designed for chan-
ALTITUDE — The vertical distance of a level, a point, neling the flow of traffic as necessary for the provision
or an object considered as a point, measured from of air traffic services.
mean sea level (MSL).
NOTE 1: The term “ATS route” is used to mean var-
APPROACH CONTROL OFFICE — A unit estab- iously, airway, advisory route, controlled or uncon-
lished to provide air traffic control service to controlled trolled route, arrival or departure route, etc.
flights arriving at, or departing from, one or more
NOTE 2: An ATS route is defined by route specifi-
aerodromes.
cations which include an ATS route designator, the
APPROACH CONTROL SERVICE — Air traffic con- track to or from significant points (way-points), dis-
trol service for arriving or departing controlled flights. tance between significant points, reporting require-
APPROACH CONTROL UNIT — A unit established ments and, as determined by the appropriate ATS
to provide air traffic control service to controlled authority, the lowest safe altitude.
flights arriving at, or departing from, one or more ATS SURVEILLANCE SERVICE — A term used to
aerodromes. indicate a service provided directly by means of an
APPROACH FUNNEL — A specified airspace ATS surveillance system.
around a nominal approach path within which an air- ATS SURVEILLANCE SYSTEM — A generic term
craft approaching to land is considered to be making meaning variously, ADS-B, PSR, SSR or any compa-
a normal approach. rable ground-based system that enables the identifi-
APPROACH SEQUENCE — The order in which two cation of aircraft.
or more aircraft are cleared to approach to land at the
aerodrome.
q$z
NOTE: A comparable ground-based system is one radio ranges is expected to transfer its primary navi-
that has been demonstrated, by comparative assess- gational reference from the facility behind the aircraft
ment or other methodology, to have a level of safety to the next facility ahead of the aircraft.
and performance equal to or better than monopulse NOTE: Change-over points are established to provide
SSR. the optimum balance in respect of signal strength and
AUTOMATIC DEPENDENT SURVEILLANCE quality between facilities at all levels to be used and
(ADS) — A surveillance technique in which air- to ensure a common source of azimuth guidance for
craft automatically provide, via a data link, data all aircraft operating along the same portion of a route
derived from on-board navigation and position-fixing segment.
systems, including aircraft identification, four-dimen- CIRCLING APPROACH — An extension of an instru-
sional position and additional data as appropriate. ment approach procedure which provides for visual
AUTOMATIC DEPENDENT SURVEILLANCE — circling of the aerodrome prior to landing.
BROADCAST (ADS-B) — A means by which air- CLEARANCE LIMIT — The point to which an aircraft
craft, aerodrome vehicles and other objects can is granted an air traffic control clearance.
automatically transmit and/or receive data such as
CODE (SSR CODE) — The number assigned to a
identification, position and additional data, as appro-
particular multiple pulse reply signal transmitted by a
priate, in a broadcast mode via a data link.
transponder in Mode A or Mode C.
AUTOMATIC DEPENDENT SURVEILLANCE —
COMPUTER — A device which performs sequences
CONTRACT (ADS-C) — A means by which the
of arithmetical and logical steps upon data without
terms of an ADS-C agreement will be exchanged
human intervention.
between the ground system and the aircraft, via a
data link, specifying under what conditions ADS-C NOTE: When the word “computer” is used in this
reports would be initiated, and what data would be document it may denote a computer complex, which
contained in the reports. includes one or more computers and peripheral
equipment.
NOTE: The abbreviated term “ADS” contract is com-
monly used to refer to ADS event contract, ADS CONTROL AREA — A controlled airspace extending
demand contract or an emergency mode. upwards from a specified limit above the earth.
AUTOMATIC TERMINAL INFORMATION SERVICE CONTROLLED AERODROME — An aerodrome at
(ATIS) — The automatic provision of current, routine which air traffic control service is provided to aero-
information to arriving and departing aircraft through- drome traffic.
out 24 hours or a specified portion thereof: NOTE: The term “controlled aerodrome” indicates
– Data link-automatic terminal information service that air traffic control service is provided to aero-
(D-ATIS). The provision of ATIS via data link. drome traffic but does not necessarily imply that a
control zone exists.
– Voice-automatic terminal information service
(Voice-ATIS). The provision of ATIS by means of CONTROLLED AIRSPACE — An airspace of
continuous and repetitive voice broadcasts. defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights
BALKED LANDING — A landing manoeuvre that
in accordance with the airspace classification.
is unexpectedly discontinued at any point below the
OCA/H. NOTE: Controlled airspace is a generic term which
covers ATS airspace Classes “A,” “B,” “C,” “D” and “E.”
BASE TURN — A turn executed by the aircraft during
the initial approach between the end of the outbound CONTROLLED FLIGHT — Any flight which is subject
track and the beginning of the intermediate or final to an air traffic control clearance.
approach track. The tracks are not reciprocal. CONTROLLER-PILOT DATA LINK COMMUNICA-
NOTE: Base turns may be designated as being made TIONS (CPDLC) — A means of communication
either in level flight or while descending, according to between controller and pilot, using data link for ATC
the circumstances of each individual procedure. communications.
BLIND TRANSMISSION — A transmission from one CONTROL ZONE — A controlled airspace extending
station to another station in circumstances where upwards from the surface of the earth to a specified
two-way communication cannot be established but upper limit.
where it is believed that the called station is able to CRUISE CLIMB — An aeroplane cruising technique
receive the transmission. resulting in a net increase in altitude as the aeroplane
BROADCAST — A transmission of information relat- mass decreases.
ing to air navigation that is not addressed to a specific CRUISING LEVEL — A level maintained during a sig-
station or stations. nificant portion of a flight.
CEILING — The height above the ground or water CURRENT FLIGHT PLAN (CPL) — The flight plan,
of the base of the lowest layer of cloud below 6,000 including changes, if any, brought about by subse-
metres (20,000 feet) covering more than half the sky. quent clearances.
CHANGE-OVER POINT — The point at which an air- DANGER AREA — An airspace of defined dimen-
craft navigating on an ATS route segment defined sions within which activities dangerous to the flight of
by reference to very high frequency omnidirectional aircraft may exist at specified times.
DATA CONVENTION — An agreed set of rules gov- ESTIMATED TIME OF ARRIVAL — For IFR flights,
erning the manner or sequence in which a set of data the time at which it is estimated that the aircraft will
may be combined into a meaningful communication. arrive over that designated point, defined by refer-
DATA LINK COMMUNICATIONS — A form of com- ence to navigation aids, from which it is intended
munication intended for the exchange of messages that an instrument approach procedure will be com-
via a data link. menced, or if no navigation aid is associated with the
aerodrome, the time at which the aircraft will arrive
DATA LINK INITIATION CAPABILITY (DLIC) —
over the aerodrome. For VFR flights, the time at which
A data link application that provides the ability to
it is estimated that the aircraft will arrive over the aero-
exchange addresses, names and version numbers
drome.
necessary to initiate data link applications.
EXPECTED APPROACH TIME — The time at which
DEAD RECKONING (DR) NAVIGATION — The esti-
ATC expects that an arriving aircraft, following a delay,
mating or determining of position by advancing an
will leave the holding point to complete its approach
earlier known position by the application of direction,
for a landing.
time and speed data.
NOTE: The actual time of leaving the holding point
DECISION ALTITUDE (DA) OR DECISION HEIGHT
will depend upon the approach clearance.
(DH) — A specified altitude, or height, in the precision
approach at which a missed approach must be initi- FILED FLIGHT PLAN (FPL) — The flight plan as
ated if the required visual reference to continue the filed with an ATS unit by the pilot or a designated
approach has not been established. representative, without any subsequent changes.
NOTE 1: Decision altitude (DA) is referenced to mean FINAL APPROACH — That part of an instrument
sea level and decision height (DH) is referenced to the approach procedure which commences at the speci-
threshold elevation. fied final approach fix or point, or, where such a fix or
point is not specified:
NOTE 2: The required visual reference means that
section of the visual aids or of the approach area a. at the end of the last procedure turn, base turn
which should have been in view for sufficient time for or inbound turn of a racetrack procedure, if spec-
the pilot to have made an assessment of the aircraft ified; or
position and rate of change of position, in relation to b. at the point of interception of the last track spec-
the desired flight path. In Category III operations with ified in the approach procedure; and ends at a
a decision height the required visual reference is that point in the vicinity of an aerodrome from which:
specified for the particular procedure and operation. 1. landing can be made; or
NOTE 3: For convenience where both expressions 2. a missed approach procedure is initiated.
are used they may be written in the form “decision
FINAL APPROACH AND TAKE-OFF AREA
altitude/height” and abbreviated “DA/H.”
(FATO) — A defined area over which the final phase
DEPENDENT PARALLEL APPROACHES — Simul- of the approach manoeuvre to hover or landing is
taneous approaches to parallel or near-parallel completed and from which the take-off manoeuvre
instrument runways where radar separation minima is commenced. Where the FATO is to be used by
between aircraft on adjacent extended runway centre performance Class 1 helicopters, the defined area
lines are prescribed. includes the rejected take-off area available.
DETRESFA — The code word used to designate a FINAL APPROACH SEGMENT (FAS) — That seg-
distress phase. ment of an instrument approach procedure in which
DISCRETE CODE — A four-digit SSR Code with the alignment and descent for landing are accomplished.
last two digits not being “00.” FLIGHT CREW MEMBER — A licensed crew mem-
DISTRESS PHASE — A situation wherein there is ber charged with duties essential to the operation of
a reasonable certainty that an aircraft and its occu- an aircraft during flight time.
pants are threatened by grave and imminent danger FLIGHT INFORMATION CENTRE — A unit estab-
or require immediate assistance. lished to provide flight information service and alert-
DME DISTANCE — The line of sight distance (slant ing service.
range) from the source of a DME signal to the receiv- FLIGHT INFORMATION REGION (FIR) — An
ing antenna. airspace of defined dimensions within which flight
ELEVATION — The vertical distance of a point or a information service and alerting service are provided.
level, on or affixed to the surface of the earth, mea- FLIGHT INFORMATION SERVICE — A service pro-
sured from mean sea level. vided for the purpose of giving advice and information
EMERGENCY PHASE — A generic term meaning, useful for the safe and efficient conduct of flights.
as the case may be, uncertainty phase, alert phase FLIGHT LEVEL (FL) — A surface of constant atmo-
or distress phase. spheric pressure which is related to a specific pres-
ESTIMATED ELAPSED TIME — The estimated sure datum, 1013.2 hectopascals (hPa), and is sep-
time required to proceed from one significant point arated from other such surfaces by specific pressure
to another. intervals.
ESTIMATED OFF-BLOCK TIME — The estimated NOTE 1: A pressure type altimeter calibrated in
time at which the aircraft will commence movement accordance with the Standard Atmosphere:
associated with departure.
a. when set to a QNH altimeter setting, will indicate HOT SPOT — A location on an aerodrome move-
altitude; ment area with a history or potential risk of collision
b. when set to a QFE altimeter setting, will indicate or runway incursion, and where heightened attention
height above the QFE reference datum; by pilots/drivers is necessary.
c. when set to a pressure of 1013.2 hectopascals HUMAN FACTORS PRINCIPLES — Principles
(hPa), may be used to indicate flight levels. which apply to aeronautical design, certification,
training, operations and maintenance and which
NOTE 2: The terms “height” and “altitude,” used in
seek safe interface between the human and other
NOTE 1 above, indicate altimetric rather than geo-
system components by proper consideration to
metric heights and altitudes.
human performance.
FLIGHT PATH MONITORING — The use of ATS
HUMAN PERFORMANCE — Human capabilities
surveillance systems for the purpose of providing
and limitations which have an impact on the safety
aircraft with information and advice relative to signif-
and efficiency of aeronautical operations.
icant deviations from nominal flight path, including
deviations from the terms of their air traffic control IFR — The symbol used to designate the instrument
clearances. flight rules.
NOTE: Some applications may require a specific IFR FLIGHT — A flight conducted in accordance with
technology, e.g. radar, to support the function of flight the instrument flight rules.
path monitoring. IMC — The symbol used to designate instrument
FLIGHT PLAN — Specified information provided to meteorological conditions.
air traffic services units, relative to an intended flight INCERFA — The code word used to designate an
or portion of a flight of an aircraft. uncertainty phase.
NOTE: Specifications for flight plans are contained in INDEPENDENT PARALLEL APPROACHES —
ICAO Rules of the Air, Annex 2. A Model Flight Form Simultaneous approaches to parallel or near-parallel
is contained in ICAO Rules of the Air and Air Traffic instrument runways where radar separation minima
Services, PANS-RAC (Doc 4444), Appendix 2. between aircraft on adjacent extended runway centre
FLIGHT VISIBILITY — The visibility forward from the lines are not prescribed.
cockpit of an aircraft in flight. INDEPENDENT PARALLEL DEPARTURES —
FLOW CONTROL — Measures designed to adjust Simultaneous departures from parallel or near-par-
the flow of traffic into a given airspace, along a given allel instrument runways.
route, or bound for a given aerodrome, so as to INITIAL APPROACH FIX (IAF) — A fix that marks the
ensure the most effective utilization of the airspace. beginning of the initial segment and the end of the
FORECAST — A statement of expected meteorolog- arrival segment, if applicable. In RNAV applications
ical conditions for a specified time or period, and for this fix is normally defined by a fly-by waypoint.
a specified area or portion of airspace. INITIAL APPROACH SEGMENT — That segment of
GLIDE PATH — A descent profile determined for ver- an instrument approach procedure between the initial
tical guidance during a final approach. approach fix and the intermediate approach fix or,
where applicable, the final approach fix or point.
GROUND EFFECT — A condition of improved per-
formance (lift) due to the interference of the surface INSTRUMENT APPROACH PROCEDURE (IAP) —
with the airflow pattern of the rotor system when a A series of predetermined manoeuvres by reference
helicopter or other VTOL aircraft is operating near the to flight instruments with specified protection from
ground. obstacles from the initial approach fix, or where appli-
cable, from the beginning of a defined arrival route to
NOTE: Rotor efficiency is increased by ground effect
a point from which a landing can be completed and
to a height of about one rotor diameter for most heli-
thereafter, if a landing is not completed, to a position
copters.
at which holding or en-route obstacle clearance crite-
GROUND VISIBILITY — The visibility at an aero- ria apply. Instrument approach procedures are clas-
drome, as reported by an accredited observer. sified as follows:
HEADING — The direction in which the longitudi- – Non-precision approach (NPA) procedure. An
nal axis of an aircraft is pointed, usually expressed instrument approach procedure which utilizes
in degrees from North (true, magnetic, compass or lateral guidance but does not utilize vertical guid-
grid). ance.
HEIGHT — The vertical distance of a level, a point – Approach procedure with vertical guidance (APV).
or an object considered as a point, measured from a An instrument procedure which utilizes lateral and
specified datum. vertical guidance but does not meet the require-
HOLDING FIX, HOLDING POINT — A specified ments established for precision approach and
location, identified by visual or other means, in the landing operations.
vicinity of which the position of an aircraft in flight – Precision approach (PA) procedure. An instru-
is maintained in accordance with air traffic control ment approach procedure using precision lateral
clearances. and vertical guidance with minima as determined
HOLDING PROCEDURE — A predetermined by the category of operation.
manoeuvre which keeps an aircraft within a specified NOTE: Lateral and vertical guidance refers to the
airspace while awaiting further clearance. guidance provided either by:
a. a ground-based navigation aid; or NOTE 2: The required visual reference means that
b. computer-generated navigation data. section of the visual aids or of the approach area
which should have been in view for sufficient time
INSTRUMENT METEOROLOGICAL CONDI-
for the pilot to have made an assessment of the air-
TIONS — Meteorological conditions expressed
craft position and rate of change of position, in rela-
in terms of visibility, distance from cloud, and ceiling,
tion to the desired flight path. In the case of a circling
less than the minima specified for visual meteorolog-
approach the required visual reference is the runway
ical conditions.
environment.
NOTE 1: The specified minima for visual meteorolog-
NOTE 3: For convenience when both expressions
ical conditions are contained in ICAO Rules of the Air,
are used they may be written in the form “minimum
Annex 2, Chapter 4.
descent altitude/height” abbreviated “MDA/H.”
NOTE 2: In a control zone, a VFR flight may proceed
MINIMUM ENROUTE ALTITUDE (MEA) — The alti-
under instrument meteorological conditions if and as
tude for an enroute segment that provides adequate
authorized by air traffic control.
reception of relevant navigation facilities and ATS
INTERMEDIATE APPROACH SEGMENT — That communications, complies with the airspace struc-
segment of an instrument approach procedure ture and provides the required obstacle clearance.
between either the intermediate approach fix and the
MINIMUM FUEL — The term used to describe a sit-
final approach fix or point, or between the end of a
uation in which an aircraft’s fuel supply has reached
reversal, racetrack or dead reckoning track procedure
a state where little or no delay can be accepted.
and the final approach fix or point, as appropriate.
NOTE: This is not an emergency situation but merely
INTERMEDIATE FIX (IF) — A fix that marks the end
indicates that an emergency situation is possible,
of an initial segment and the beginning of the inter-
should any undue delay occur.
mediate segment. In RNAV applications this fix is nor-
mally defined by a fly-by waypoint. MINIMUM OBSTACLE CLEARANCE ALTITUDE
(MOCA) — The minimum altitude for a defined seg-
LANDING AREA — That part of a movement area
ment that provides the required obstacle clearance.
intended for the landing or take-off of aircraft.
MINIMUM SECTOR ALTITUDE — The lowest alti-
LEVEL — A generic term relating to the vertical
tude which may be used which will provide a mini-
position of an aircraft in flight and meaning variously,
mum clearance of 300m (1,000 ft) above all objects
height, altitude or flight level.
located in an area contained within a sector of a cir-
LOCATION INDICATOR — A four-letter code group cle of 46 km (25 NM) radius centred on a radio aid to
formulated in accordance with rules prescribed by navigation.
ICAO and assigned to the location of an aeronauti-
MINIMUM STABILIZATION DISTANCE (MSD) —
cal fixed station.
The minimum distance to complete a turn manoeuvre
LOCALIZER PERFORMANCE WITH VERTICAL and after which a new manoeuvre can be initiated.
GUIDANCE (LPV) — The label to denote minima The minimum stabilization distance is used to com-
lines associated with APV-I or APV-II performance pute the minimum distance between waypoints.
on approach charts.
MISSED APPROACH HOLDING FIX (MAHF) — A
MANOEUVRING AREA — That part of an aero- fix used in RNAV applications that marks the end of
drome to be used for the take-off, landing and taxiing the missed approach segment and the centre point
of aircraft, excluding aprons. for the missed approach holding.
METEOROLOGICAL INFORMATION — Meteo- MISSED APPROACH POINT (MAP) — That point in
rological report, analysis, forecast, and any other an instrument approach procedure at or before which
statement relating to existing or expected meteoro- the prescribed missed approach procedure must be
logical conditions. initiated in order to ensure that the minimum obstacle
METEOROLOGICAL OFFICE — An office desig- clearance is not infringed.
nated to provide meteorological service for interna- MISSED APPROACH PROCEDURE — The proce-
tional air navigation. dure to be followed if the approach cannot be contin-
METEOROLOGICAL REPORT — A statement of ued.
observed meteorological conditions related to a MODE (SSR) — The conventional identifier related
specified time and location. to specific functions of the interrogation signals trans-
MINIMUM DESCENT ALTITUDE (MDA) OR MINI- mitted by an SSR interrogator. There are four modes
MUM DESCENT HEIGHT (MDH) — A specified alti- specified in ICAO Annex 10 (not published herein): A,
tude or height in a non-precision approach or circling C, S and intermode.
approach below which descent must not be made MOVEMENT AREA — That part of an aerodrome to
without the required visual reference. be used for the take-off, landing and taxiing of aircraft,
NOTE 1: Minimum descent altitude (MDA) is refer- consisting of the manoeuvring area and the apron(s).
enced to mean sea level and minimum descent height NEAR-PARALLEL RUNWAYS — Non-intersecting
(MDH) is referenced to the aerodrome elevation or to runways whose extended centre lines have an angle
the threshold elevation if that is more than 2m (7 ft) of convergence / divergence of 15 degrees or less.
below the aerodrome elevation. A minimum descent
NORMAL OPERATING ZONE (NOZ) — Airspace
height for a circling approach is referenced to the
of defined dimensions extending to either side of
aerodrome elevation.
an ILS localizer course and/or MLS final approach
track. Only the inner half of the normal operating PRECISION APPROACH RADAR (PAR) — Primary
zone is taken into account in independent parallel radar equipment used to determine the position of
approaches. an aircraft during final approach, in terms of lateral
NOTAM (ICAO) — A notice distributed by means of and vertical deviations relative to a nominal approach
telecommunication containing information concern- path, and in range relative to touchdown.
ing the establishment, condition or change in any NOTE: Precision approach radars are designated
aeronautical facility, service, procedure or hazard, the to enable pilots of aircraft to be given guidance by
timely knowledge of which is essential to personnel radio communication during the final stages of the
concerned with flight operations. approach to land.
NO-TRANSGRESSION ZONE (NTZ) — In the con- PRESSURE-ALTITUDE — An atmospheric pressure
text of independent parallel approaches, a corridor expressed in terms of altitude which corresponds to
of airspace of defined dimensions located centrally that pressure in the Standard Atmosphere.
between the two extended runway centre lines, where PRIMARY AREA — A defined area symmetrically
a penetration by an aircraft requires a controller inter- disposed about the nominal flight track in which
vention to manoeuvre any threatened aircraft on the full obstacle clearance is provided. (See also SEC-
adjacent approach. ONDARY AREA.)
OBSTACLE ASSESSMENT SURFACE (OAS) — A PRIMARY RADAR — A radar system which uses
defined surface intended for the purpose of determin- reflected radio signals.
ing those obstacles to be considered in the calcula-
PRIMARY SURVEILLANCE RADAR (PSR) — A
tion of obstacle clearance altitude/height for a specific
surveillance radar system which uses reflected radio
ILS facility and procedure.
signals.
OBSTACLE CLEARANCE ALTITUDE (OCA) OR
PROBLEMATIC USE OF SUBSTANCES — The use
OBSTACLE CLEARANCE HEIGHT (OCH) — The
of one or more psychoactive substances by aviation
lowest altitude or the lowest height above the ele-
personnel in a way that:
vation of the relevant runway threshold or the aero-
drome elevation as applicable, used in establishing a. constitutes a direct hazard to the user or endan-
compliance with appropriate obstacle clearance cri- gers the lives, health or welfare of others; and/or
teria. b. causes or worsens an occupational, social,
NOTE 1: Obstacle clearance altitude is referenced to mental or physical problem or disorder.
mean sea level and obstacle clearance height is ref- PROCEDURE ALTITUDE/HEIGHT — A specified
erenced to the threshold elevation or in the case of altitude/height flown operationally at or above the
non-precision approaches to the aerodrome elevation minimum altitude/height and established to accom-
or the threshold elevation if that is more than 2m (7 modate a stabilized descent at a prescribed descent
ft) below the aerodrome elevation. An obstacle clear- gradient/angle in the intermediate/final approach
ance height for a circling approach is referenced to segment.
the aerodrome elevation. PROCEDURE TURN — A manoeuvre in which a turn
NOTE 2: For convenience when both expressions are is made away from a designated track followed by
used they may be written in the form “obstacle clear- a turn in the opposite direction to permit the aircraft
ance altitude/height” and abbreviated “OCA/H.” to intercept and proceed along the reciprocal of the
OPERATIONAL CONTROL — The exercise of designated track.
authority over the initiation, continuation, diversion NOTE 1: Procedure turns are designated “left” or
or termination of a flight in the interest of the safety “right” according to the direction of the initial turn.
of the aircraft and the regularity and efficiency of the NOTE 2: Procedure turns may be designated as
flight. being made either in level flight or while descending,
OPERATOR — A person, organization or enterprise according to the circumstances of each individual
engaged in or offering to engage in an aircraft oper- procedure.
ation. PROFILE — The orthogonal projection of a flight path
PILOT-IN-COMMAND — The pilot responsible for or portion thereof on the vertical surface containing
the operation and safety of the aircraft during flight the nominal track.
time. PROHIBITED AREA — An airspace of defined
POINT-IN-SPACE APPROACH (PinS) — The dimensions, above the land areas or territorial waters
point-in-space approach is based on a basic GNSS of a State, within which the flight of aircraft is prohib-
non-precision approach procedure designed for ited.
helicopters only. It is aligned with a reference point PSYCHOACTIVE SUBSTANCES — Alcohol,
located to permit subsequent flight manoeuvring or opioids, cannabinoids, sedatives and hypnotics,
approach and landing using visual manoeuvring in cocaine, other psychostimulants, hallucinogens, and
adequate visual conditions to see and avoid obsta- volatile solvents, whereas coffee and tobacco are
cles. excluded.
POINT-IN-SPACE REFERENCE POINT (PRP) — RACETRACK PROCEDURE — A procedure
Reference point for the point-in-space approach as designed to enable the aircraft to reduce altitude
identified by the latitude and longitude of the MAPt. during the initial approach segment and/or establish
the aircraft inbound when the entry into a reversal
procedure is not practical.
RADAR — A radio detection device which provides NOTE: In radiotelephony phraseologies, the expres-
information on range, azimuth and/or elevation of sion “holding point” is used to designate the runway-
objects. holding position.
RADAR APPROACH — An approach, executed by RUNWAY INCURSION — Any occurrence at an aero-
an aircraft, under the direction of a radar controller. drome involving the incorrect presence of an aircraft,
RADAR CONTACT — The situation which exists vehicle or person on the protected area of a surface
when the radar position of a particular aircraft is seen designated for the landing and take-off of aircraft.
and identified on a radar display. RUNWAY STRIP — A defined area including the run-
RADAR SEPARATION — The separation used way and stopway, if provided, intended:
when aircraft position information is derived from a. to reduce the risk of damage to aircraft running
radar sources. off a runway; and
RADIOTELEPHONY — A form of radio communica- b. to protect aircraft flying over it during take-off or
tion primarily intended for the exchange of information landing operations.
in the form of speech. RUNWAY VISUAL RANGE (RVR) — The range over
REPETITIVE FLIGHT PLAN (RPL) — A flight plan which the pilot of an aircraft on the centre line of a
related to a series of frequently recurring, regularly runway can see the runway surface markings or the
operated individual flights with identical basic fea- lights delineating the runway or identifying its centre
tures, submitted by an operator for retention and line.
repetitive use by ATS units. SAFETY-SENSITIVE PERSONNEL — Persons who
REPORTING POINT — A specified geographical might endanger aviation safety if they perform their
location in relation to which the position of an aircraft duties and functions improperly including, but not lim-
can be reported. ited to, crew members, aircraft maintenance person-
REQUIRED NAVIGATION PERFORMANCE nel and air traffic controllers.
(RNP) — A statement of the navigation perfor- SECONDARY AREA — A defined area on each side
mance accuracy necessary for operation within a of the primary area located along the nominal flight
defined airspace. track in which decreasing obstacle clearance is pro-
RESCUE COORDINATION CENTRE — A unit vided. (See also PRIMARY AREA)
responsible for promoting efficient organization of SECONDARY RADAR — A radar system wherein a
search and rescue service and for coordinating the radio signal transmitted from a radar station initiates
conduct of search and rescue operations within a the transmission of a radio signal from another sta-
search and rescue region. tion.
RESCUE UNIT — A unit composed of trained per- SECONDARY SURVEILLANCE RADAR (SSR) — A
sonnel and provided with equipment suitable for the surveillance radar system which uses transmitters /
expeditious conduct of search and rescue. receivers (interrogators) and transponders.
RESTRICTED AREA — An airspace of defined SEGREGATED PARALLEL OPERATIONS —
dimensions, above the land areas or territorial Simultaneous operations on parallel or near-parallel
waters of a State, within which the flight of aircraft instrument runways in which one runway is used
is restricted in accordance with certain specified exclusively for approaches and the other runway is
conditions. used exclusively for departures.
REVERSAL PROCEDURE — A procedure designed SHORELINE — A line following the general contour
to enable aircraft to reverse direction during the initial of the shore, except that in cases of inlets or bays less
approach segment of an instrument approach proce- than 30 NM in width, the line shall pass directly across
dure. The sequence may include procedure turns or the inlet or bay to intersect the general contour on the
base turns. opposite side.
RNP TYPE — A containment value expressed as a SIGMET INFORMATION — Information issued by
distance in nautical miles from the intended position a meteorological watch office concerning the occur-
within which flights would be for at least 95 per cent rence or expected occurrence of specified en route
of the total flying time. weather phenomena which may affect the safety of
EXAMPLE: RNP 4 represents a navigation accuracy aircraft operations.
of plus or minus 7.4 km (4 NM) on a 95 percent con- SIGNAL AREA — An area on an aerodrome used for
tainment basis. the display of ground signals.
RUNWAY — A defined rectangular area on a land SIGNIFICANT POINT — A specified geographical
aerodrome prepared for the landing and take-off of location used in defining an ATS route or the flight
aircraft. path of an aircraft and for other navigation and ATS
RUNWAY-HOLDING POSITION — A designated purposes.
position intended to protect a runway, an obstacle NOTE: There are three categories of significant
limitation surface, or an ILS/MLS critical/sensitive points: ground-based navigation aid, intersection
area at which taxiing aircraft and vehicles shall stop and waypoint. In the context of this definition, inter-
and hold, unless otherwise authorized by the aero- section is a significant point expressed as radials,
drome control tower. bearings and/or distances from ground-based navi-
gation aids.
SLUSH — Water-saturated snow which with a heel- Rapid Exit Taxiway — A taxiway connected to a run-
and-toe slap-down motion against the ground will be way at an acute angle and designed to allow land-
displaced with a splatter; specific gravity: 0.5 up to ing aeroplanes to turn off at higher speeds than are
0.8. achieved on other exit taxi-ways and thereby minimiz-
NOTE: Combinations of ice, snow and/or standing ing runway occupancy times.
water may, especially when rain, rain and snow, or TERMINAL CONTROL AREA (TMA) — A control
snow is falling, produce substances with specific area normally established at the confluence of ATS
gravities in excess of 0.8. These substances, due to routes in the vicinity of one or more major aero-
their high water/ice content, will have a transparent dromes.
rather than a cloudy appearance and, at the higher THRESHOLD (THR) — The beginning of that portion
specific gravities, will be readily distinguishable from of the runway usable for landing.
slush.
TOTAL ESTIMATED ELAPSED TIME — For IFR
SNOW (on the ground) — flights, the estimated time required from take-off to
a. Dry snow. Snow which can be blown if loose or, if arrive over that designated point, defined by refer-
compacted by hand, will fall apart upon release; ence to navigation aids, from which it is intended
specific gravity: up to but not including 0.35. that an instrument approach procedure will be com-
b. Wet snow. Snow which, if compacted by hand, menced, or, if no navigation aid is associated with
will stick together and tend to or form a snowball; the destination aerodrome, to arrive over the destina-
specific gravity: 0.35 up to but not including 0.5. tion aerodrome. For VFR flights, the estimated time
required from take-off to arrive over the destination
c. Compacted snow. Snow which has been com-
aerodrome.
pressed into a solid mass that resists further
compression and will hold together or break up TOUCHDOWN — The point where the nominal glide
into lumps if picked up; specific gravity: 0.5 and path intercepts the runway.
over. NOTE: “Touchdown” as defined above is only a datum
SPECIAL VFR FLIGHT — A VFR flight cleared by and is not necessarily the actual point at which the
air traffic control to operate within a control zone in aircraft will touch the runway.
meteorological conditions below VMC. TRACK — The projection on the earth’s surface of
STANDARD INSTRUMENTATION ARRIVAL the path of an aircraft, the direction of which path at
(STAR) — A designated instrument flight rule (IFR) any point is usually expressed in degrees from North
arrival route linking a significant point, normally on (true, magnetic or grid).
an ATS route, with a point from which a published TRAFFIC AVOIDANCE ADVICE — Advice provided
instrument approach procedure can be commenced. by an air traffic services unit specifying manoeuvres
STANDARD INSTRUMENT DEPARTURE (SID) — to assist a pilot to avoid a collision.
A designated instrument flight rule (IFR) departure TRAFFIC INFORMATION — Information issued by
route linking the aerodrome or a specified runway of an air traffic services unit to alert a pilot to other
the aerodrome with a specified significant point, nor- known or observed air traffic which may be in prox-
mally on a designated ATS route, at which the enroute imity to the position or intended route of flight and to
phase of a flight commences. help the pilot avoid a collision.
STOPWAY — A defined rectangular area on the TRANSITION ALTITUDE — The altitude at or below
ground at the end of take-off run available prepared which the vertical position of an aircraft is controlled
as a suitable area in which an aircraft can be stopped by reference to altitudes.
in the case of an abandoned take-off. TRANSITION LAYER — The airspace between the
SURVEILLANCE RADAR — Radar equipment used transition altitude and the transition level.
to determine the position of an aircraft in range and TRANSITION LEVEL — The lowest flight level avail-
azimuth. able for use above the transition altitude.
TAXIING — Movement of an aircraft on the surface of UNCERTAINTY PHASE — A situation wherein
an aerodrome under its own power, excluding take-off uncertainty exists as to the safety of an aircraft and
and landing. its occupants.
TAXIWAY — A defined path on a land aerodrome UNMANNED FREE BALLOON — A non-power-
established for the taxiing of aircraft and intended to driven, unmanned, lighter-than-air aircraft in free
provide a link between one part of the aerodrome and flight.
another, including:
NOTE: Unmanned free balloons are classified as
Aircraft Stand Taxilane — A portion of an apron des- heavy, medium or light in accordance with specifica-
ignated as a taxiway and intended to provide access tions contained in ICAO Rules of the Air, Annex 2,
to aircraft stands only. Appendix 4.
Apron Taxiway — A portion of a taxiway system VECTORING — Provision of navigational guidance
located on an apron and intended to provide a to aircraft in the form of specific headings, based on
through taxi route across the apron. the use of an ATS surveillance system.
VERTICAL PATH ANGLE (VPA) — Angle of the pub-
lished final approach descent in baro-VNAV proce-
dures.
1 GENERAL
1.1 This section describes operational proce-
dures and outlines the parameters on which the
criteria of ICAO Document 8168, Volume II – Con-
struction of Visual and Instrument Flight Procedures,
are based, so as to illustrate the need for pilots to
adhere 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 I.
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 Second
Editions. These procedures may have applied differ-
ent procedure criteria.
1.2.1.2 Procedures developed in accordance
with the ICAO Procedures are indicated with a margin
notation “PANS-OPS”, “PANS-OPS 3”, “PANS-OPS
4” or “PANS-OPS 5”.
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 Document
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 accelera-
tion segment criteria have been deleted, as formerly
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.
PANS-OPS 5 — further describes APV and VNAV
operations, ACAS procedures and CDFA including
vertical path control methods.
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 con-
verted to the PANS-OPS standard. The airspace pro-
tected for the IAP is smaller, and normally the speed
is restricted to a maximum 150 KTAS with an omnidi-
rectional 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
individual States is explained under the subtitle “Flight
Procedures”
q$z
1245248582000
See Table I-2-2-1 for system use accuracies and 2.5.3 The area splays from the facility at the fol-
Table I-2-2-2 for the tolerances on which these val- lowing angle:
ues are based. a. 7.8° for VOR; and
2.4 FIX TOLERANCE FOR OTHER b. 10.3° for NDB.
TYPES OF NAVIGATION SYSTEMS
Table I-2-2-1. System use accuracy (2 SD) of
2.4.1 Surveillance radar facility providing track guidance and facility
Radar fix tolerances are based on radar mapping not providing track guidance
accuracies, azimuth resolution, flight technical toler- VOR1 ILS NDB
ance, controller technical tolerances, and the speed System use accuracy of
of aircraft in the terminal area. The fix tolerances are ±5.2° ±2.4° ±6.9°
facility providing track
listed below:
System use accuracy
a. terminal area surveillance radar (TAR) within 37 ±4.5° ±1.4° ±6.2°
of facility NOT providing
km (20 NM): fix tolerance is ±1.5 km (0.8 NM);
track
and
b. en-route surveillance radar (RSR) within 74 km NOTE:
(40 NM): fix tolerance is ±3.1 km (1.7 NM).
1. The VOR values of ± 5.2° and ± 4.5° may be mod-
2.4.2 Distance measuring equipment (DME) ified according to the value of a) in Table I-2-2-2,
Fix tolerance is ±0.46 km (0.25 NM) + 1.25 per cent resulting from flight tests.
of distance to the antenna.
Table I-2-2-2. Tolerances on which system
2.4.3 75 MHz marker beacon use accuracies are based
Use Figure I-2-2-2 to determine the fix tolerance for The values in Table
instrument landing system (ILS) and “z” markers for I-2-2-1 are the result of a
use with instrument approach procedures. combination, on a root VOR ILS NDB
2.4.4 Fix tolerance overheading a station sum square basis, of the
following tolerances
2.4.4.1 Very high frequency
a) ground system tolerance ±3.6° ±1°1 ±3°
omnidirectional radio range (VOR)
b) airborne receiving
Fix tolerance overheading a VOR is based upon a ±2.7° ±1° ±5.4°
system tolerance
circular cone of ambiguity generated by a straight line
passing through the facility and making an angle of c) flight technical
±2.5° ±2° ±3°
50° from the vertical, or a lesser angle as determined tolerance2
by flight test. Entry into the cone is assumed to be
achieved within such an accuracy from the prescribed NOTE:
track as to keep the lateral deviation abeam the VOR: 1. Includes beam bends.
– d = 0.2 h (d and h in km); or 2. Flight technical tolerance is only applied to naviga-
– d = 0.033 h (d in NM, h in thousands of feet). tion aids providing track. It is not applied to fix inter-
For a cone angle of 50°, the accuracy of entry is ±5°. secting navigation aids.
Tracking through the cone is assumed to be within an
accuracy of ±5°. Station passage is assumed to be Figure I-2-2-1. Fix tolerance area
within the limits of the cone of ambiguity. See Figure
I-2-2-3 for an illustration of fix tolerance area.
2.4.4.2 Non-directional beacon (NDB)
Fix tolerance overheading an NDB is based upon an
inverted cone of ambiguity extending at an angle of
40° either side of the facility. Entry into the cone is
assumed to be achieved within an accuracy of ±15°
from the prescribed track. Tracking through the cone
is assumed to be within an accuracy of ±5°.
2.5 AREA SPLAY 1245327915000
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1245321914000
NOTE : This figure is based on the use of modern aircraft antenna systems with a receiver sensitivity setting
of 1000 µV up to 1800 m (5905 ft) above the facility.
1245326312000
3.3.2 Turn area using wind spiral 3.3.2.2 The outer boundary of the turn area is
3.3.2.1 In the wind spiral method, the area is constructed using a spiral derived from the radius of
based on a radius of turn calculated for a specific turn. The spiral results from applying wind effect to
value of true airspeed (TAS) and bank angle. the ideal flight path. See Figure I-2-3-3.
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1.5 PROCEDURE DESIGN GRADIENT 1.5.5.2 The final PDG continues until obsta-
(PDG) cle clearance is ensured for the next phase of flight
1.5.1 The procedure design gradient (PDG) is (i.e. en-route, holding or approach). At this point, the
intended as an aid to the procedures designer, who departure procedure ends and is marked by a signif-
adjusts the route with the intention of minimizing the icant point.
PDG consistent with other constraints. 1.6 FIXES AS AN AID IN OBSTACLE
1.5.2 Unless otherwise published, a PDG of 3.3 AVOIDANCE
per cent is assumed. Whenever a suitably located DME exists, additional
1.5.3 The PDG is not intended as an operational specific height/distance information intended for
limitation for those operators who assess departure obstacle avoidance may be published. RNAV way-
obstacles in relation to aircraft performance, taking point or other suitable fixes may be used to provide a
into account the availability of appropriate ground/air- means of monitoring climb performance.
borne equipment. 1.7 RADAR VECTORS
1.5.4 Basis of the PDG Pilots should not accept radar vectors during depar-
The PDG is based on: ture unless:
a. an obstacle identification surface (OIS) having a a. they are above the minimum altitude(s)/height(s)
2.5 per cent gradient or a gradient determined required to maintain obstacle clearance in the
by the most critical obstacle penetrating the sur- event of engine failure. This relates to engine
face, whichever is the higher (see Figure I-3-1- failure between V1 and minimum sector altitude
2); and or the end of the contingency procedure as
appropriate; or
b. an additional margin of 0.8 per cent.
b. the departure route is non-critical with respect to
1.5.5 Gradient specification obstacle clearance.
1.5.5.1 Published gradients are specified to
an altitude/height after which the minimum gradient
of 3.3 per cent is considered to prevail.
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Because of obstacle B, the gradient cannot be reduced to 3.3% (2.5% + 0.8%) (CAT H, 5%) just after passing
obstacle A. The altitude/height or fix at which a gradient in excess of 3.3% (CAT H, 5%) is no longer required
is promulgated in the procedure.
Obstacles A and B will be promulgated. Mountain promulgated on Aerodrome Obstacle Chart Type C.
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3 OMNIDIRECTIONAL DEPARTURES 3.2.2 Since the point of lift-off will vary, the
departure procedure assumes that a turn at 120 m
3.1 GENERAL (394 ft) above the elevation of the aerodrome is not
3.1.1 In cases where no track guidance is pro- initiated sooner than 600 m from the beginning of the
vided, departure procedures are designed using the runway.
omnidirectional method.
3.2.3 Procedures are normally designed/opti-
3.1.2 Where obstacles do not permit develop- mized for turns at a point 600 m from the beginning
ment of omnidirectional procedures, it is necessary of the runway. However, in some cases turns may
to: not be initiated before the DER (or a specified point),
a. fly a standard instrument departure (SID) route; and this information will be noted on the departure
or chart.
b. ensure that ceiling and visibility will permit 3.3 PROCEDURE DESIGN GRADIENT
obstacles to be avoided by visual means. (PDG)
3.2 BEGINNING OF DEPARTURE 3.3.1 Unless otherwise specified, departure
3.2.1 The departure procedure begins at the procedures assume a 3.3 per cent (helicopters, 5
departure end of the runway (DER), which is the end per cent) PDG and a straight climb on the extended
of the area declared suitable for take-off (i.e. the end runway centre line until reaching 120 m (394 ft)
of the runway or clearway as appropriate). (helicopters, 90 m (295 ft)) above the aerodrome
elevation.
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3.3.2 The basic procedure ensures: Figure I-3-3-1. Areas 1 and 2 and turn initiation
a. the aircraft climbs on the extended runway cen- area for omnidirectional departures
tre line to 120 m (394 ft) before turns can be
specified; and
b. at least 90 m (295 ft) of obstacle clearance is
provided before turns greater than 15° are spec-
ified.
3.3.3 The omnidirectional departure procedure
is designed using any one of a combination of the
following:
a. Standard case: Where no obstacles penetrate
the 2.5 per cent obstacle identification surface
(OIS), and 90 m (295 ft) of obstacle clearance
prevails, a 3.3 per cent climb to 120 m (394 ft)
will satisfy the obstacle clearance requirements
for a turn in any direction (see Figure I-3-3-1 —
Area 1).
b. Specified turn altitude/height: Where obsta-
cle(s) preclude omnidirectional turns at 120 m
(394 ft), the procedure will specify a 3.3 per
cent climb to an altitude/height where omnidi-
rectional turns can be made (see Figure I-3-3-1
— Area 2).
c. Specified procedure design gradient: Where
obstacle(s) exist, the procedure may define a
minimum gradient of more than 3.3 per cent
to a specified altitude/height before turns are
permitted (see Figure I-3-3-1 — Area 3).
d. Sector departures: Where obstacle(s) exist, the
procedure may identify sector(s) for which either
a minimum gradient or a minimum turn altitude/ 1245829042000
1245829042000
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threshold (OCH), at which a missed approach mately 15 m (50 ft) above the landing runway thresh-
must be initiated to ensure compliance with the old or the point where the flare manoeuvre should
appropriate obstacle clearance criteria; or begin for the type of aircraft flown. The descent shall
b. in a non-precision approach procedure, the low- be calculated and flown to pass at or above the mini-
est altitude (OCA) or alternatively the lowest mum altitude at any stepdown fix.
height above aerodrome elevation or the ele- 1.7.2.3 If the visual references required to
vation of the relevant runway threshold, if the land have not been acquired when the aircraft is
threshold elevation is more than 2 m (7 ft) below approaching the MDA/H, the vertical (climbing) por-
the aerodrome elevation (OCH), below which tion of the missed approach is initiated at an altitude
an aircraft cannot descend without infringing the above the MDA/H sufficient to prevent the aircraft
appropriate obstacle clearance criteria; or from descending through the MDA/H. At no time is
c. in a visual (circling) procedure, the lowest alti- the aircraft flown in level flight at or near the MDA/H.
tude (OCA) or alternatively the lowest height Any turns on the missed approach shall not begin
above the aerodrome elevation (OCH) below until the aircraft reaches the MAPt. Likewise, if the
which an aircraft cannot descend without infring- aircraft reaches the MAPt before descending to near
ing the appropriate obstacle clearance criteria. the MDA/H, the missed approach shall be initiated at
the MAPt.
1.6 FACTORS AFFECTING
OPERATIONAL MINIMA 1.7.2.4 Regardless of the type of vertical path
control that is used on a non-precision approach, the
In general, minima are developed by adding the
lateral “turning” portion of the missed approach shall
effect of a number of operational factors to OCA/H
not be executed prior to the MAPt.
to produce, in the case of precision approaches,
decision altitude (DA) or decision height (DH) and, 1.7.2.5 An increment for the MDA/H may
in the case of non-precision approaches, minimum be prescribed by the operator to determine the
descent altitude (MDA) or minimum descent height altitude/height at which the vertical portion of the
(MDH). The general operational factors to be con- missed approach shall be initiated in order to prevent
sidered are specified in Annex 6. The relationship descent below the MDA/H. In such cases, there is no
of OCA/H to operating minima (landing) is shown in need to increase the RVR or visibility requirements
Figures I-4-1-2, I-4-1-3, and I-4-1-4. for the approach. The RVR and/or visibility published
for the original MDA/H should be used.
1.7 VERTICAL PATH CONTROL ON
NON-PRECISION APPROACH 1.7.2.6 It should be emphasized that upon
PROCEDURES approaching the MDA/H only two options exist for the
crew: continue the descent below MDA/H to land with
1.7.1 Introduction the required visual references in sight; or, execute a
Studies have shown that the risk of controlled missed approach. There is no level flight segment
flight into terrain (CFIT) is high on non-precision after reaching the MDA/H.
approaches. While the procedures themselves are 1.7.2.7 The CDFA technique simplifies the
not inherently unsafe, the use of the traditional final segment of the non-precision approach by incor-
stepdown descent technique for flying non-preci- porating techniques similar to those used when flying
sion approaches, is prone to error, and is therefore a precision approach procedure or an approach
discouraged. Operators should reduce this risk by procedure with vertical guidance (APV). The CDFA
emphasizing training and standardization in vertical technique improves pilot situational awareness and
path control on non-precision approach procedures. is entirely consistent with all “stabilized approach”
Operators typically employ one of three techniques criteria.
for vertical path control on non-precision approaches.
Of these techniques, the continuous descent final 1.7.3 Constant angle descent
approach (CDFA) technique is preferred. Operators 1.7.3.1 The second technique involves
should use the CDFA technique whenever possible achieving a constant, unbroken angle from the
as it adds to the safety of the approach operation final approach fix (FAF), or optimum point on proce-
by reducing pilot workload and by lessening the dures without an FAF. to a reference datum above
possibility of error in flying the approach. the runway threshold, e.g. 15 m (50 ft). When the
1.7.2 Continuous descent final approach aircraft approaches the MDA/H, a decision shall be
(CDFA) made to either continue on the constant angle or
level off at or above the MDA/H. depending on visual
1.7.2.1 Many Contracting Stated require the conditions.
use of the CDFA technique and apply increased visi-
bility or RVR requirements when the technique is not 1.7.3.2 If the visual conditions are adequate,
used. the aircraft continues the descent to the runway with-
out any intermediate level-off.
1.7.2.2 This technique requires a continuous
descent, flown either with VNAV guidance calculated
by on-board equipment or based on manual calcu-
lation of the required rate of descent, without level-
offs. The rate of descent is selected and adjusted
to achieve a continuous descent to a point approxi-
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1.7.3.3 If visual conditions are not adequate b. obstacles clearance throughout the approach
to continue, the aircraft shall level off at or above the and landing phase taking into account tempera-
MDA/H and continue inbound until either encoun- ture constraints down to the DA, therefore result-
tering visual conditions sufficient to decent below ing in better obstacle protection compared to a
the MDA/H to the runway or, reaching the published non-precision approach procedure.
missed approach point and thereafter executing the
missed approach procedure. 1.9 DESCENT GRADIENT
1.9.1 In instrument approach procedure design,
1.7.4 Stepdown descent adequate space is allowed for the descent from the
The third technique involves an expeditious descent facility crossing altitude/height to the runway thresh-
and is described as “descend immediately to not old for straight-in approach or to OCA/H for circling
below the minimum stepdown fix altitude/height or approaches.
MDA/H, as appropriate”. This technique is acceptable 1.9.2 Adequate space for descent is pro-
as long as the achieved descent gradient remains vided by establishing a maximum allowable descent
less than 15 per cent and the missed approach is gradient for each segment of the procedure. The
initiated at or before the MAPt. Careful attention to minimum/optimum descent gradient/angle in the
altitude control is required with this technique due to final approach of a procedure with FAF is 5.2 per
the high rates of descent before reaching the MDA/H cent/3.0° (52 m/km (318 ft/NM)). Where a steeper
and, thereafter, because of the increased time of descent gradient is necessary, the maximum permis-
exposure to obstacles at the minimum descent alti- sible is 6.5 per cent/3.7° (65 m/km (395 ft/NM)) for
tude. Category A and B aircraft, 6.1 per cent/3.5° (61 m/km
1.7.5 Temperature correction (370 ft/NM)) for Category C, D and E aircraft, and
10 per cent (5.70°) for Category H. For procedures
In all cases, regardless of the flight technique used, with VOR or NDB on aerodrome and no FAF, rates
a temperature correction shall be applied to all mini- of descent in the final approach phase are given in
mum altitudes. Table I-4-1-3. In the case of a precision approach,
1.7.6 Training the operationally preferred glide path angle is 3.00°.
An ILS glide path/MLS elevation angle in excess
Regardless of which of the above described tech- of 3.00° is used only where alternate means avail-
niques an operator chooses to employ, specific and able to satisfy obstacle clearance requirements are
appropriate training for that technique is required. impractical.
1.8 APPROACH OPERATIONS 1.9.3 In certain cases. the maximum descent
UTILIZING BARO-VNAV EQUIPMENT gradient of 6.5 per cent (65 m/km (395 ft/NM)) results
1.8.1 Baro-VNAV equipment can be applied to in descent rates which exceed the recommended
two different approach and landing operations: rates of descent for some aircraft. For example, at
a. Approach and landing operations with the ver- 280 km/h (150 kt), such a gradient result in a 5 m/s
tical guidance. In this case, the use of a VNAV (1000 ft/min) rate of descent.
system such as baro-VNAV is required. When 1.9.4 Pilot should consider carefully the descent
baro-VNAV is used, the lateral navigation guid- rate required for non-precision final approach seg-
ance is based on the RNP APCH and RNP AR ments before starting the approach.
APCH navigation specifications.
1.9.5 Any constant descent angle shall clear all
b. Non-precision approach and landing operations. stepdown fix minimum crossing altitudes within any
In this case, the use of a baro-VNAV system is segment.
not required but auxiliary to facilitate the CDFA
technique as described in 1.7.2. This means that 1.9.6 Procedure altitude/height
advisory VNAV guidance is being overlaid on a 1.9.6.1 In addition to minimum IFR altitudes
non-precision approach. The lateral navigation established for each segment of the procedure, pro-
guidance is predicated on the navigation system cedure altitudes/heights will also be provided. Proce-
designated on the chart. dure altitudes/heights will, in all cases, be at or above
1.8.2 Approach and landing operations with minimum crossing altitude associated with the seg-
the vertical guidance provide significant benefits ment. Procedure altitude/height will be established
over advisory VNAV guidance being overlaid on taking into account the air traffic control needs for that
a non-precision approach, as they are based on phase of flight.
specific procedure design criteria, avoiding the 1.9.6.2 Procedure altitudes/heights are devel-
requirement for cross-checking the non-precision oped to place the aircraft at altitudes/heights that
approach procedure constraints such as stepdown would normally be flown to intercept and fly an opti-
fixes. These criteria furthermore address: mum 5.2 per cent (3.00°) descent path angle in the
a. height loss after initiating a missed approach final approach segment to a 15 m (50 ft) threshold
allowing the use of a DA instead of an MDA, crossing for non-precision approach procedures and
thereby standardizing flight techniques for ver- procedures with vertical guidance. In no case will a
tically guided approach operations; procedure altitude/height be less than any OCA/H.
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Table I-4-1-1. Speeds for procedure calculations in kilometers per hour (km/h)
Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speed Speed Manoeuvring Intermediate Final
(Circling)
A <169 165/280 130/185 185 185 205
(205*)
B 169/223 220/335 155/240 250 240 280
(260*)
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 NA 130/220** 110/165** NA 165 165
CAT H (PinS) NA 130/220 110/165 NA 130 or 165 130 or 165
Vat : Speed at threshold based on 1.3 times stall *** Helicopter point-in-space procedures based on
speed Vso or 1.23 times stall speed Vslg in the landing basic GNSS may be designed using maximum
configuration at maximum certificated landing mass. speeds of 120 kt/220 km/h for initial and intermediate
(Not applicable to helicopters.) segments and 90 kt/165 km/h on final and missed
approach segments, or 90 kt/165 km/h for initial and
* Maximum speed for reversal and racetrack proce-
intermediate segments and 70 kt/130 km/h on final
dures.
and missed approach segments based on opera-
** Maximum speed for reversal and racetrack proce- tional need.
dures up to and including 6000 ft is 100 kt/185 km/h,
and maximum speed for reversal and racetrack pro-
cedures above 6000 ft is 110 kt/205 km/h.
Table I-4-1-3. Rate of descent in the final approach segment of a procedure with no FAF
Rate of descent
Aircraft categories
Minimum Maximum
A, B 120 m/min 200 m/min
(394 ft/min) (655 ft/min)
C, D, E 180 m/min 305 m/min
(590 ft/min) (1000 ft/min)
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Figure I-4-1-3. Relationship of obstacle clearance altitude/height (OCA/H) to minimum descent altitude/
height (MDA/H) for non-precision approaches (example with a controlling obstacle in the final approach)
NON-PRECISION APPROACH
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a. a turn from the inbound track through 180° from 3.3.4 Descent
overhead the facility or fix on to the outbound The aircraft shall cross the fix or facility and fly out-
track, for 1, 2 or 3 minutes; followed by bound on the specified track, descending as neces-
b. a 180° turn in the same direction to return to the sary to the procedure altitude/height but no lower than
inbound track. the minimum crossing altitude/height associated with
As an alternative to timing, the outbound leg may be that segment. If a further descent is specified after the
limited by a DME distance or intersecting radial/bear- inbound turn, this descent shall not be started until
ing. the aircraft is established on the inbound track. An
aircraft is considered established when it is:
3.2.3.2 Entry into a racetrack procedure
a. within half full scale deflection for the ILS and
Normally a racetrack procedure is used when aircraft VOR; or
arrive overhead the fix from the various directions. In b. within ±5° of the required bearing for the NDB.
these cases, aircraft are expected to enter the proce-
dure in a manner similar to that prescribed for a hold- 3.3.5 Outbound timing racetrack procedure
ing procedure entry with the following considerations: 3.3.5.1 When the procedure is based on a
a. offset entry from Sector 2 shall limit the time on facility, the outbound timing starts:
the 30° offset track to 1 min 30 s, after which a. from abeam the facility; or
the pilot is expected to turn to a heading parallel b. on attaining the outbound heading whichever
to the outbound track for the remainder of the comes later.
outbound time. If the outbound time is only 1
3.3.5.2 When the procedure is based on fix,
min, the time on the 30° offset track shall be 1
the outbound timing starts from attaining the out-
min also;
bound heading.
b. parallel entry shall not return directly to the facil-
ity without first intercepting the inbound track 3.3.5.3 The turn on to the inbound track
when proceeding to the final segment of the should be started:
approach procedure; and a. within the specified time (adjusted for wind); or
c. all manoeuvring shall be done in so far as pos- b. when encountering any DME distance; or
sible on the manoeuvring side of the inbound c. when the radial/bearing specifying a limiting dis-
track. tance has been reached, whichever occurs first.
NOTE: Racetrack procedures are used where suffi-
3.3.6 Wind effect
cient distance is not available in a straight segment to
accommodate the required loss of altitude and when 3.3.6.1 To achieve a stabilized approach, due
entry into a reversal procedure is not practical. They allowance should be made in both heading and tim-
may also be specified as alternatives to reversal ing to compensate for the effects of wind so that the
procedures to increase operational flexibility (in this aircraft regains the inbound track as accurately and
case, they are not necessarily published separately). expeditiously as possible. In making these correc-
tions, full use should be made of the indications avail-
3.3 FLIGHT PROCEDURES FOR able from the aid and from estimated or known winds.
RACETRACK AND REVERSAL This is particularly important for slow aircraft in high
PROCEDURES wind conditions, when failure to compensate may ren-
der the procedure unflyable (i.e. the aircraft may pass
3.3.1 Entry the fix before establishing on the inbound track) and
3.3.1.1 Unless the procedure specifies partic- it could depart outside the protected area).
ular entry restrictions, reversal procedures shall be
entered from a track within ±30° of the outbound track 3.3.6.2 When a DME distance or radial/bear-
of the reversal procedure. However, for base turns, ing is specified, it shall not be exceeded when flying
where the ±30° direct entry sector does not include on the outbound track.
the reciprocal of the inbound track, the entry sector is 3.3.7 Descent rates
expanded to include it. The specified timings and procedure altitudes are
3.3.1.2 For racetrack procedures, entry shall based on rates of descent that do not exceed the
be as specified in 3.2.3.2, “Entry into a racetrack pro- values shown in Table I-4-3-1.
cedure”, unless other restrictions are specified. 3.3.8 Shuttle
3.3.2 Speed restrictions A shuttle is normally prescribed where the descent
These may be specified in addition to, or instead of, required between the end of initial approach and
aircraft category restrictions. The speeds must not be the beginning of final approach exceeds the values
exceeded to ensure that the aircraft remains within shown in Table I-4-3-1.
the limits of the protected areas. NOTE: A shuttle is descent or climb conducted in a
3.3.3 Bank angle holding pattern.
Procedures are based on average achieved bank
angle of 25°, or the bank angle giving a rate of turn
of 3°/second, whichever is less.
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3.3.9 Dead reckoning (DR) segment intersect the localizer at 45° and will not be more than
Where an operational advantage can be obtained, an 19 km (10 NM) in length. The point of interception is
ILS procedure may include a dead reckoning (DR) the beginning of the intermediate segment and will
segment from a fix to the localizer. The DR track will allow for proper glide path interception.
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5.2.3 Standard operating procedures (SOPs) 5.3.3 In the absence of a FAF, descent to
Operators shall include in their SOPs specific guid- MDA/H is made once the aircraft is established
ance for using on-board technology with ground-base inbound on the final approach track. Procedure alti-
aids, such as distance measuring equipment (DME), tudes/heights will not be developed for non-precision
in order to facilitate the execution of optimum con- approach procedures without a FAF.
stant approach slope descents during non-precision 5.3.4 In procedures of this type, the final
approaches. approach track cannot normally be aligned on the
5.2.4 FAF Crossing runway centre line. Whether OCA/H for straight-in
approach limits are published or not depends on the
The FAF is crossed at the procedure altitude/height
angular difference between the track and the runway
in descent but no lower than the minimum crossing
and position of the track with respect to the runway
altitude associated with FAF under international stan-
threshold.
dard atmosphere (ISA) conditions. The descent is
normally initiated prior to the FAF in order to achieve 5.4 PRECISION APPROACH
the prescribed descent gradient/angle. Delaying the
descent until reaching the FAF at the procedure alti- 5.4.1 Final approach point (FAP)
tude/height will cause a descent gradient/angle to be The final approach segment begins at the final
greater than 3°. The descent gradient/angle is pub- approach point (FAP). This is a point in space on
lished to the nearest one-tenth of a degree for chart the final approach track where the intermediate
presentation an to the nearest one-hundredth of a approach altitude/height intercepts the nominal glide
degree for database coding purposes. Where range path/microwave landing system (MLS) elevation
information is available, descent profile information is angle.
provided. 5.4.2 Final approach length
5.2.5 Stepdown fixes 5.4.2.1 The intermediate approach alti-
5.2.5.1 A stepdown fix may be incorporated tude/height generally intercepts the glide path/MLS
in some non-precision approach procedures. In this elevation angle at heights from 300m (1000 ft) to
case, two OCA/H values are published: 900m (3000 ft) above runway elevation. In this case,
a. a higher value applicable to the primary proce- for a 3° glide path, interception occurs between 6 km
dure; and (3 NM) and 19 km (10 NM) from the threshold.
b. a lower value applicable only if the stepdown fix 5.4.2.2 The intermediate approach track or
is positively identified during the approach. radar vector is designed to place the aircraft on the
5.2.5.2 Normally only one stepdown fix is localizer or the MLS azimuth specified for the final
specified. However, in the case of a VOR/DME pro- approach track at an altitude/height that is below the
cedure several DME fixes may be depicted, each nominal glide path/MLS elevation angle.
with its associated minimum crossing altitude. 5.4.3 Outer marker/DME fix
5.2.5.3 Procedure design caters to a maxi- 5.4.3.1 The final approach area contains a fix
mum final approach flight descent path after the fix of or facility that permits verification of the glide path/
15 per cent (Category H, 15 per cent or descent gra- MLS elevation angle/altimeter relationship. The outer
dient of the nominal track multiplied by 2.5, whichever marker or equivalent DME fix is normally used for this
is greater). purpose. Prior to crossing the fix, descent may be
made on the glide path/MLS elevation angle to the
5.2.5.5 Stepdown fix with DME altitude/height of the published fix crossing.
Where a stepdown procedure using a suitably located 5.4.3.2 Descent below the fix crossing alti-
DME is published, the pilot shall not begin descent tude/height should not be made prior to crossing the
until established on the specified track. Once estab- fix.
lished on track, the pilot shall begin descent while
maintaining the aeroplane on or above the published 5.4.3.3 It is assumed that the aircraft altimeter
DME distance / height requirements. reading on crossing the fix is correlated with the pub-
NOTE: The use of DME provides an additional check lished altitude, allowing for altitude error and altimeter
for en-route radar descent distances. tolerances.
NOTE: Pressure altimeters are calibrated to indicate
5.3 NPA WITHOUT FAF true altitude under ISA conditions. Any deviation from
5.3.1 Sometimes an aerodrome is served by a ISA will therefore result in an erroneous reading on
single facility located on or near the aerodrome, and the altimeter. If the temperature is higher than ISA,
no other facility is suitably situated to form a FAF. In then the true altitude will be higher than the figure
this case, a procedure may be designed where the indicated by the altimeter. Similarly, the true altitude
facility is both the IAF and the MAPt. will be lower when the temperature is lower than ISA.
The altimeter error may be significant in extremely
5.3.2 These procedures indicate:
cold temperatures.
a. a minimum altitude/height for a reversal proce-
dure or racetrack; and
b. an OCA/H for final approach.
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5.6 OBSTACLE FREE ZONE 6.1.2 Purpose. Only one missed approach pro-
5.6.1 For precision approaches, an obstacle cedure is established for each instrument approach
free zone has been established for Category II and procedure. It is designed to provide protection from
III operations to provide protection in the event of a obstacle throughout the missed approach manoeu-
balked landing. vre. It specifies a point where the missed approach
begins, an a point or an altitude/height where it ends.
5.6.2 For Category I operations, an obstacle
free zone may be provided. 6.1.3 The missed approach should be initiated
not lower than the decision altitude/height (DA/H) in
5.6.3 If an obstacle free zone is not provided, precision approach procedures, or at a specified point
then it is indicated. in non-precision approach procedures not lower than
the minimum descent altitude/height (MDA/H).
6 MISSED APPROACH SEGMENT
6.1.1 During the missed approach phase of the 6.1.4 It is expected that the pilot will fly the
instrument approach procedure, the pilot is faced missed approach procedure as published. If a
with the demanding task of changing the aircraft missed approach is initiated before arriving at the
configuration, attitude and altitude. For this reason, missed approach point (MAPt), the pilot will normally
the design of the missed approach has been kept proceed to the MAPt (or to the middle marker fix
as simple as possible and consists of three phases or specified DME distance for precision approach
(initial, intermediate and final). procedures) and then follow the missed approach
procedure in order to remain within the protected
airspace.
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NOTE 1: This does not preclude flying over the MPAt 6.1.6 If upon reaching the MAPt the required
at an altitude/height greater than that required by the visual reference is not established, the procedure
procedure. requires that a missed approach be initiated at once
NOTE 2: In the case of a missed approach with a in order to maintain protection from obstacles.
turn at an altitude/height, when an operational need 6.1.7 Missed approach gradient
exists, an additional protection is provided for the
6.1.7.1 Normally procedures are based on a
safeguarding of early turns. When it is not possible, a
minimum missed approach climb gradient of 2.5 per
note is published on the profile view of the approach
cent. A gradient of 2 per cent may be used in the
chart to specify that turns must not commence before
procedure construction if the necessary survey and
the MAPt (or before an equivalent point in the case
safeguarding have been provided. With the approval
of a precision approach).
of the appropriate authority, gradients of 3, 4 or 5
6.1.5 The MAPt in a procedure may be defined per cent may be used for aircraft whose climb perfor-
by: mance permits an operational advantage to be thus
a. the point of intersection of an electronic glide obtained.
path with the applicable DA/H in APV or preci-
6.1.7.2 When a gradient other than a 2.5
sion approaches; or
per cent is used, this is indicated on the instrument
b. a navigational facility, a fix, or a specified approach chart. In addition to the OCA/H for this gra-
distance from the final approach fix (FAF) in dient, the OCA/H applicable to the nominal gradient
non-precision approaches. will also be shown.
When the MAPt is defined by a navigational facility
6.1.7.3 Special conditions. It is emphasized
or a fix, the distance from the FAF to the MAPt is nor-
that a missed approach procedure which is based
mally published as well, and may be used for timing to
on the nominal climb gradient of 2.5 per cent can-
the MAPt. In all cases where timing may not be used,
not be used by all aeroplanes when operating at or
the procedure is annotated “timing not authorized for
near maximum certificated gross mass and engine-
defining the MAPt”.
out conditions. The operation of aeroplanes under
NOTE: Timing from the FAF based on ground speed these conditions needs special consideration at aero-
may also be used to assist the planning of a stabilized dromes which are critical due to obstacles on the
approach. missed approach area. This may result in a special
procedure being established with a possible increase
in the DA/H or MDA/H.
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8.4.9.1 The descent path reaches a certain procedure is the same but there are different circling
altitude at the FAF. In order to avoid overshooting tracks for the same procedure, only one procedure
the descent path, the FAF published procedure alti- with one title should be promulgated and the different
tude/height should be 15 m (50 ft) below this alti- circling procedures indicated in the procedure, only
tude. The procedure altitude/height shall not be less one procedure with one title should be promulgated
than the OCA/H of the segment preceding the final and the different circling procedures indicated in the
approach segment. procedure. The suffix letter shall not be used again
for any procedures at that airport, at any other airport
8.4.9.2 Both the procedure altitude/height
serving the same city, or at any other airport in the
and the minimum altitude for obstacle clearance
same Stat, serving a city with the same name.
shall be published. In no case will the procedure
altitude/height be lower than any minimum alti- For example: VOR-A VOR-B NDB-C
tude/height for obstacle clearance.
8.5.1.3 Duplicate procedure identification
8.4.9.3 The designed stabilized descent path
8.5.1.3.1 A single letter suffix, starting with
will clear the stepdown fix minimum obstacle clear-
the letter Z, following the radio navigation aid type
ance altitude.
shall be used if two or more procedures to the same
8.5 PROCEDURE NAMING FOR runway cannot be distinguished by the radio naviga-
ARRIVAL AND APPROACH CHARTS tion aid type only.
8.5.1.2 Procedure identification For example: VOR Z Rwy 20 VOR Y Rwy 20
8.5.1.2.1 General. The procedure identifica- 8.5.1.3.2 The single letter suffix shall be
tion shall only contain the name describing the type of used as follows:
radio navigation aid providing the final approach lat- a. when two or more navigation aids of the same
eral guidance. Precision approach systems such as type are used to support different approaches
ILS or MLS shall be identified by the system name to the same runway;
(ILS, MLS, etc.). If two radio navigation aids are used
b. when two or more missed approaches are asso-
for final approach lateral guidance, the title shall only
ciated with a common approach, each approach
include the last radio navigation aid used.
shall be identified by a single letter suffix;
For example: If an NDB is used as the FAF, and a VOR c. if different approach procedures using the same
is used as the last navaid on the final approach to run- radio navigation type are provided for different
way 06, the procedure shall be identified as VOR Rwy aircraft categories; and
06. If a VOR is used for the initial approach followed
d. if two or more arrivals are used to a common
by a final approach to Rwy 24 using an NDB, the pro-
approach and are published on different charts,
cedure shall be identified as NDB Rwy 24.
each approach shall be identified by a single let-
8.5.1.2.2 Additional navaids. If additional ter suffix. If additional radio navigation aids are
navigations aids are required (such as fix formations required for the arrival, they shall be specified on
or transition routes) for the approach procedure, they the chart’s plan view.
shall be specified on the plan view of the chart, but For example:
not in the title.
ILS Z RWY 20 (“DNA VOR Arrival” shown in the
8.5.1.2.3 Multiple procedures. A single plan view)
approach chart may portray more than one approach ILS Y RWY 20 (“CAB VOR Arrival” shown in the
procedure when the procedures for the intermedi- plan view)
ate approach, final approach and missed approach
8.5.1.4.1 All navigation equipment that is
segments are identical. If more than one approach
required for the execution of the approach procedure
procedure is depicted on the same chart, the title
and not mentioned in the procedure identification
shall contain the names of all the types of navigation
shall be identified in notes on the chart.
aids used for final approach lateral guidance, sepa-
rated by the word “or”. There shall be no more than For example:
three types of approach procedure on one chart.
“VOR required” on an NDB approach.
For example: ILS or NDB Rwy 35L
“Dual ADF required” when required on an NDB
8.5.1.2.4 Helicopter approach shall be approach where two ADFs are required.
identified by the navigation aid type used for final
“When inbound from XXX NDB, change over to YYY
approach guidance, followed by the final approach
NDB at midpoint.”
track.
“DME required” on a VOR/DME arc approach.
For example: VOR 235
8.5.1.5 Minimum Boxes
8.5.1.2.5 Circling approach. When only cir-
cling minima are provided on a chart, the approach The OCA/H for each aircraft category shall be pub-
procedure shall be identified by the last navaid pro- lished in the minimum box on the chart. Where an
viding final approach guidance followed by a single OCA/H is predicated on a specific navigation aid (e.g.
letter, starting with the letter A. When there are two or stepdown fixes), or a specific RNAV functionality (e.g.
more approaches at an airport (or a nearby airport), a LNAV/VNAV), or an RNP value, this shall be clearly
different letter shall be used. If the IFR portion of the identified.
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Examples:
OCA/OCH CAT A CAT B CAT C CAT D CAT H
CAT I 210 ft (170 ft) 210 ft (170 ft) 220 ft (180 ft) 230 ft (190 ft) 210 ft (170 ft)
RNP 0.3 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft) 290 ft (250 ft)
LNAV/VNAV 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft) 560 ft (520 ft)
LNAV 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft) 710 ft (670 ft)
VOR/DME 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft) 740 ft (700 ft)
VOR 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft) 800 ft (760 ft)
Figure I-4-8-2. Procedure altitude/height vs. minimum altitudes with stepdown fix
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Where DME is available, the length of the outbound c. the aircraft turns so as to realign itself on the
leg may be specified in terms of distance instead of inbound track.
time.
1.5.2 Corrections for wind effect
1.5.1 Still air condition Due allowance should be made in both heading and
a. Having entered the holding pattern, on the sec- timing to compensate for the effects of wind to ensure
ond and subsequent arrivals over the fix, the air- the inbound track is regained before passing the hold-
craft turns to fly an outbound track which will ing fix inbound. In making these corrections, full use
most appropriately position the aircraft for the should be made of the indications available from the
turn onto the inbound track; navaid and estimated or known wind.
b. It continues outbound: 1.5.3 Departing the pattern
1. where timing is specified: When clearance is received specifying the time of
(a) for one minute if at or below 4250 m departure from the holding point, the pilot should
(14000 ft); or adjust the pattern within the limits of the established
(b) for one and one-half minutes if above holding procedure in order to leave the holding point
4250 m (14000 ft); at the time specified.
2. where distance is specified until the appro-
priate limiting DME distance is reached;
then
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Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of the
Presently Published Holdings (continued)
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
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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Figure I-6-1-1. Shape and terminology associated with right turn holding pattern
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Figure I-6-2-1. Minimum holding level as determined by the obstacle clearance surface
related to the holding area and the buffer area
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2. in the case of instrument approaches, per- efit may differ significantly from one aeroplane type
mit the aircraft to be established on final to another, and between aeroplanes of the same
approach prior to interception of the glide type with different engines.
path.
States should avoid the practice of requiring all oper-
3.4.4 Compliance with published noise abate- ators to use one of the example procedures for depar-
ment approach procedures should not be required in tures from specific runways, and should instead allow
adverse operating conditions such as: aircraft operators to develop operational procedures
a. if the runway is not clear and dry, i.e. it is that maximize the noise benefits obtainable from their
adversely affected by snow, slush, ice or water, aeroplanes. This is not intended to prevent States
mud, rubber, oil or other substances; from suggesting the use of a procedure based on one
b. in conditions when the ceiling is lower than 150 of the examples, as an alternative to operator-spe-
m (500 ft) above aerodrome elevation, or when cific procedures. The following two examples of oper-
the horizontal visibility is less than 1.9 km (1 ating procedures for the climb have been developed
NM); as guidance and are considered safe when the crite-
ria in 3.2.2 are satisfied.
c. when the crosswind component, including
gusts, exceeds 28 km/h (15 kt); The first example (NADP 1) is intended to describe
d. when the tailwind component, including gusts, one method, but not the only method, of providing
exceeds 9 km/h (5 kt); and noise reduction for noise-sensitive areas in close
proximity to the departure end of the runway (see
e. when wind shear has been reported or forecast
Figure I-7-3-App-1).
or when adverse weather conditions, e.g. thun-
derstorms, are expected to affect the approach. The second example (NADP 2) similarly describes
one method, but not the only method, of providing
3.5 AEROPLANE OPERATING noise reduction to areas more distant from the runway
PROCEDURES — LANDING end (see Figure I-7-3-App-2). Aircraft operators may
Noise abatement procedures shall not contain a pro- find that to suit their particular route system (i.e. at
hibition of use of reverse thrust during landing. aerodromes where they operate), two different proce-
dures, one designed for close and the other designed
3.6 DISPLACED THRESHOLDS for distant noise reduction, may be appropriate.
The practice of using a displaced runway threshold
as a noise abatement measure shall not be employed 1.2 The two example procedures differ in that the
unless aircraft noise is significantly reduced by such acceleration segment for flap/slat retraction is either
use and the runway length remaining is safe and suf- initiated prior to reaching the maximum prescribed
ficient for all operational requirements. height or at the maximum prescribed height. To
ensure optimum acceleration performance, power or
3.7 CONFIGURATION AND SPEED thrust reduction may be initiated at an intermediate
CHANGES flap setting.
Deviations from normal configuration and speeds 2 Noise abatement departure
appropriate to the phase of flight shall not be made
mandatory. climb — Example of a procedure
alleviating noise close to the
3.8 UPPER LIMIT
aerodrome (NADP 1)
Noise abatement procedures shall include informa-
2.1 This procedure involves a power or thrust
tion on the altitude/height above which they are no
reduction at or above the prescribed minimum altitude
longer applicable.
(240 m/800 ft above aerodrome elevation) and the
3.9 COMMUNICATIONS delay of flap/slat retraction until the prescribed maxi-
In order not to distract flight crews during the execu- mum altitude is attained. At the prescribed maximum
tion of noise abatement procedures, air/ground com- altitude (900 m/3000 ft above aerodrome elevation),
munications should be kept to a minimum. the aircraft is accelerated and the flaps/slats are
retracted on schedule while maintaining a positive
Appendix to Chapter 3 — NOISE rate of climb, to complete the transition to normal
ABATEMENT DEPARTURE CLIMB en-route climb speed. The initial climbing speed to
the noise abatement initiation point is not less than
GUIDANCE V2 plus 20 km/h (V2 plus 10 kt).
1 General
1.1 Aeroplane operating procedures for the
departure climb shall ensure that the necessary
safety of flight operations is maintained while min-
imizing exposure to noise on the ground. These
procedures are provided as examples because the
noise reductions obtained depend greatly on the type
of aeroplane, engine type, thrust required, and the
height at which thrust is reduced. For this reason,
procedures that provide the best possible noise ben-
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SUPERCEDED NOISE ABATEMENT PROCE- NOTE: Many locations continue to prescribe the for-
DURES mer Noise Abatement Departure Procedures A and
B. Though no longer part of the ICAO PANS-OPS
Doc. 8168, they have been reproduced in the follow-
ing paragraphs as supplementary information.
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NOTE: For purposes of these procedures the heights NOTE: Aeroplanes such as supersonic aeroplanes
given in metres and feet, and speeds given in kilo- not using wing flaps for take-off should reduce thrust
meters/hour and knots are considered to be opera- before attaining 300 m (1000 ft) but not lower than
tionally acceptable equivalents. 150 m (500 ft).
Noise Abatement Departure Procedure B (NADP
B)
Take-off to 300 m (1000 ft) above aerodrome eleva-
tion:
– take-off power/thrust
– take-off flap
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
At 300 m (1000 ft):
– maintaining a positive rate of climb, accelerate to
zero flap minimum safe manoeuvring speed (VZF
) retracting flap on schedule;
thereafter, reduce thrust consistent with the following:
a. for high by-pass ration engines reduce to normal
climb power/thrust;
b. for low by-pass ratio engines, reduce power/
thrust to below normal climb thrust but not less
than that necessary to maintain the final take-off
engine-out climb gradient; and
c. for aeroplanes with slow flap retracting reduce
power/thrust at an intermediate flap setting;
thereafter, from 300 m (1000 ft) to 900 m (3000 ft):
– continue climb at not greater than VZF + 20 km/h
(VZF + 10 kt).
At 900 m (3000 ft):
– accelerate smoothly to enroute climb speed.
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c. capability for procedures retrieved from the SBAS service. SBAS en-route service requirements
read-only electronic navigation database. are much less stringent than those of the SBAS ver-
tically guided approach service.
4 GENERAL INFORMATION
4.1.4 SBAS operational considerations
FOR SATELLITE-BASED
Key to providing accurate and high integrity approach
AUGMENTATION SYSTEM (SBAS) capability with SBAS is the correcting for the signal
4.1 GENERAL delay caused by the ionosphere. This requires a rela-
4.1.1 An SBAS augment core satellite constel- tively dense network of reference stations to measure
lations by providing ranging, integrity and correction ionospheric characteristics and provide information to
information via geostationary satellites. The systems the SBAS Master Station.
comprises a network of ground reference stations 4.1.5 SBAS avionics certification
that observe satellite signals and master stations SBAS avionics certification requirements have been
that process observed data and generate SBAS developed (RTCA DO 229C) and are based on Annex
messages for uplink to the geostationary satellites, 10. At a minimum, the SBAS airborne sensors shall
which broadcast the SBAS messages to the users. be able to operate within the coverage volume of any
4.1.2 By providing extra ranging signals via SBAS.
geostationary satellites and enhanced integrity infor-
4.2 SBAS STANDARD CONDITIONS
mation for each navigation satellite, SBAS delivers
higher availability of service than the core satellite 4.2.1 Departure. All classes of SBAS avionics
constellations. may be used to fly existing GNSS RNAV departure
procedures. Display scaling and more transitions are
4.1.3 SBAS coverage and service areas equivalent to Basic GNSS. SBAS meets or exceeds
It is important to distinguish between SBAS coverage Basic GNSS accuracy, integrity, availability and con-
areas and service areas. An SBAS coverage area tinuity requirements for Basic GNSS departure.
is defined by GEO satellite signal footprints. Service
4.2.1.1 Departure procedure. The entire
areas for a particular SBAS are established by a State
departure procedure shall be selected from the
within an SBAS coverage area. The State is responsi-
on-board data base. Pilot entry of the departure
ble for designating the types of operations that can be
procedure is not authorized. When integrity require-
supported within a specified service area. Different
ments cannot be met to support the SBAS departure
SBAS service areas may overlap. When this occurs
operation, the SBAS receiver will annunciate the
and when an FAS data block is available, it identi-
procedure is not available.
fies which SBAS service provider(s) may be used for
approach operations using GNSS APV I and II perfor- 4.2.1.2 Straight departure. From the DER to
mance levels. Receiver standards dictate that such the turn initiation point of the first waypoint in the
approaches cannot be flown using data from more departure procedure, the SBAS receiver provides a
than one SBAS service provider, but de-selection is nominal full-scale deflection (FSD) of 0.3 NM. Larger
possible for these approaches. When an FAS data FSDs may be acceptable with augmentations, such
block is not available, the minimum avionics require- as an autopilot, that can control the flight technical
ments permit the use of any SBAS service provider error.
and permit the mixing of information from more than
4.2.1.3 Terminal operation mode reversion. At
ore SBAS service provider for en-route, terminal and
the turn initiation point of the first waypoint in the
LNAV approach procedures.
departure procedure, the SBAS receiver will revert to
4.1.3.1 SBAS coverage area the terminal operation mode until the last waypoint of
SBAS avionics should function within the cover- the departure procedure is sequenced. In the termi-
age area of any SBAS. States or regions should nal mode, the nominal FSD is 1 NM and the horizontal
coordinate through ICAO to ensure that SBAS pro- alert limit is 1 NM. After the last waypoint in the depar-
vides seamless global coverage and that aircraft do ture procedure is sequenced, the SBAS receiver will
not suffer operational restrictions. If a State does provide en-route display scaling and integrity.
not approve the use of some or all SBAS signals 4.2.2 Arrival. Performance requirements for
for en-route, terminal and SBAS LNAV approach SBAS in the arrival phase are the same as for Basic
operations, pilots would have to de-select GNSS GNSS.
altogether, since receiver standards do not permit
de-selection of a particular SBAS for these opera- 4.2.3 Approach
tions. It is not expected that APV I or II operations 4.2.3.1 SBAS sensor approach performance.
are available within the coverage area other than in SBAS avionics standards provide for three levels of
specifically designated service areas. approach performance:
4.1.3.2 SBAS service area a. LPV;
Near the edge of the SBAS service area, several out- b. LNAV/VNAV; and
ages of vertical guidance a day at a specific loca- c. LNAV.
tion could occur. Although these outages are of short NOTE 1: LNAV/VNAV performance is only provided
duration, they could totally overburden the NOTAM for Class 2,3 and 4 receivers that provide linear ver-
system. As a result, the State may elect to define tical guidance.
different SBAS service areas for different levels of
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NOTE 2: LPV performance is only provided by Class a. When the first leg in the missed approach pro-
3 and 4 receivers. cedure is a Track to Fix (TF) leg aligned within
4.2.3.2 SBAS accuracy and integrity. SBAS 3° of the final approach course, FSD switches to
avionics accurately calculates position, and ensures 0.3 NM and the integrity switches to NPA mode.
integrity in the calculated position for a given These remain in this state until the turn initia-
approach operation type. tion point for the first waypoint in the missed
approach procedure. At this point FSD switches
4.2.3.3 Integrity. The necessary level of to 1.0 NM and the integrity to terminal mode. The
integrity for each of these approach types is estab- turn initiation point is associated with fly-by way-
lished by specific horizontal and vertical alert limits points. Where the sequencing to the next seg-
called HAL and VAL. These limits are analogous to ment begins is termed the turn initiation point.
the monitoring limits for ILS. These alert limits form This point is not fixed. It is determined by the
the region of maximum error that shall be satisfied to avionics based on several factors including:
meet the integrity requirements for a given approach
1. current tracking error;
type.
2. ground speed;
4.2.3.4 When either HPL or VPL exceeds the
3. wind conditions; and
specific alert limits, HAL or VAL, for a specific type
of approach operation, the pilot is alerted to suspend 4. track change between segments.
the current operation. The pilot only receives the alert b. When the first leg is not a TF leg aligned within
and is not required to monitor VPL or HPL. 3° of the final approach course, at missed
approach initiation FSD switches to 1.0 NM and
4.2.4 Missed approach
the integrity to terminal mode.
4.2.4.1 General. SBAS provides guidance in
the missed approach segment. 4.3 AVIONICS FUNCTIONALITY
4.2.4.2 Missed approach sequencing 4.3.1 SBAS avionics equipment classification
and capabilities. There are four separate SBAS
4.2.4.2.1 The pilot physically initiates the avionics equipment classes. The different equipment
missed approach by beginning the pull-up. Initiation classes provide for different performance capabil-
in the following discussion refers to when the pilot ities. The minimum performance capability exists
takes action(s) required to sequence guidance and with Class I equipment. This equipment supports
transition display and integrity modes of the avion- en-route, terminal and LNAV approach operations.
ics for the missed approach segment. For missed Class II SBAS equipment supports Class I capabili-
approaches, SBAS avionics perform at least three ties and LNAV/VNAV approach operations. Class III
functions based on when the missed approach is and IV equipment support Class II SBAS equipment
sequenced. These functions are: capabilities plus LPV approach operations.
a. transition the guidance to the missed approach
guidance for the selected approach procedure 4.3.2 Final approach segment (FAS) data block.
after the MAPt is sequenced; The APV database for SBAS includes a FAS Data
Block. The FAS Data Block information is protected
b. transition the lateral FSD to either 0.3 NM or 1.0 with high integrity using a cyclic redundancy check
NM depending on the initial leg type and leg (CRC).
alignment in the missed approach procedure;
and 4.3.3 SBAS avionics annunciation
c. transition the integrity mode (HAL) to either NPA requirements
or terminal depending on the initial leg type and 4.3.3.1 The avionics are required to annunci-
alignment in the missed approach procedure. ate the most accurate level of service supported by
4.2.4.2.2 With SBAS avionics, missed the combination of the SBAS signal, the receiver, and
approaches may be initiated under four different the selected approach, using the naming conventions
conditions. The conditions are: on the minima lines of the selected approach proce-
dure. This annunciation is the function of:
a. the pilot initiates the missed approach sequence
prior to arriving at the landing threshold point/ a. avionics capability associated with the SBAS
fictitious threshold point (LTP/FTP); equipment capability;
b. the pilot initiates the missed approach sequence b. SBAS signal-in-space performance accom-
after the LTP/FTP but prior to the departure end plished through the comparison of VPL and
of runway (DER); HPL with the procedure required VAL and HAL;
and
c. the pilot does not initiate missed approach
sequencing prior to reaching the DER. In this c. published procedure availability that is identified
case, the avionics will automatically initiate the in the database.
missed approach; and 4.3.3.2 Based on the three factors in 4.3.3.1:
d. the pilot cancels the approach mode prior to the a. if an approach is published with an LPV min-
LTP/FTP. ima line and the receiver is only certified for
4.2.4.3 Missed approach FSD. The value of LNAV/VNAV, the equipment would indicate “LPV
missed approach FSD can vary based on two differ- not available – use LNAV/VNAV minima,” even
ent situations: though the SBAS signal would support LPV;
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NOTE: The final approach path vertical angle (VPA) 1.4.5.2 Vertical path deviation
is safeguarded against the effects of low temperature Where equipment does not meet these criteria, an
by the design of the procedure. operational assessment and specific flight crew pro-
1.4.2 Temperatures below the promulgated cedures may be required for the approval of baro-
minimum VNAV operations. This may include requirements for
the availability and use of a flight director or autopilot
Baro-VNAV procedures are not permitted when the
system.
aerodrome temperature is below the promulgated
minimum aerodrome temperature for the proce- 1.4.6 The LNAV FAF and MAPt are used for
dure, unless the flight management system (FMS) coding purposes for the baro-VNAV procedure and
is equipped with approved cold temperature com- are not intended to inhibit descent at the FAP or to
pensation for the final approach. In this case, the restrict DA/H.
minimum temperature can be disregarded provided
it is within the minimum certificated temperature 2 AREA NAVIGATION (RNAV)
limits for the equipment. Below this temperature, ARRIVAL AND APPROACH
and for aircraft that do not have FMS equipped with PROCEDURES BASED ON SBAS
approved cold temperature compensation for the
final approach, an LNAV procedure may still be used 2.2 SBAS PROCEDURE DESIGN
provided that: CONSIDERATIONS
a. a conventional RNAV non-precision procedure 2.2.1 SBAS operations are based on the follow-
and APV/LNAV OCA/H are promulgated for the ing design criteria:
approach; and a. LNAV: Basic GNSS criteria;
b. the appropriate cold temperature altimeter cor- b. LNAV/VNAV: Baro-VNAV criteria; and
rection is applied to all minimum promulgated
c. APV: Specific APV-I and II criteria.
altitudes/heights by the pilot.
Published temperature restrictions for barometric
1.4.3 Vertical path angle (VPA) VNAV procedures do not apply to SBAS approach
deviation table operations.
1.4.3.1 A VPA deviation table provides an
2.2.2 Publication and minima line descrip-
aerodrome temperature with an associated true ver-
tion for APV. The charted minima lines associated
tical path angle. This table is intended to advise flight
with SBAS APV-I or APV-II performance levels are
crews that, although the non-temperature-compen-
labeled “LPV” (localizer performance with vertical
sated aircraft’s avionics system may be indicating
guidance). This labeling is consistent with existing
the promulgated final approach vertical path angle,
SBAS avionics standard annunciations and indicates
the actual vertical path angle is different form the
that the lateral performance is equivalent to an ILS
information presented to them by the aircraft avion-
localizer lateral performance.
ics system. This table is not intended to have the
pilot adjust the VPA flown to achieve the actual 2.3 MISSED APPROACH WITH TURNING
promulgated vertical path angle, nor is it meant to POINT PRIOR TO THRESHOLD
affect those avionics systems that have a capacity
2.3.1 Normally, the MAPt is located at the
to properly apply temperature compensation to a
LTP/FTP for NPA and when arriving at the DA for
baro-derived final approach VPA. Non-compensated
vertically guided approaches. To accommodate pro-
baro-VNAV guidance should not be flown when the
cedures requiring a missed approach turning point
aerodrome temperature is below the lowest promul-
prior to the runway threshold, the MAPt can be
gated temperature.
located at the missed approach turning point. For
1.4.4 Altimeter setting a vertically guided procedure, the distance prior to
Baro-VNAV procedures shall only be flown with: threshold where the missed approach turning point
is located is limited by the FTP crossing height (TCH
a. a current local altimeter setting source available;
value).
and
b. the QNH/QFE, as appropriate, set on the air- 2.4.2 Procedure identification. SBAS proce-
craft’s altimeter. dures are RNAV procedures and shall be identified
as follows: RNAV (GNSS) RWY XX.
Procedures using a remote altimeter setting source
cannot support a baro-VNAV approach. 2.4.3 Charting of SBAS minima lines. Minima
lines associated with SBAS APV I/II performance as
1.4.5 Vertical guidance sensitivity
defined in Annex 10 are charted as LPV (localizer
1.4.5.1 The baro-VNAV vertical guidance dis- performance with vertical guidance).
play sensitivity varies with different equipment. How-
ever, cockpit displays showing vertical path deviation 2.4.4 Charting of an SBAS channel number.
must be suitably located and have sufficient sensitiv- SBAS APV procedures can be selected through
ity to enable the pilot to limit vertical path excursions the use of a channel number. This five-digit number
to less than: is included in the final approach segment (FAS)
data block in the procedure database and shall be
a. +30 m (+100 ft); and
charted. Alternatively, the procedure can be selected
b. -15 m (-50 ft) through the use of a menu-driven selection process.
from the VPA.
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3.5.3 As the aircraft descends through the tran- the lowest usable flight level is the responsibility of
sition level, the reference for the vertical position of the pilot-in-command. Current or forecast QNH and
the aircraft shall be changed from flight levels (1013.2 temperature values should be taken into account.
hPa) to altitudes (QNH). From this point on, the verti-
4.1.5.2 It is possible that altimeter corrections
cal position of the aircraft shall be expressed in terms
below controlled airspace may accumulate to the
of altitudes.
point where the aircraft’s position may impinge on a
3.5.4 When an aircraft which has been given a flight level or assigned altitude in controlled airspace.
clearance as number one to land is completing its The pilot-in-command must then obtain clearance
approach using QFE, the vertical position of the air- from the appropriate control agency.
craft shall be expressed in terms of the height above
the aerodrome datum which was used in establishing 4.2 PRESSURE CORRECTION
obstacle clearance height (OCH). All subsequent ref- 4.2.1 Flight levels
erences to vertical position shall be made in terms of When flying at levels with the altimeter set to 1013.2
height. hPa, the minimum safe altitude must be corrected
4 ALTIMETER CORRECTIONS for deviations in pressure when the pressure is lower
than the standard atmosphere (1013 hPa). An appro-
NOTE: This chapter deals with altimeter corrections priate correction is 10 m (30 ft) per hPa below 1013
for pressure, temperature and, where appropriate, hPa. Alternatively, the correction can be obtained
wind and terrain effects. The pilot is responsible for from standard correction graphs or tables supplied
these corrections except when under radar vectoring. by the operator.
In that case, the radar controller issues clearances
such that the prescribed obstacle clearance will exist 4.2.2 QNH/QFE
at all times, taking the cold temperature correction When using the QNH or QFE altimeter setting (giving
into account. altitude or height above QFE datum respectively), a
4.1.1 Pilot’s responsibility pressure correction is not required.
The pilot-in-command is responsible for the safety of 4.3 TEMPERATURE CORRECTION
the operation and the safety of the aeroplane and
4.3.1 Requirement for temperature
of all persons on board during flight time (Annex 6,
correction
4.5.1). This includes responsibility for obstacle clear-
ance, except when an IFR flight is being vectored by The calculated minimum safe altitudes/heights must
radar. be adjusted when the ambient temperature on the
surface is much lower than that predicted by the
4.1.2 Operator’s responsibility standard atmosphere. In such conditions, an approx-
The operator is responsible for establishing minimum imate correction is 4 per cent height increase for
flight altitudes, which may not be less than those every 10°C below standard temperature as mea-
established by States that are flown over (Annex sured at the altimeter setting source. This is safe for
6, 4.2.6). The operator is responsible for specifying all altimeter setting source altitudes for temperatures
a method for determining these minimum altitudes above -15°C.
(Annex 6, 4.2.6). Annex 6 recommends that the
4.3.2 Tabulated corrections
method should be approved by the State of the Oper-
ator and also recommends the factors to be taken For colder temperatures, a more accurate correc-
into account. tion should be obtained from Tables III-1-4-1 a) and
III-1-4-1 b). These tables are calculated for a sea
4.1.3 State’s responsibility level aerodrome. They are therefore conservative
Annex 15, Appendix 1 (Contents of Aeronautical when applied at higher aerodromes.
Information Publication), indicates that States should
4.3.4 Accurate corrections
publish in Section GEN 3.3.5, “The criteria used
to determine minimum flight altitudes”. If nothing is 4.3.4.1 For occasions when a more accu-
published, it should be assumed that no corrections rate temperature correction is required, this may be
have been applied by the State. obtained from Equation 24 of the Engineering Sci-
ences Data Unit (ESDU) publication, Performance,
4.1.4 Air traffic control (ATC) Volume 2, Item Number 7702. This assumes an
If an aircraft is cleared by ATC to an altitude which the off-standard atmosphere.
pilot-in-command finds unacceptable due to low tem-
perature, then the pilot-in-command should request a
higher altitude. If such a request is not received, ATC
will consider that the clearance has been accepted
and will be complied with.
4.1.5 Flights outside controlled airspace
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tstd = temperature deviation from the International b. the flight is within 19 km (10 NM) of terrain
Standard Atmosphere (ISA) temperature having a maximum elevation exceeding 900 m
(3000 ft).
L0 = standard temperature lapse rate with pressure
altitude in the first layer (sea level to tropopause) of 4.5 MOUNTAINOUS TERRAIN –
the ISA TERMINAL AREAS
t0 = standard temperature at sea level 4.5.1 The combination of strong winds and
mountainous terrain can cause local changes in
4.3.6 Small corrections
atmospheric pressure due to the Bernoulli effect.
For practical operational use, it is appropriate to apply This occurs particularly when the wind direction is
a temperature correction when the value of the cor- across mountain crests or ridges. It is not possible
rection exceeds 20 per cent of the associated mini- to make an exact calculation, but theoretical stud-
mum obstacle clearance (MOC). ies (CFD Norway, Report 109.1989) have indicated
4.4 MOUNTAINOUS AREAS – ENROUTE altimeter errors as shown in Tables III-1-4-4 and
III-1-4-5. Although States may provide guidance, it is
The MOC over mountainous areas is normally up to the pilot-in-command to evaluate whether the
applied during the design of routes and is stated in combination of terrain, wind strength and direction
State aeronautical information publications. How- are such as to make a correction for wind necessary.
ever, where no information is available, the margins
in Tables III-1-4-2 and III-1-4-3 may be used when: 4.5.2 Corrections for wind speed should be
a. the selected cruising altitude or flight level or applied in addition to the standard corrections for
one engine inoperative stabilizing altitude is at pressure and temperature, and ATC should be
or close to the calculated minimum safe altitude; advised.
and
Table III-1-4-1 a). 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
(°C) 60 90 120 150 180 210 240 270 300 450 600 900 1200 1500
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 III-1-4-1 b). 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
(°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
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 1210
–50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Table III-1-4-2/3. Margin in mountainous areas Table III-1-4-4/5. Altimeter error due to wind speed
Terrain variation MOC Wind speed Altimeter error
Between 3000 ft and 1476 ft 20 kt (37 km/h) 53 ft (17 m)
5000 ft (450 m) 40 kt (74 km/h) 201 ft (62 m)
(900 m and 1500 m) 60 kt (111 km/h) 455 ft (139 m)
Greater than 5000 ft 1969 ft 80 kt (148 km/h) 812 ft (247 m)
(1500 m) (600 m)
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(b) the aircraft has reached the ILS glide h. If an aircraft that deviates substantially from
path (or specified MLS elevation the ILS localizer course (or MLS final approach
angle) intercept point; and track) fails to take corrective action and pene-
3. if required, clearance for the final approach. trates the NTZ, the aircraft on the adjacent ILS
localizer course (or MLS final approach track)
f. If an aircraft is observed to overshoot the ILS
will be instructed to immediately climb and turn
localizer course or MLS final approach track dur-
to the assigned altitude and heading in order to
ing turn-to-final, the aircraft will be instructed to
avoid the deviating aircraft.
return immediately to the correct track. Pilots
are not required to acknowledge these transmis- 1.7 TRACK DIVERGENCE
sions or subsequent instructions while on final Simultaneous parallel operations require diverg-
approach unless requested to do so. ing tracks for missed approach procedures and
g. Once the 300 m (1000 ft) vertical separation departures. When turns are prescribed to establish
is reduced, the radar controller monitoring the divergence, pilots shall begin the turns as soon as
approach will issue control instructions if the air- practicable.
craft deviates substantially from the ILS localizer
course or MLS final approach track.
Figure III-2-1-1. Example of normal operating zones (NOZs) and no transgression zone (NTZ)
1243256024000
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3.3 HIGH VERTICAL RATE (HVR) level when the pilot is made aware of another aircraft
ENCOUNTERS at or approaching an adjacent altitude or flight level,
Pilots should use appropriate procedures by which unless otherwise instructed by ATC. These proce-
an aeroplane climbing or descending to an assigned dures are intended to avoid unnecessary ACAS II
altitude or flight level, especially with an autopilot resolution advisories in aircraft at or approaching
engaged, may do so at a rate less than 8 m/s (or adjacent altitudes or flight levels. For commercial
1500 ft/min) throughout the last 300 m (or 1000 ft) operations, these procedures should be specified by
of climb or descent to the assigned altitude or flight the operator.
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2 READ-BACK OF CLEARANCES
AND SAFETY-RELATED
INFORMATION
NOTE: Provisions on read-back of clearances and
safety-related information are included in Annex 11,
Chapter 3, 3.7.3, and in the PANS-ATM (Doc 4444),
Chapter 4.
3 STABILIZED APPROACH
PROCEDURE
3.1 GENERAL
The primary safety consideration in the development
of the stabilized approach procedure shall be main-
tenance of the intended flight path as depicted in
the published approach procedure, without excessive
manoeuvring. The parameters to be considered in the
definition of a stabilized approach are listed in 3.2.
3.2 PARAMETERS FOR THE
STABILIZED APPROACH
The parameters for the stabilized approach shall be
defined by the operator’s standard operating proce-
dures (SOPs) (Section 5, Chapter 1). These param-
eters shall be included in the operator’s operations
manual and shall provide details regarding at least
the following:
a. range of speeds specific to each aircraft type;
b. minimum power setting(s) specific to each air-
craft type;
c. range of attitudes specific to each aircraft type;
d. crossing altitude deviation tolerances;
e. configuration(s) specific to each aircraft type;
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3 CREW BRIEFINGS
3.1 GENERAL
3.1.1 Operators shall establish crew briefings
as an integral part of standard operating procedures
(SOPs). Crew briefings communicate duties, stan-
dardize activities, ensure that a plan of action is
shared by crew members and enhance crew situa-
tional awareness.
3.1.2 Operators shall establish both individual
and combined crew briefings for flight crew and cabin
crew.
3.3.2 Any intended deviation from SOPs
required by operational circumstances should be
included as a specific briefing item.
3.5.3 Flight crew departure briefings should pri-
oritize all relevant conditions that exist for the take-off
and climb. They should include, but not be limited to:
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a. flight levels, for flights at or above the lowest 3.1.10 Prohibited Areas and Restricted Areas
usable flight level or, where applicable, above Aircraft shall not be flown in a prohibited area, or in
the transition altitude; a restricted area, the particulars of which have been
b. altitudes, for flights below the lowest usable flight duly published, except in accordance with the condi-
level or, where applicable, at or below the tran- tions of the restrictions or by permission of the State
sition altitude. over whose territory the areas are established.
NOTE: The system of flight levels is prescribed 3.2 AVOIDANCE OF COLLISIONS
in the Procedures for Air Navigation Services ―
Aircraft Operations, (Doc 8168) (not published NOTE: It is important that vigilance for the purpose of
herein). detecting potential collisions be not relaxed on board
an aircraft in flight, regardless of the type of flight or
3.1.4 Dropping or Spraying the class of airspace in which the aircraft is operat-
Nothing shall be dropped or sprayed from an air- ing, and while operating on the movement area of an
craft in flight except under conditions prescribed by aerodrome.
the appropriate authority and as indicated by relevant 3.2.1 Proximity
information, advice and/or clearance from the appro-
priate air traffic services unit. An aircraft shall not be operated in such proximity to
other aircraft as to create a collision hazard.
3.1.5 Towing
3.2.2 Right-of-Way
No aircraft or other object shall be towed by an air-
craft, except in accordance with requirements pre- The aircraft that has the right-of-way shall maintain its
scribed by the appropriate authority and as indicated heading and speed, but nothing in these rules shall
by relevant information, advice and/or clearance from relieve the pilot-in-command of an aircraft from the
the appropriate air traffic services unit. responsibility of taking such action, including collision
avoidance manoeuvre based on resolution advisories
3.1.6 Parachute Descents provided by ACAS equipment, as will best avert colli-
Parachute descents, other than emergency descents, sion.
shall not be made except under conditions prescribed NOTE 1: Operating procedures for use of ACAS are
by the appropriate authority and as indicated by rel- contained in AIR TRAFFIC CONTROL – International
evant information, advice and/or clearance from the Civil Aviation Organization Flight Procedures (PANS-
appropriate air traffic services unit. OPS Doc 8168, Vol I, Part VIII, Chapter 3).
3.1.7 Acrobatic Flight NOTE 2: Carriage requirements for ACAS equipment
No aircraft shall be flown acrobatically except under are addressed in Annex 6, Part I, Chapter 6 (not pub-
conditions prescribed by the appropriate authority lished herein).
and as indicated by relevant information, advice 3.2.2.1 An aircraft that is obliged by the follow-
and/or clearance from the appropriate air traffic ser- ing rules to keep out of the way of another shall avoid
vices unit. passing over, under or in front of the other, unless it
passes well clear and takes into account the effect of
3.1.8 Formation Flights aircraft wake turbulence.
Aircraft shall not be flown in formation except by
pre-arrangement among the pilots-in-command of 3.2.2.2 Approaching Head-On
the aircraft taking part in the flight and, for formation When two aircraft are approaching head-on or
flight in controlled airspace, in accordance with the approximately so and there is danger of collision,
conditions prescribed by the appropriate ATS author- each shall alter its heading to the right.
ity(ies). These conditions shall include the following: 3.2.2.3 Converging
a. the formation operates as a single aircraft with When two aircraft are converging at approximately
regard to navigation and position reporting; the same level, the aircraft that has the other on its
b. separation between aircraft in the flight shall be right shall give way, except as follows:
the responsibility of the flight leader and the a. power-driven heavier-than-air aircraft shall give
pilots-in-command of the other aircraft in the way to airships, gliders and balloons;
flight and shall include periods of transition when
aircraft are manoeuvring to attain their own sep- b. airships shall give way to gliders and balloons;
aration within the formation and during join-up c. gliders shall give way to balloons;
and break-away; and d. power-driven aircraft shall give way to aircraft
c. a distance not exceeding 1km (0.5 NM) later- which are seen to be towing other aircraft or
ally and longitudinally and 30m (100 ft) verti- objects.
cally from the flight leader shall be maintained
by each aircraft.
3.1.9 Unmanned Free Balloons
An unmanned free balloon shall be operated in such a
manner as to minimize hazards to persons, property
or other aircraft and in accordance with the conditions
specified in Appendix 4.
3.2.3.3 Except as provided by 3.2.3.5, all air- Conference on Revision of the International Regula-
craft in flight and fitted with anti-collision lights to meet tions for Preventing Collisions at Sea (London, 1972)
the requirement of 3.2.3.1a. shall display such lights may be applicable in certain cases.
also outside of the period specified in 3.2.3.1. 3.2.6.1 When two aircraft or an aircraft and a
3.2.3.4 Except as provided by 3.2.3.5, all air- vessel are approaching one another and there is a
craft: risk of collision, the aircraft shall proceed with care-
ful regard to existing circumstances and conditions
a. operating on the movement area of an aero-
including the limitations of the respective craft.
drome and fitted with anti-collision lights to meet
the requirements of 3.2.3.2c.; or 3.2.6.1.1 Converging
b. on the movement area of an aerodrome and fit- An aircraft which has another aircraft or a vessel on
ted with lights to meet the requirement of 3.2.3. its right shall give way so as to keep well clear.
2d);
3.2.6.1.2 Approaching Head-On
shall display such lights also outside the period spec-
An aircraft approaching another aircraft or a vessel
ified in 3.2.3.2.
head-on, or approximately so, shall alter its heading
3.2.3.5 A pilot shall be permitted to switch off to the right to keep well clear.
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 and
3.2.3.4 if they do or are likely to: The aircraft or vessel which is being overtaken has
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
b. subject an outside observer to harmful dazzle. 3.2.6.1.4 Landing and Taking Off
3.2.4 Simulated Instrument Flights — An air- Aircraft landing on or taking off from the water shall,
craft shall not be flown under simulated instrument in so far as practicable, keep well clear of all vessels
flight conditions unless: and avoid impeding their navigation.
a. fully functioning dual controls are installed in the 3.2.6.2 Lights to be Displayed by Aircraft
aircraft; and on the Water
b. a qualified pilot occupies a control seat to act Between sunset and sunrise or such other period
as safety pilot for the person who is flying under between sunset and sunrise as may be prescribed by
simulated instrument conditions. The safety the appropriate authority, all aircraft on the water shall
pilot shall have adequate vision forward and display lights as required by the International Regula-
to each side of the aircraft, or a competent tions for Preventing Collisions at Sea (revised 1972)
observer in communication with the safety pilot unless it is impractical for them to do so, in which case
shall occupy a position in the aircraft from which they shall display lights as closely similar as possible
the observer’s field of vision adequately supple- in characteristics and position to those required by the
ments that of the safety pilot. International Regulations.
3.2.5 Operation on and in the Vicinity NOTE 1: Specifications for lights to be shown by aero-
of an Aerodrome planes on the water are contained in the Appendices
to Parts I and II of Annex 6 (not published herein).
An aircraft operated on or in the vicinity of an aero-
drome shall, whether or not within an aerodrome traf- NOTE 2: The International Regulations for Prevent-
fic zone: ing Collisions at Sea specify that the rules concerning
lights shall be complied with from sunset to sunrise.
a. observe other aerodrome traffic for the purpose
Any lesser period between sunset and sunrise estab-
of avoiding collision;
lished in accordance with 3.2.6.2 cannot, therefore,
b. conform with or avoid the pattern of traffic be applied in areas where the International Regula-
formed by other aircraft in operation; tions for Preventing Collisions at Sea apply; e.g., on
c. make all turns to the left, when approaching for the high seas.
a landing and after taking off, unless otherwise
instructed; 3.3 FLIGHT PLANS
d. land and take off into the wind unless safety, 3.3.1 Submission of a Flight Plan
the runway configuration, or air traffic consid- 3.3.1.1 Information relative to an intended
erations determine that a different direction is flight or portion of a flight, to be provided to air traffic
preferable. services units, shall be in the form of a flight plan.
NOTE 1: See 3.6.5.1. 3.3.1.2 A flight plan shall be submitted prior to
NOTE 2: Additional rules may apply in aero- operating:
drome traffic zones. a. any flight or portion thereof to be provided with
3.2.6 Water Operations air traffic control service;
NOTE: In addition to the provisions of 3.2.6.1, rules b. any IFR flight within advisory airspace;
set forth in the International Regulations for Prevent-
ing Collisions at Sea, developed by the International
c. any flight within or into designated areas, or NOTE 1: For flight plans submitted during flight, the
along designated routes, when so required information provided in respect of this item will be an
by the appropriate ATS authority to facilitate indication of the location from which supplementary
the 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 NOTE 2: For flight plans submitted during flight, the
along designated routes, when so required by information to be provided in respect of this item will
the appropriate ATS authority to facilitate coor- be the time over the first point of the route to which
dination with appropriate military units or with air the flight plan relates.
traffic services units in adjacent States in order NOTE 3: The term “aerodrome” where used in the
to avoid the possible need for interception for the flight plan is intended to cover also sites other than
purpose of identification; aerodromes which may be used by certain types of
e. any flight across international borders. aircraft; e.g., helicopters or balloons.
NOTE: The term “flight plan” is used to mean 3.3.3 Completion of a Flight Plan
variously, full information on all items comprised
3.3.3.1 Whatever the purpose for which it is
in the flight plan description, covering the whole
submitted, a flight plan shall contain information,
route of a flight, or limited information required
as applicable, on relevant items up to and including
when the purpose is to obtain a clearance for
“Alternate aerodrome(s)” regarding the whole route
a minor portion of a flight such as to cross an
or the portion thereof for which the flight plan is
airway, to take off from, or to land at a controlled
submitted.
aerodrome.
3.3.1.3 A flight plan shall be submitted before 3.3.3.2 It shall, in addition, contain informa-
departure to an air traffic services reporting office or, tion, as applicable, on all other items when so pre-
during flight, transmitted to the appropriate air traf- scribed by the appropriate ATS authority or when oth-
fic services unit or air-ground control radio station, erwise deemed necessary by the person submitting
unless arrangements have been made for submission the flight plan.
of repetitive flight plans. 3.3.4 Changes to a Flight Plan
3.3.1.4 Unless otherwise prescribed by the Subject to the provisions of 3.6.2.2, all changes to a
appropriate ATS authority, a flight plan for a flight to flight plan submitted for an IFR flight, or a VFR flight
be provided with air traffic control service or air traffic operated as a controlled flight, shall be reported as
advisory service shall be submitted at least sixty min- soon as practicable to the appropriate air traffic ser-
utes before departure, or, if submitted during flight, at vices unit. For other VFR flights, significant changes
a time which will ensure its receipt by the appropriate to a flight plan shall be reported as soon as practica-
air traffic services unit at least ten minutes before the ble to the appropriate air traffic services unit.
aircraft is estimated to reach: NOTE 1: Information submitted prior to departure
a. the intended point of entry into a control area or regarding fuel endurance or total number of persons
advisory area; or carried on board, if incorrect at time of departure,
b. the point of crossing an airway or advisory route. constitutes a significant change to the flight plan and
as such must be reported.
3.3.2 Contents of a Flight Plan
NOTE 2: Procedures for submission of changes to
A flight plan shall comprise information regarding repetitive flight plans are contained in the PANS-ATM
such of the following items as are considered relevant (Doc 4444). (see AIR TRAFFIC CONTROL – Interna-
by the appropriate ATS authority: tional Civil Aviation Organization Air Traffic Manage-
– Aircraft identification ment)
– Flight rules and type of flight 3.3.5 Closing a Flight Plan
– Number and type(s) of aircraft and wake turbu- 3.3.5.1 Unless otherwise prescribed by the
lence category appropriate ATS authority, a report of arrival shall be
– Equipment made in person, by radiotelephony or via data link
– Departure aerodrome (see Note 1) at the earliest possible moment after landing, to the
appropriate air traffic services unit at the arrival aero-
– Estimated off-block time (see Note 2)
drome, by any flight for which a flight plan has been
– Cruising speed(s) submitted covering the entire flight or the remaining
– Cruising level(s) portion of a flight to the destination aerodrome.
– Route to be followed 3.3.5.2 When a flight plan has been submitted
– Destination aerodrome and total estimated only in respect of a portion of a flight, other than the
elapsed time remaining portion of a flight to destination, it shall,
– Alternate aerodrome(s) when required, be closed by an appropriate report to
the relevant air traffic services unit.
– Fuel endurance
– Total number of persons on board
– Emergency and survival equipment
– Other information
3.3.5.3 When no air traffic services unit exists 3.6 AIR TRAFFIC CONTROL SERVICE
at the arrival aerodrome, the arrival report, when
3.6.1 Air Traffic Control Clearances
required, shall be made as soon as practicable after
landing and by the quickest means available to the 3.6.1.1 An air traffic control clearance shall be
nearest air traffic services unit. obtained prior to operating a controlled flight, or a por-
tion of a flight as a controlled flight. Such clearance
3.3.5.4 When communication facilities at the shall be requested through the submission of a flight
arrival aerodrome are known to be inadequate and plan to an air traffic control unit.
alternate arrangements for the handling of arrival
NOTE 1: A flight plan may cover only part of a flight,
reports on the ground are not available, the following
as necessary, to describe that portion of the flight or
action shall be taken. Immediately prior to landing
those manoeuvres which are subject to air traffic con-
the aircraft shall, if practicable, transmit to the appro-
trol. A clearance may cover only part of a current flight
priate air traffic services unit, a message comparable
plan, as indicated in a clearance limit or by reference
to an arrival report, where such a report is required.
to specific manoeuvres such as taxiing, landing or
Normally, this transmission shall be made to the
taking off.
aeronautical station serving the air traffic services
unit in charge of the flight information region in which NOTE 2: If an air traffic control clearance is not satis-
the aircraft is operated. factory to a pilot-in-command of an aircraft, the pilot-
in-command may request and, if practicable, will be
3.3.5.5 Arrival reports made by aircraft shall issued an amended clearance.
contain the following elements of information:
3.6.1.2 Whenever an aircraft has requested
a. aircraft identification; a clearance involving priority, a report explaining
b. departure aerodrome; the necessity for such priority shall be submitted, if
c. destination aerodrome (only in the case of a requested by the appropriate air traffic control unit.
diversionary landing); 3.6.1.3 Potential Reclearance in Flight
d. arrival aerodrome; If prior to departure it is anticipated that depending on
e. time of arrival. fuel endurance and subject to reclearance in flight, a
NOTE: Whenever an arrival report is required, decision may be taken to proceed to a revised des-
failure to comply with these provisions may tination aerodrome, the appropriate air traffic con-
cause serious disruption in the air traffic ser- trol units shall be so notified by the insertion in the
vices and incur great expense in carrying out flight plan of information concerning the revised route
unnecessary search and rescue operations. (where known) and the revised destination.
NOTE: The intent of this provision is to facilitate a
3.4 SIGNALS reclearance to a revised destination, normally beyond
3.4.1 Upon observing or receiving any of the the filed destination aerodrome.
signals given in Appendix 1, aircraft shall take such 3.6.1.4 An aircraft operated on a controlled
action as may be required by the interpretation of the aerodrome shall not taxi on the manoeuvring area
signal given in that Appendix. without clearance from the aerodrome control tower
3.4.2 The signals of Appendix 1 shall, when and shall comply with any instructions given by that
used, have the meaning indicated therein. They shall unit.
be used only for the purpose indicated and no other 3.6.2 Adherence to Flight Plan
signals likely to be confused with them shall be used.
3.6.2.1 Except as provided for in 3.6.2.2 and
3.5 TIME 3.6.2.4, an aircraft shall adhere to the current flight
3.5.1 Coordinated Universal Time (UTC) shall plan or the applicable portion of a current flight plan
be used and shall be expressed in hours and min- submitted for a controlled flight unless a request for
utes and, when required, seconds of the 24-hour day a change has been made and clearance obtained
beginning at midnight. from the appropriate air traffic control unit, or unless
an emergency situation arises which necessitates
3.5.2 A time check shall be obtained prior to immediate action by the aircraft, in which event as
operating a controlled flight and at such other times soon as circumstances permit, after such emergency
during the flight as may be necessary. authority is exercised, the appropriate air traffic ser-
NOTE: Such time check is normally obtained from vices unit shall be notified of the action taken and
an air traffic services unit unless other arrangements that this action has been taken under emergency
have been made by the operator or by the appropriate authority.
ATS authority.
3.6.2.1.1 Unless otherwise authorized by
3.5.3 Whenever time is utilized in the application the appropriate ATS authority or directed by the
of data link communications, it shall be accurate to appropriate air traffic control unit, controlled flights
within 1 second of UTC. shall, in so far as practicable:
a. when on an established ATS route, operate
along the defined centre line of that route; or
b. when on any other route operate directly
between the navigation facilities and/or points
defining that route.
NOTE 1: SELCAL or similar automatic signaling the International Aeronautical and Maritime Search
devices satisfy the requirement to maintain an and Rescue (IAMSAR) Manual (DOC 9731) (not pub-
air-ground voice communication watch. lished herein).
NOTE 2: The requirement for an aircraft to maintain 3.8.1 Interception of civil aircraft shall be gov-
an air-ground voice communication watch remains in erned by appropriate regulations and administrative
effect after CPDLC has been established. directives issued by contracting States in compliance
with the Convention on International Civil Aviation,
3.6.5.2 Communications Failure
and in particular Article 3(d) under which contracting
See EMERGENCY Section for related Communica- States undertake, when issuing regulations for their
tion Failure Information. State aircraft, to have due regard for the safety of nav-
3.7 UNLAWFUL INTERFERENCE igation of civil aircraft.
See EMERGENCY Section for related Unlawful Inter- See EMERGENCY Section for related Interception
ference Information. Information.
NOTE: Responsibility of ATS units in situations of 3.9 VMC VISIBILITY AND DISTANCE
unlawful interference is contained in Annex 11 (not FROM CLOUDS MINIMA
published herein).
VMC visibility and distance from clouds minima are
3.8 INTERCEPTION contained in Table 3-1.
NOTE: The word “interception” in this context does
not include intercept and escort service provided, on
request, to an aircraft in distress, in accordance with
CHAPTER 4 — VISUAL FLIGHT RULES a. when the ceiling is less than 450m (1500 ft); or
4.1 Except when operating as a special VFR b. when the ground visibility is less than 5km.
flight, VFR flights shall be conducted so that the 4.3 VFR flights between sunset and sunrise, or
aircraft is flown in conditions of visibility and distance such other period between sunset and sunrise as
from clouds equal to or greater than those specified may be prescribed by the appropriate ATS authority,
in Table 3-1. shall be operated in accordance with the conditions
4.2 Except when a clearance is obtained from an prescribed by such authority.
air traffic control unit, VFR flights shall not take off or 4.4 Unless authorized by the appropriate ATS
land at an aerodrome within a control zone, or enter authority, VFR flights shall not be operated:
the aerodrome traffic zone or traffic pattern:
a. above FL200;
5.3 RULES APPLICABLE TO IFR are not subjected to clearances and that two-way
FLIGHTS OUTSIDE CONTROLLED communication will be maintained with the unit pro-
AIRSPACE viding the air traffic advisory service.
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4.2 VISUAL GROUND SIGNALS 4.2.2 Need for Special Precautions While
NOTE: For details of visual ground aids, see Annex Approaching or Landing
14 (not published herein). A horizontal red square panel with one yellow diag-
onal when displayed in a signal area indicates that
4.2.1 Prohibition of Landing
owing to the bad state of the manoeuvring area, or
A horizontal red square panel with yellow diagonals for any other reason, special precautions must be
when displayed in a signal area indicates that land- observed in approaching to land or in landing.
ings are prohibited and that the prohibition is liable to
be prolonged.
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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.
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4.2.4 Closed Runways or Taxiways yellow background indicates the location of the air
Crosses of a single contrasting color, yellow or white, traffic services reporting office.
displayed horizontally on runways and taxiways or
parts thereof indicate an area unfit for movement of
aircraft.
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5 MARSHALLING SIGNALS
5.1 FROM A SIGNALMAN TO AN
AIRCRAFT
NOTE 1: These signals are designed for use by the
signalman, with hands illuminated as necessary to
facilitate observation by the pilot, and facing the air-
craft in a position:
a) for fixed wing aircraft: on left side of aircraft
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5.1.1.5 Turn
5.1.1.1 Wingwalker/guide
a) Turn left (from pilot’s point of view): With right
Raise right hand above head level with wand pointing
arm and wand extended at a 90-degree angle
up; move left-had wand pointing down toward body.
to body, make “come ahead” signal with left
NOTE: This signal provides an indication by a hand. The rate of signal motion indicates to pilot
person positioned at the aircraft wing tip, to the the rate of aircraft turn.
pilot/marshaller/push-back operator, that the aircraft
movement on/off a parking position would be unob-
structed.
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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.
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5.1.1.8 Chocks
1218141140000
a) Chocks inserted: With arms and wands fully 5.1.1.11 Slow Down
extended above head, move wands inward in Move extended arms downwards in a “patting” ges-
a “jabbing” motion until wands touch. Ensure ture, moving wands up and down from waist to knees.
acknowledgement is received from flight crew.
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1218141140000
b) Chocks removed: With arms and wands fully 5.1.1.12 Slow Down Engine(s) on
extended above head, move wands outward in Indicated Side
a “jabbing” motion. Do not remove chocks until With arms down and wands toward ground, wave
authorized by flight crew. either right or left wand up and down indicating
engine(s) on left or right side respectively should be
slowed down.
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Fully extend arms and wands downwards at a 5.1.1.25 Disconnect power (Technical/
45-degree angle to sides. Hold position until aircraft Servicing Communication Signal)
is clear for next manoeuvre. Hold arms fully extended above head with finger tips
of right hand touching open horizontal palm of left
hand (forming a “T”); then move right hand away from
the left. Do not disconnect power until authorized by
flight crew. At night, illuminated wands can also be
used to form the “T” above head.
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5.1.1.28 Open/Close Stairs (Technical/ aircraft movement process that relate to servicing or
Servicing Communication Signal) handling functions.
With right arm at side and left arm raised above head
at a 45-degree angle, move right arm in a sweeping 6. STANDARD EMERGENCY
motion towards top of left shoulder. HAND SIGNALS
NOTE: This signal is intended mainly for aircraft with The following hand signals are established as the
the set of integral stairs at the front. minimum required for emergency communication
between the aircraft rescue and firefighting (ARFF)
incident commander/ARFF firefighters and the cock-
pit and/or cabin crews of the incident aircraft. ARFF
emergency hand signals should be given from the
left front side of the aircraft for the flight crew.
NOTE: In order to communicate more effectively with
the cabin crew, emergency hand signals may be
given by firefighters from other positions.
6.1 Recommend evacuation
Evacuation recommended based on ARFF and inci-
1256657493000
5.2 FROM THE PILOT OF AN AIRCRAFT dent commander’s assessment of external situation.
TO A SIGNALMAN Arm extended from body and held horizontal with
NOTE: hand upraised at eye level. Execute beckoning arm
a. These signals are designed for use by a pilot in motion angled backward. Non-beckoning arm held
the cockpit with hands plainly visible to the sig- against body.
nalman, and illuminated as necessary to facili- Night — same with wands.
tate observation by the signalman.
b. The aircraft engines are numbered in relation to
the signalman facing the aircraft, from right to left
(i.e., No. 1 engine being the port outer engine).
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APPENDIX 2 — INTERCEPTION
OF CIVIL AIRCRAFT
1 PRINCIPLES TO BE OBSERVED
BY STATES
1.1 To achieve the uniformity in regulations which
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is necessary for the safety of navigation of civil aircraft
due regard shall be had by Contracting States to the
6.2 Recommended stop following principles when developing regulations and
Recommend evacuation in progress be halted. Stop administrative directives:
aircraft movement or other activity in progress. a. Interception of civil aircraft will be undertaken
Arms in front of head, crossed at wrists. only as a last resort;
b. If undertaken, an interception will be limited to
Night — same with wands. 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,
restricted 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 informa-
tion will be given to an intercepted aircraft by
radiotelephony, whenever radio contact can be
1258487164000
Move right hand in a “fanning” motion from shoulder 1.3 Contracting States shall ensure that provision
to knee, while at the same time pointing with left hand is made for the use of secondary surveillance radar,
to area of fire. where available, to identify civil aircraft in areas where
they may be subject to interception.
Night — same with wands.
2 ACTION BY INTERCEPTED
AIRCRAFT
See EMERGENCY Section for related information.
APPENDIX 3 — TABLES OF
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CRUISING LEVELS
The cruising levels to be observed when so required
by this Annex are as follows:
q$z
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
010 300 1000 — — — 020 600 2000 — — —
030 900 3000 035 1050 3500 040 1200 4000 045 1350 4500
050 1500 5000 055 1700 5500 060 1850 6000 065 2000 6500
070 2150 7000 075 2300 7500 080 2450 8000 085 2600 8500
090 2750 9000 095 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.
** 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
010 300 1000 — — — 020 600 2000 — — —
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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
030 900 3000 035 1050 3500 040 1200 4000 045 1350 4500
050 1500 5000 055 1700 5500 060 1850 6000 065 2000 6500
070 2150 7000 075 2300 7500 080 2450 8000 085 2600 8500
090 2750 9000 095 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 41,000 420 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).
12
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.
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4.5.1.3 The issuance of air traffic control clear- dures permit. Such clearance shall be for cruise climb
ances by air traffic control units constitutes authority either above a specified level or between specified
for an aircraft to proceed only in so far as known air levels.
traffic is concerned. ATC clearances do not constitute
4.5.7 Description of Air Traffic Control
authority to violate any applicable regulations for pro-
Clearances
moting the safety of flight operations or for any other
purpose; neither do clearances relieve a pilot-in-com- 4.5.7.1 Clearance Limit
mand of any responsibility whatsoever in connection 4.5.7.1.1 A clearance limit shall be
with a possible violation of applicable rules and reg- described by specifying the name of the appro-
ulations. priate significant point, or aerodrome, or controlled
4.5.1.4 ATC units shall issue such ATC clear- airspace boundary.
ances as are necessary to prevent collisions and to 4.5.7.1.3 If an aircraft has been cleared to
expedite and maintain an orderly flow of air traffic. an intermediate point in adjacent controlled airspace,
4.5.1.5 ATC clearances must be issued early the appropriate ATC unit will then be responsible for
enough to ensure that they are transmitted to the air- issuing, as soon as practicable, an amended clear-
craft in sufficient time for it to comply with them. ance to the destination aerodrome.
4.5.2 Aircraft Subject to ATC for Part of Flight 4.5.7.1.4 When the destination aerodrome
is outside controlled airspace, the ATC unit respon-
4.5.2.1 When a flight plan specifies that the
sible for the last controlled airspace through which an
initial portion of a flight will be uncontrolled, and that
aircraft will pass shall issue the appropriate clearance
the subsequent portion of the flight will be subject to
for flight to the limit of that controlled airspace.
ATC, the aircraft shall be advised to obtain its clear-
ance from the ATC unit in whose area controlled flight 4.5.7.2 Route of Flight
will be commenced. 4.5.7.2.1 The route of flight shall be detailed
4.5.2.2 When a flight plan specifies that the in each clearance when deemed necessary. The
first portion of a flight will be subject to ATC, and that phrase “cleared via flight planned route” may be
the subsequent portion will be uncontrolled, the air- used to describe any route or portion thereof, pro-
craft shall normally be cleared to the point at which vided the route or portion thereof is identical to that
the controlled flight terminates. filed in the flight plan and sufficient routing details are
given to definitely establish the aircraft on its route.
4.5.3 Flights Through Intermediate Stops The phrases “cleared via (designation) departure”
4.5.3.1 When an aircraft files, at the departure or “cleared via (designation) arrival” may be used
aerodrome, flight plans for the various stages of flight when standard departure or arrival routes have been
through intermediate stops, the initial clearance limit established by the appropriate ATS authority and
will be the first destination aerodrome and new clear- published in Aeronautical Information Publications
ances shall be issued for each subsequent portion of (AIPs).
flight.
4.5.7.5 Readback of Clearances
4.5.3.2 The flight plan for the second stage, 4.5.7.5.1 The flight crew shall read back to
and each subsequent stage, of a flight through inter- the air traffic controller safety-related parts of ATC
mediate stops will become active for ATS and search clearances and instructions which are transmitted by
and rescue (SAR) purposes only when the appropri- voice. The following items shall always be read back:
ate ATS unit has received notification that the aircraft
a. ATC route clearances;
has departed from the relevant departure aerodrome,
except as provided for in 4.5.3.3. b. clearances and instructions to enter, land on,
take off from, hold short of, cross, taxi and back-
4.5.3.3 By prior arrangement between ATC track on any runway; and
units and the operators, aircraft operating on an
c. runway-in-use, altimeter settings, SSR codes,
established schedule may, if the proposed route
level instructions, heading and speed instruc-
of flight is through more than one control area, be
tions and, whether issued by the controller or
cleared through intermediate stops within other con-
contained in automatic terminal information ser-
trol areas but only after coordination between the
vice (ATIS) broadcasts, transition levels.
ACCs concerned.
NOTE: If the level of an aircraft is reported in
4.5.6 En-route Aircraft relation to standard pressure 1 013.2 hPa, the
4.5.6.1 General words “FLIGHT LEVEL” precede the level fig-
ures. If the level of the aircraft is reported in rela-
4.5.6.1.2 After the initial clearance has been
tion to QNH/QFE, the figures are followed by the
issued to an aircraft at the point of departure, it will be
word “METRES” or "FEET”, as appropriate.
the responsibility of the appropriate ATC unit to issue
an amended clearance whenever necessary and to 4.5.7.5.1.1 Other clearances or instruc-
issue traffic information, if required. tions, including conditional clearances, shall be read
back or acknowledged in a manner to clearly indicate
4.5.6.1.3 When so requested by the flight that they have been understood and will be complied
crew, an aircraft shall be cleared for cruise climb with.
whenever traffic conditions and coordination proce-
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4.5.7.5.2 The controller shall listen to the transition layer, vertical position shall be expressed
readback to ascertain that the clearance or instruc- in terms of flight levels when climbing and in terms of
tion has been correctly acknowledged by the flight altitudes when descending.
crew and shall take immediate action to correct any
4.10.1.2 When an aircraft which has been given
discrepancies revealed by the readback.
clearance to land is completing its approach using
4.5.7.5.2.1 Unless specified by the appro- atmospheric pressure at aerodrome elevation (QFE),
priate ATS authority, voice readback of controller-pilot the vertical position of the aircraft shall be expressed
data link communications (CPDLC) messages shall in terms of height above aerodrome elevation during
not be required. that portion of its flight for which QFE may be used,
NOTE: The procedures and provisions relating to the except that it shall be expressed in terms of height
exchange and acknowledgement of CPDLC mes- above runway threshold elevation:
sages are contained in Annex 10, Volume II and the a. for instrument runways, if the threshold is 2
PANS-ATM, Chapter 14. metres (7 feet) or more below the aerodrome
elevation; and
4.8 CHANGE FROM IFR TO VFR FLIGHT
b. for precision approach runways.
4.8.1 Change from instrument flight rules
(IFR) flight to visual flight rules (VFR) flight is 4.10.1.3 For flights en route, the vertical posi-
only acceptable when a message initiated by the tion of aircraft shall be expressed in terms of:
pilot-in-command containing the specific expression a. flight levels at or above the lowest usable flight
“CANCELLING MY IFR FLIGHT”, together with the level;
changes, if any, to be made to the current flight plan, b. altitudes below the lowest usable flight level;
is received by an air traffic services unit. No invitation except where, on the basis of regional air naviga-
to change from IFR flight to VFR flight is to be made tion agreements, a transition altitude has been estab-
either directly or by inference. lished for a specified area, in which case the provi-
4.8.2 No reply, other than the acknowledgment sions of 4.10.1.1 shall apply.
“IFR FLIGHT CANCELLED AT . . . (time)”, should
4.11 POSITION REPORTING
normally be made by an air traffic services unit.
4.11.1 Transmission of Position Reports
4.8.3 When an ATS unit is in possession of infor-
mation that instrument meteorological conditions are 4.11.1.1 On routes defined by designated sig-
likely to be encountered along the route of flight, a nificant points, position reports shall be made when
pilot changing from IFR flight to VFR flight should, if over, or as soon as possible after passing, each des-
practicable, be so advised. ignated compulsory reporting point, except as pro-
vided in 4.11.1.3. Additional reports over other points
4.9 WAKE TURBULENCE CATEGORIES may be requested by the appropriate ATS unit.
4.9.1 Wake Turbulence Categories of 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, except
cated take-off mass as follows: as provided in 4.11.1.3. Additional reports at shorter
a. HEAVY (H) – all aircraft types of 136,000kg or intervals of time may be requested by the appropriate
more; ATS unit.
b. MEDIUM (M) – aircraft types less than 4.11.1.3 Under conditions specified by the
136,000kg but more than 7000kg; and appropriate 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
Category the meteorological requirement for the making and
For aircraft in the heavy wake turbulence category the reporting of routine aircraft observations.
word “Heavy” shall be included immediately after the NOTE: This is intended to apply in cases where ade-
aircraft call sign in the initial radiotelephony contact quate flight progress data are available from other
between such aircraft and ATS units. sources; e.g., radar, or ADS-B (see Chapter 8, 8.6.4.
4), or ADS-C (see Chapter 13), and in other circum-
4.10 ALTIMETER SETTING
stances where the omission of routine reports from
PROCEDURES selected flights is found to be acceptable.
4.10.1 Expression of Vertical Position
of Aircraft
4.10.1.1 For flights in the vicinity of aerodromes
and within terminal control areas, the vertical position
of aircraft shall, except as provided for in 4.10.1.2,
be expressed in terms of altitudes at or below the
transition altitude and in terms of flight levels at or
above the transition level. While passing through the
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4.11.1.4 The position reports required by sion and contents of automatic dependent surveil-
4.11.1.1 and 4.11.1.2 shall be made to the ATS unit lance–contract (ADS-C) reports shall be established
serving the airspace in which the aircraft is operated. by the controlling ATC unit on the basis of current
In addition, when so prescribed by the appropriate operational conditions and communicated to the air-
ATS authority in aeronautical information publica- craft and acknowledged through an ADS-C agree-
tions or requested by the appropriate ATS unit, the ment.
last position report before passing from one FIR or
4.11.5 Contents of ADS–C Reports
control area to an adjacent FIR or control area shall
be made to the ATS unit serving the airspace about 4.11.5.1 ADS–C reports shall be composed of
to be entered. data blocks selected from the following:
a. Aircraft Identification
4.11.2 Contents of Voice Position Reports
b. Basic ADS-C:
4.11.2.1 The position reports required by
4.11.1.1 and 4.11.1.2 shall contain the following latitude
elements of information, except that elements (4), longitude
(5) and (6) may be omitted from position reports altitude
transmitted by radiotelephony, when so prescribed
time
on the basis of regional air navigation agreements:
figure of merit
1. aircraft identification;
c. Ground Vector:
2. position;
track
3. time;
ground speed
4. flight level or altitude, including passing level and
rate of climb or descent
cleared level if not maintaining the cleared level;
d. Air Vector:
5. next position and time over; and
heading
6. ensuing significant point.
Mach or IAS
4.11.2.1.1 Element (4), flight level or altitude,
shall, however, be included in the initial call after a rate of climb or descent
change of air-ground voice communication channel. e. Projected Profile:
4.11.2.2 When assigned a speed to maintain, next way-point
the flight crew shall include this speed in their position estimated altitude at next way-point
reports. The assigned speed shall also be included estimated time at next way-point
in the initial call after a change of air-ground voice
(next + 1) way-point
communication channel, whether or not a full position
report is required. estimated altitude at (next + 1) way-point
NOTE: Omission of element (4) may be possible estimated time at (next + 1) way-point
when flight level or altitude, as appropriate, derived f. Meteorological Information:
from pressure-altitude information can be made con- wind speed
tinuously available to controllers in labels associated
wind direction
with the position indication of aircraft and when ade-
quate procedures have been developed to guarantee wind quality flag
the safe and efficient use of this altitude information. temperature
4.11.3 Radiotelephony Procedures for turbulence (if available)
Air-Ground Voice Communication humidity (if available)
Channel Changeover g. Short-term Intent
When so prescribed by the appropriate ATS author- latitude at projected intent point
ity, the initial call to an ATC unit after a change of
longitude at projected intent point
air-ground voice communication channel shall con-
tain the following elements: altitude at projected intent point
a. designation of the station being called; time of projection
b. call sign and, for aircraft in the heavy wake tur- If an altitude, track or speed change is predicted
bulence category, the word “Heavy”; to occur between the aircraft’s current position
and the projected intent point, additional infor-
c. level, including passing and cleared levels if not
mation would be provided in an intermediate
maintaining the cleared level;
intent block as follows:
d. speed, if assigned by ATC; and
distance from current point to change point
e. additional elements, as required by the appro-
track from current point to change point
priate ATS authority.
altitude at change point
4.11.4 Transmission of ADS–C 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-
Next way-point
Estimated altitude at next way-point phony when so prescribed on the basis of regional
Estimated time at next way-point air navigation agreements, that element may not be
omitted from Section 1 of an air-report.
(Next + 1) way-point
Estimated altitude at (next + 1) way-point 4.12.3 Contents of Special Air-Reports
Estimated time at (next + 1) way-point 4.12.3.1 Special air-reports shall be made by
all aircraft whenever the following conditions are
(Next + 2) way-point
encountered or observed:
Estimated altitude at (next + 2) way-point
a. severe turbulence; or
Estimated time at (next + 2) way-point
b. severe icing; or
[repeated for up to (next + 128) way-points]
c. severe mountain wave; or
4.12 REPORTING OF OPERATIONAL AND d. thunderstorms, without hail that are obscured,
METEOROLOGICAL INFORMATION embedded, widespread or in squall-lines; or
4.12.1 General e. thunderstorms, with hail that are obscured,
4.12.1.1 When operational and/or routine embedded, widespread or in squall-lines; or
meteorological information is to be reported by an f. heavy dust storm or heavy sandstorm; or
aircraft en route at points or times where position g. volcanic ash cloud; or
reports are required in accordance with 4.11.1.1 and
h. pre-eruption volcanic activity or a volcanic erup-
4.11.1.2, the position report shall be given in the form
tion.
of a routine air-report. Special aircraft observations
shall be reported as special air-reports. All air-reports NOTE: Pre-eruption volcanic activity in this con-
shall be reported as soon as is practicable. text means unusual and/or increasing volcanic
activity which could presage a volcanic eruption.
4.12.2 Contents of Routine Air-Reports
In addition, in the case of transonic and super-
4.12.2.1 Routine air-reports transmitted by sonic flight;
voice or data link, when ADS is not being applied,
i. moderate turbulence; or
shall give information relating to such of the follow-
ing elements as are necessary for compliance with j. hail; or
4.12.2.2: k. cumulonimbus clouds.
– Section 1 — Position Information: 4.12.3.2 When air-ground data link is used,
1. Aircraft identification special air-reports shall contain the following ele-
ments:
2. Position
– Message type designator
3. Time
– Aircraft identification
4. Flight level or altitude
– Data block 1:
5. Next position and time over
• Latitude
6. Ensuing significant point.
• Longitude
– Section 2 — Operational Information:
• Pressure-altitude
7. Estimated time of arrival
• Time
8. Endurance.
– Data block 2:
– Section 3 — Meteorological Information:
• Wind direction
9. Air temperature
• Wind speed
10. Wind direction
• Temperature
11. Wind speed
• Turbulence (if available)
12. Turbulence
• Humidity (if available)
13. Aircraft icing
– Data block 3:
14. Humidity (if available).
• Condition prompting the issuance of the spe-
4.12.2.2 Section 1 of the air-report is obligatory,
cial air-report; to be selected from the list a. to
except that elements (5) and (6) thereof may be omit-
k. presented under 4.12.3.1 above.
ted when so prescribed on the basis of regional air
navigation agreements. Section 2 of the air-report, 4.12.3.3 When voice communications are
or a portion thereof, shall only be transmitted when used, special air-reports shall contain the following
so requested by the operator or a designated repre- elements:
sentative, or when deemed necessary by the pilot-in- – Message type designator
command. Section 3 of the air-report shall be trans- – Section 1 — Position Information:
mitted in accordance with Annex 3, 5.3.2 .
1. Aircraft identification
NOTE: While element 4., flight level or altitude, may,
2. Position
in accordance with 4.11.2.1, be omitted from the con-
tents of a position report transmitted by radiotele- 3. Time
4. Flight level or altitude
– Section 3 — Meteorological Information:
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6.5.3.5 For successive visual approaches, d. other aircraft as may be determined by the
separation shall be maintained by the controller until appropriate authority.
the pilot of a succeeding aircraft reports having the 6.5.6.1.2 Succeeding aircraft shall be
preceding aircraft in sight. The aircraft shall then cleared for approach:
be instructed to follow and maintain own separation
a. when the preceding aircraft has reported that it
from the preceding aircraft. When both aircraft are of
is able to complete its approach without encoun-
a heavy wake turbulence category, or the preceding
tering instrument meteorological conditions; or
aircraft is of a heavier wake turbulence category than
the following, and the distance between the aircraft is b. when the preceding aircraft is in communication
less than the appropriate wake turbulence minimum, with and sighted by the aerodrome control tower
the controller shall issue a caution of possible wake and reasonable assurance exists that a normal
turbulence. The pilot-in-command of the aircraft landing can be accomplished; or
concerned shall be responsible for ensuring that the c. when timed approaches are used, the preceding
spacing from a preceding aircraft of a heavier wake aircraft has passed the defined point inbound
turbulence category is acceptable. If it is determined and reasonable assurance exists that a normal
that additional spacing is required, the flight crew landing can be accomplished;
shall inform the ATC unit accordingly, stating their NOTE: See 6.5.6.2.1 concerning timed
requirements. approach procedures.
6.5.4 Instrument Approach d. when the use of an ATS surveillance system
6.5.4.1 The approach control unit shall spec- confirms that the required longitudinal spacing
ify the instrument approach procedure to be used by between succeeding aircraft has been estab-
arriving aircraft. A flight crew may request an alterna- lished.
tive procedure and, if circumstances permit, should 6.5.6.1.4 If the pilot of an aircraft in an
be cleared accordingly. approach sequence has indicated an intention to
hold for weather improvement, or for other reasons,
6.5.4.3 If visual reference to terrain is estab-
such action shall be approved. However, when other
lished before completion of the approach procedure,
holding aircraft indicate intention to continue their
the entire procedure must nevertheless be executed
approach-to-land, the pilot desiring to hold will be
unless the aircraft requests and is cleared for a visual
cleared to an adjacent fix for holding awaiting weather
approach.
change or re-routing. Alternatively, the aircraft should
6.5.5 Holding be given a clearance to place it at the top of the
6.5.5.5 Holding and holding pattern entry approach sequence so that other holding aircraft
shall be accomplished in accordance with proce- may be permitted to land. Coordination shall be
dures established by the appropriate ATS authority effected with any adjacent ATC unit or control sector,
and published in AIPs. If entry and holding proce- when required, to avoid conflict with the traffic under
dures have not been published, or if the procedures the jurisdiction of that unit or sector.
are not known to a flight crew, the appropriate air 6.5.6.2 Sequencing and Spacing of
traffic control unit shall specify the designator of the Instrument Approaches
location or aid to be used, the inbound track, radial
or bearing, direction of turn in the holding pattern as 6.5.6.2.1 TIMED APPROACH
well as the time of the outbound leg or the distances PROCEDURES
between which to hold. 6.5.6.2.1.1 Subject to approval by the
appropriate ATS authority, the following procedure
6.5.5.9 If an aircraft is unable to comply with
should be utilized as necessary to expedite the
the published or cleared holding procedure, alterna-
approaches of a number of arriving aircraft:
tive instructions shall be issued.
a. a suitable point on the approach path, which
6.5.6 Approach Sequence shall be capable of being accurately determined
6.5.6.1 General by the pilot, shall be specified, to serve as a
check point in timing successive approaches;
The following procedures shall be applied whenever
approaches are in progress: b. aircraft shall be given a time at which to pass
the specified point inbound, which time shall
6.5.6.1.1 The approach sequence shall be be determined with the aim of achieving the
established in a manner which will facilitate arrival of desired interval between successive landings on
the maximum number of aircraft with the least aver- the runway while respecting the applicable sep-
age delay. Priority shall be given to: aration minima at all times, including the period
a. an aircraft which anticipates being compelled to of runway occupancy.
land because of factors affecting the safe oper- 6.5.6.2.1.2 The time at which aircraft
ation of the aircraft (engine failure, shortage of should pass the specified point shall be determined
fuel, etc.); by the unit providing approach control service and
b. hospital aircraft or aircraft carrying any sick or notified to the aircraft sufficiently in advance to permit
seriously injured person requiring urgent medi- the pilot to arrange the flight path accordingly.
cal attention.
c. aircraft engaged in search and rescue opera-
tions; and
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6.5.6.2.1.3 Each aircraft in the approach a. the sudden occurrence of hazards (e.g. unau-
sequence shall be cleared to pass the specified point thorized traffic on the runway);
inbound at the previously notified time, or any revi- b. significant variations in the current surface wind,
sion thereof, after the preceding aircraft has reported expressed in terms of minimum and maximum
passing the point inbound. values;
6.6 INFORMATION FOR ARRIVING c. significant changes in runway surface condi-
AIRCRAFT tions;
6.6.1 As early as practicable after an aircraft d. changes in the operational status of required
has established communication with the unit provid- visual or non-visual aids;
ing approach control service, the following elements e. changes in observed RVR value(s), in accor-
of information, in the order listed, shall be transmitted dance with the reported scale in use, or changes
to the aircraft, with the exception of such elements in the visibility representative of the direction of
which it is known the aircraft has already received: approach and landing.
a. type of approach and runway-in-use 6.7 OPERATIONS ON PARALLEL OR
b. meteorological information, as follows: NEAR-PARALLEL RUNWAYS
1. surface wind direction and speed, including
6.7.2 Departing Aircraft
significant variations;
2. visibility and, when applicable, runway 6.7.2.1 Types of Operation
visual range (RVR); Parallel runways may be used for independent instru-
3. present weather; ment departures as follows:
4. cloud below 1500m (5000 ft) or below the a. both runways are used exclusively for depar-
highest minimum sector altitude, whichever tures (independent departures);
is greater; cumulonimbus; if the sky is b. one runway is used exclusively for departures
obscured, vertical visibility when available; while the other runway is used for a mixture of
5. air temperature; arrivals and departures (semi-mixed operation);
and
6. dew point temperature, inclusion deter-
mined on the basis of a regional air navi- c. both runways are used for mixed arrivals and
gation agreement; departures (mixed operation).
7. altimeter setting(s); 6.7.2.2 Requirements and Procedures for
8. any available information on signifi- Independent Parallel Departures
cant meteorological phenomena in the Independent IFR departures may be conducted from
approach area; and parallel runways provided:
9. trend-type landing forecast, when avail- a. the runway centre lines are spaced by the dis-
able. tance specified in Annex 14, Volume I;
c. current runway surface conditions, in case of b. the departure tracks diverge by at least 15
precipitants or other temporary hazards; degrees immediately after take-off;
d. changes in the operational status of visual and c. suitable surveillance radar capable of identifica-
non visual aids essential for approach and land- tion of the aircraft within 2km (1.0 NM) from the
ing. end of the runway is available; and
6.6.4 At the commencement of final approach, d. ATS operational procedures ensure that the
the following information shall be transmitted to air- required track divergence is achieved.
craft:
6.7.3 Arriving Aircraft
a. significant changes in the mean surface wind
direction and speed; 6.7.3.1 Types of Operations
NOTE: Significant changes are specified in 6.7.3.1.1 Parallel runways may be used for
Annex 3, Chapter 4. However, if the controller simultaneous instrument operations for:
possesses wind information in the form of com- a. independent parallel approaches; or
ponents, the significant changes are: b. dependent parallel approaches; or
– Mean head-wind component: 19km/h (10 kt) c. segregated parallel operations.
– Mean tail-wind component: 4km/h (2 kt)
6.7.3.2 Requirements and Procedures for
– Mean cross-wind component: 9km/h (5 kt) Independent Parallel Approaches
b. the latest information, if any, on wind shear 6.7.3.2.1 Independent parallel approaches
and/or turbulence in the final approach area; may be conducted to parallel runways provided that:
c. the current visibility representative of the direc- a. The runway centre lines are spaced by the dis-
tion of approach and landing or, when provided, tance specified in Annex 14, Volume I; and
the current runway visual range value(s) and the
1. where runway centre lines are spaced
trend.
by less than 1310m but not less than
6.6.5 During final approach, the following infor- 1035m, suitable secondary surveillance
mation shall be transmitted without delay: radar (SSR) equipment, with a minimum
azimuth accuracy of 0.06 degrees (one 6.7.3.2.2 As early as practicable after an air-
sigma), an update period of 2.5 seconds craft has established communication with approach
or less, and a high resolution display pro- control, the aircraft shall be advised that independent
viding position prediction and deviation parallel approaches are in force. This information may
alert, is available; or be provided through the ATIS broadcasts.
2. where runway centre lines are spaced by 6.7.3.2.8 When an aircraft is observed to
less than 1525m but not less than 1310m, overshoot the turn-on or to continue on a track which
SSR equipment with performance specifi- will penetrate the NTZ, the aircraft shall be instructed
cations other than the foregoing may be to return immediately to the correct track.
applied, provided they are equal to or better
than those stated under 3. below, and when 6.7.3.2.9 When an aircraft is observed pen-
it is determined that the safety of aircraft etrating the NTZ, the aircraft on the adjacent ILS
operation would not be adversely affected; localizer course or MLS final approach track shall
or be instructed to immediately climb and turn to the
assigned altitude/height and heading in order to
3. where runway centre lines are spaced by
avoid the deviating aircraft. Where parallel approach
1525m or more, suitable surveillance radar
obstacle assessment surfaces (PAOAS) criteria are
with a minimum azimuth accuracy of 0.3
applied for the obstacle assessment, the air traffic
degrees (one sigma) and an update period
controller shall not issue the heading instruction to
of 5 seconds or less is available;
the aircraft below 120m (400 ft) above the runway
b. Instrument landing system (ILS) and/or threshold elevation, and the heading instruction shall
microwave landing system (MLS) approaches not exceed 45 degrees track difference with the ILS
are being conducted on both runways; localizer course or MLS final approach track.
c. the missed approach track for one approach
6.7.3.2.10 Flight path monitoring using radar
diverges by at least 30 degrees from the missed
shall not be terminated until:
approach track of the adjacent approach;
a. visual separation is applied, provided proce-
d. an obstacle survey and evaluation is completed,
dures ensure that both controllers are advised
as appropriate, for the areas adjacent to the final
whenever visual separation is applied;
approach segments;
b. the aircraft has landed, or in the case of a missed
e. aircraft are advised of the runway identification
approach, is at least 2km (1.0 NM) beyond the
and ILS localizer or MLS frequency as early as
departure end of the runway and adequate sep-
possible;
aration with any other traffic is established.
f. vectoring is used to intercept the ILS localizer
NOTE: There is no requirement to advise the
course or the MLS final approach track;
aircraft that flight path monitoring using radar is
g. a no-transgression zone (NTZ) at least 610m terminated.
(2000 ft) wide is established equidistant
between extended runway centre lines and 6.7.3.4 Requirements and Procedures for
is depicted on the situation display; Dependent Parallel Approaches
h. separate controllers monitor the approaches to 6.7.3.4.1 Dependent parallel approaches
each runway and ensure that when the 300m may be conducted to parallel runways provided;
(1000 ft) vertical separation is reduced: a. the runway centre lines are spaced by the dis-
1. aircraft do not penetrate the depicted NTZ; tance specified in Annex 14, Volume I;
and b. the aircraft are vectored to intercept the final
2. the applicable minimum longitudinal sep- approach track;
aration between aircraft on the same ILS c. suitable surveillance radar with a minimum
localizer course or MLS final approach azimuth accuracy of 0.3 degrees (one sigma)
track is maintained; and and update period of 5 seconds or less is avail-
i. if no dedicated radio channels are available for able;
the controllers to control the aircraft until landing: d. ILS and/or MLS approaches are being con-
1. transfer of communication of aircraft to the ducted on both runways;
respective aerodrome controller’s channel e. aircraft are advised that approaches are in use
is effected before the higher of two aircraft to both runways (this information may be pro-
on adjacent final approach tracks inter- vided through the ATIS);
cepts the ILS glide path or the specified f. the missed approach track for one approach
MLS elevation angle; and diverges by at least 30 degrees from the missed
2. the controllers monitoring the approaches approach track of the adjacent approach; and
to each runway are provided with the g. approach control has an override capability to
capability to override transmissions of aerodrome control.
aerodrome control on the respective radio
channels for each arrival flow. 6.7.3.5 Requirements and Procedures for
Segregated Parallel Operations
6.7.3.5.1 Segregated parallel operations
may be conducted on parallel runways provided:
a. the runway centre lines are spaced by the dis- 7.6 CONTROL OF AERODROME
tance specified in Annex 14, Volume I; and TRAFFIC
b. the nominal departure track diverges imme- 7.6.1 General
diately after take-off by at least 30 degrees
from the missed approach track of the adjacent As the view from the flight deck of an aircraft is
approach. normally restricted, the controller shall ensure that
instructions and information which require the flight
7 PROCEDURES FOR AERODROME crew to employ visual detection, recognition and
CONTROL SERVICE observation are phrased in a clear, concise and
complete manner.
7.3 INITIAL CALL TO AERODROME
7.6.2 Designated Positions of Aircraft in the
CONTROL TOWER Aerodrome Traffic and Taxi Circuits
For aircraft being provided with aerodrome control The following positions of aircraft in the traffic and
service, the initial call shall contain: taxi circuits are the positions where the aircraft nor-
a. designation of the station being called; mally receive aerodrome control tower clearances.
b. call sign and, for aircraft in the heavy wake tur- Aircraft should be watched closely as they approach
bulence category, the word “Heavy”; these positions so that proper clearances may be
c. position; and issued without delay. Where practicable, all clear-
ances should be issued without waiting for the aircraft
d. additional elements, as required by the appro- to initiate the call.
priate ATS authority.
– Position 1. Aircraft initiates call to taxi for departing
7.4 INFORMATION TO AIRCRAFT BY flight. Runway-in-use information and taxi clear-
AERODROME CONTROL TOWERS ances given.
7.4.1 Information Related to the Operation – Position 2. If there is conflicting traffic, the depart-
of Aircraft ing aircraft will be held at this position. Engine
run-up will, when required, normally be performed
7.4.1.4 Runway Incursion or Obstructed here.
Runway – Position 3. Take-off clearance is issued here, if not
7.4.1.4.2 Pilots and air traffic controllers practicable at position 2.
shall report any occurrence involving an obstruction – Position 4. Clearance to land is issued here as
on the runway or a runway incursion. practicable.
NOTE 1: Information regarding runway incursion and – Position 5. Clearance to taxi to apron is issued
reporting forms together with instructions for their here.
completion are contained in the Manual on the Pre-
vention of Runway Incursions (Doc 9870). Attention – Position 6. Parking information issued here, if nec-
is drawn to the guidance for analysis, data collection essary.
and sharing of data related to runway incursions (see NOTE 1: Arriving aircraft executing an instrument
Chapter 5 of Doc 9870). approach procedure will normally enter the traffic
NOTE 2: The provisions in 7.4.1.4.2 have the objec- circuit on final except when visual manoeuvring to
tive of supporting the State’s safety programme and the landing runway is required.
safety management system (SMS). NOTE 2: See Figure 7-1.
7.4.1.5 Uncertainty of Position on the 7.6.3 Traffic on the Manoeuvring Area
Manoeuvring Area 7.6.3.1 Control of Taxiing Aircraft
7.4.1.5.1 Except as provided for in 7.4.1.5.2,
a pilot in doubt as to the position of the aircraft with 7.6.3.1.3 USE OF RUNWAY-HOLDING
respect to the manoeuvring area shall immediately: POSITIONS
a. stop the aircraft; and 7.6.3.1.3.1 Except as provided in
7.6.3.1.3.2 or as prescribed by the appropriate
b. simultaneously notify the appropriate ATS unit ATS authority, aircraft shall not be held closer to a
of the circumstances (including the last known runway-in-use than at a runway-holding position.
position).
7.4.1.5.2 In those situations where a pilot is 7.6.3.1.3.2 Aircraft shall not be permitted
in doubt as to the position of the aircraft with respect to line up and hold on the approach end of a run-
to the manoeuvring area, but recognizes that the air- way-in-use whenever another aircraft is effecting a
craft is on a runway, the pilot shall immediately: landing, until the landing aircraft has passed the point
of intended holding.
a. notify the appropriate ATS unit of the circum-
stances (including the last known position); NOTE: See Figure 7-2.
b. if able to locate a nearby suitable taxiway, vacate
the runway as expeditiously as possible, unless
otherwise instructed by the ATS unit; and then,
c. stop the aircraft.
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Figure 7-1. Designated Positions of Aircraft From an Aerodrome Control Tower Viewpoint (see 7.6.2)
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8.5.3 Operation of SSR Transponders except when relevant procedures do not call for more
8.5.3.3 Aircraft equipped with Mode S having than hourly position reports, in which case the Oper-
an aircraft identification feature shall transmit the air- ations normal procedure applies.
craft identification as specified in Item 7 of the ICAO 9.2.1.1 When so required by the appropriate
flight plan or, when no flight plan has been filed, the ATS authority to facilitate the provision of alerting and
aircraft registration. search and rescue services, an aircraft, prior to and
NOTE: All Mode S-equipped aircraft engaged in inter- when operating within or into designated areas or
national civil aviation are required to have an aircraft along designated routes, shall comply with the pro-
identification feature. visions detailed in Annex 2, Chapter 3, concerning
the submission, completion, changing and closing of
9 FLIGHT INFORMATION SERVICE a flight plan.
AND ALERTING SERVICE 9.2.1.2 In addition to the above, aircraft
9.1 FLIGHT INFORMATION SERVICE equipped with suitable two-way radio communica-
tions shall report during the period twenty to forty
9.1.4 Air Traffic Advisory Service minutes following the time of last contact, whatever
9.1.4.2 Aircraft the purpose of such contact, merely to indicate that
the flight is progressing according to plan, such
9.1.4.2.1 AIRCRAFT USING THE AIR report to comprise identification of the aircraft and
TRAFFIC ADVISORY SERVICE the words “Operations normal” or the signal QRU.
IFR flights electing to use or required by the appropri- 9.2.1.3 The “Operations normal” message
ate ATS authority on the basis of regional air naviga- shall be transmitted air-ground to an appropriate air
tion agreements to use the air traffic advisory service traffic services unit (e.g., normally to the aeronauti-
when operating within Class F airspace are expected cal telecommunication station serving the air traffic
to comply with the same procedures as those apply- services unit in charge of the FIR in which the aircraft
ing to controlled flights except that: is flying, otherwise to another aeronautical telecom-
a. the flight plan and changes thereto are not sub- munication station to be retransmitted as required to
jected to a clearance, since the unit furnish- the air traffic services unit in charge of the FIR).
ing air traffic advisory service will only provide
advice on the presence of essential traffic or 9.2.1.4 It may be advisable, in case of a SAR
suggestions as to a possible course of action; operation of a substantial duration, to promulgate by
NOTAM the lateral and vertical limits of the area of
b. it is for the aircraft to decide whether or not it will SAR action, and to warn aircraft not engaged in actual
comply with the advice or suggestion received SAR operations and not controlled by air traffic con-
and to inform the unit providing air traffic advi- trol to avoid such areas unless otherwise authorized
sory service, without delay, of its decision; by the appropriate ATS unit.
c. air-ground contacts shall be made with the air
traffic services unit designated to provide air traf- 12 PHRASEOLOGIES
fic advisory service within the advisory airspace
12.2 GENERAL
or portion thereof.
12.2.1 Most phraseologies contained in Section
NOTE: See Chapter 4, 4.4.2, for procedures
12.3 of this Chapter show the text of a complete
governing submission of a flight plan.
message without call signs. They are not intended
9.1.4.2.2 AIRCRAFT NOT USING THE AIR to be exhaustive, and when circumstances differ,
TRAFFIC ADVISORY SERVICE pilots, ATS personnel and other ground personnel
9.1.4.2.2.1 Aircraft wishing to conduct IFR will be expected to use plain language which should
flights within advisory airspace, but not electing to be as clear and concise as possible, to the level
use the air traffic advisory service, shall nevertheless specified in the ICAO language proficiency require-
submit a flight plan, and notify changes made thereto ments contained in Annex 1—Personnel Licensing
to the unit providing that service. (not published herein), in order to avoid possible
confusion by those persons using a language other
NOTE: See Chapter 4, 4.4.2, for procedures govern-
than one of their national languages.
ing submission of a flight plan.
9.1.4.2.2.2 IFR flights intending to cross 12.2.2 The phraseologies are grouped according
an advisory route should do so as nearly as possi- to types of air traffic service for convenience of refer-
ble at an angle of 90 degrees to the direction of the ence. However, users shall be familiar with, and use
route and at a level, appropriate to its track, selected as necessary, phraseologies from groups other than
from the table of cruising levels prescribed for use by those referring specifically to the type of air traffic ser-
IFR flights operating outside controlled airspace. vice being provided. All phraseologies shall be used
in conjunction with call signs (aircraft, ground vehicle,
9.2 ALERTING SERVICE ATC or other) as appropriate. In order that the phrase-
9.2.1 Aircraft ologies listed should be readily discernible in Section
12.3, call signs have been omitted. Provisions for the
NOTE: Whenever applied, the procedures for the pro- compilation of RTF messages, call signs and proce-
vision of air traffic control service or air traffic advisory dures are contained in Annex 10, Volume II, Chapter
service take the place of the following procedures, 5.
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CIRCUMSTANCES PHRASEOLOGIES
12.5.1.1 ADS-C Degradation ADS-C (or ADS-CONTRACT) OUT OF SERVICE
(appropriate information as necessary).
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CIRCUMSTANCES PHRASEOLOGIES
12.6.1.1 Low Altitude Warning (aircraft call sign) LOW ALTITUDE WARNING, CHECK
YOUR ALTITUDE IMMEDIATELY, QNH IS (number)
[(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].
12.6.1.2 Terrain Alert (aircraft call sign) TERRAIN ALERT, (suggested pilot action,
if possible).
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e. flight plan update (e.g. longitudinal variations 14.1.2.2 The pilot shall be provided with the
that exceed pre-defined tolerance limits will be capability to respond to messages, to request clear-
used to adjust expected arrival times at subse- ances and information, to report information, and to
quent fixes); declare or cancel an emergency.
f. intent validation (intent data contained in ADS-C 14.1.2.3 The pilot and controller shall be pro-
reports, such as extended projected profile, are vided with the capability to exchange messages
compared with the current clearance and dis- which do not conform to defined formats (i.e., free
crepancies are identified); text messages).
g. conflict detection (the ADS-C data can be used
14.1.3 Ground and airborne systems shall allow
by the ADS-C ground system automation to
for messages to be appropriately displayed, printed
identify violations of separation minima);
when required and stored in a manner that permits
h. conflict prediction (the ADS-C position data can timely and convenient retrieval should such action be
be used by the ADS-C ground system automa- necessary.
tion to identify potential violations of separation
minima); 14.1.4 Whenever textual presentation is
required, the English language shall be displayed as
i. tracking (the tracking function is intended to
a minimum.
extrapolate the current position of the aircraft
based on ADS-C reports); 14.2 ESTABLISHMENT OF CPDLC
j. wind estimation (ADS-C reports containing wind 14.2.1 CPDLC shall be established in sufficient
data may be used to update wind forecasts and time to ensure that the aircraft is communicating with
hence expected arrival times at waypoints); and the appropriate ATC unit. Information concerning
k. flight management (ADS-C reports may assist when and, where applicable, where, the air or ground
automation in generating optimum conflict-free systems should establish CPDLC, shall be published
clearances to support possible fuel-saving tech- in Aeronautical Information Publications.
niques, such as cruise climbs, requested by the 14.2.2 Airborne-Initiated CPDLC
operators).
14.2.2.1 When an ATC unit receives an unex-
13.4 USE OF ADS-C IN THE PROVISION pected request for CPDLC from an aircraft, the cir-
OF AIR TRAFFIC CONTROL cumstances leading to the request shall be obtained
SERVICE from the aircraft to determine further action.
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15.2.1.2 With regard to 15.2.1.1 a) and b), the which differs from those normally used by
procedures are applicable primarily when descent 150 m (500 ft), if at or below FL 410, or by
and/or turnback or diversion is required. The pilot 300 m (1 000 ft) if above FL 410;
shall take actions as necessary to ensure the safety c. establish communications with and alert nearby
of the aircraft and the pilot’s judgement shall deter- aircraft by broadcasting, at suitable intervals on
mine the sequence of actions to be taken, having 121.5 MHz (or, as a back-up, on the inter-pilot
regard to the prevailing circumstances. Air traffic air-to-air frequency 123.45 MHz) and where
control shall render all possible assistance. appropriate on the frequency in use: aircraft
15.2.2 General Procedures identification, flight level, position (including
the ATS route designator or the track code, as
15.2.2.1 If an aircraft is unable to continue the
appropriate) and intentions;
flight in accordance with its ATC clearance, and/or an
aircraft is unable to maintain the navigation perfor- d. maintain a watch for conflicting traffic both visu-
mance accuracy specified for the airspace, a revised ally and by reference to ACAS (if equipped);
clearance shall be obtained, whenever possible, prior e. turn on all aircraft exterior lights (commensurate
to initiating any action. with appropriate operating limitations); and
15.2.2.2 The radiotelephony distress signal f. keep the SSR transponder on at all times.
(MAYDAY) or urgency signal (PAN PAN) preferably 15.2.2.3.1 When leaving the assigned track:
spoken three times shall be used as appropriate. a. if the intention is to acquire a same direction
Subsequent ATC action with respect to that aircraft offset track, the pilot should consider limiting the
shall be based on the intentions of the pilot and the turn to a 45 degree heading change, in order not
overall air traffic situation. to overshoot the offset contingency track; or
15.2.2.3 If prior clearance cannot be obtained, b. if the intention is to acquire and maintain an
until a revised clearance is received, the following opposite direction offset track, then:
contingency procedures should be employed and the 1. operational limitations on bank angles at
pilot shall advise air traffic control as soon as practi- cruising altitudes will normally result in
cable, reminding them of the type of aircraft involved overshooting the track to be acquired. In
and the nature of the problem. In general terms, the such cases a continuous turn should be
aircraft should be flown at a flight level and on an extended beyond 180 degrees heading
offset track where other aircraft are least likely to be change, in order to re-intercept the offset
encountered. Specifically, the pilot shall: contingency track as soon as operationally
a. leave the assigned route or track by initially turn- feasible; and
ing at least 45 degrees to the right or to the left 2. furthermore, if executing such a turnback
in order to acquire a same or opposite direc- in a 56 km (30 NM) lateral separation
tion track offset 15 NM (28km) from the assigned route structure, extreme caution pertaining
track centreline. When possible, the direction of to opposite direction traffic on adjacent
the turn should be determined by the position routes must be exercised and any climb
of the aircraft relative to any organized route or or descent, as specified in 15.2.2.3 b) 2),
track system. Other factors which may affect the should be completed preferably before
direction of the turn are: approaching within 19 km (10 NM) of any
1. the direction to an alternate airport. adjacent ATS route.
2. terrain clearance 15.2.2.4 Extended Range Operations by
3. any strategic lateral offset being flown; and Aeroplanes with Two-Turbine
4. the flight levels allocated on adjacent Power-Units (ETOPS)
routes or tracks; If the contingency procedures are employed by a
b. having initiated the turn, twin-engine aircraft as a result of an engine shut-
down or failure of an ETOPS critical system, the
1. if unable to maintain the assigned flight
pilot should advise ATC as soon as practicable of
level, initially minimize the rate of descent
the situation, reminding ATC of the type of aircraft
to the extent that is operationally feasible
involved, and request expeditious handling.
(pilots should take into account the possi-
bility that aircraft below on the same track 15.2.3 Weather Deviation Procedures
may be flying a 1 or 2 NM strategic lat-
15.2.3.1 General
eral offset procedures (SLOP)) and select
a final altitude which differs from those nor- NOTE: The following procedures are intended for
mally used by 150 m (500 ft) if at or below deviations around adverse meteorological condi-
FL 410, or by 300 m (1 000 ft) if above FL tions.
410); or 15.2.3.1.1 When the pilot initiates communi-
2. if able to maintain the assigned flight level, cations with ATC, a rapid response may be obtained
once the aircraft has deviated 19 km (10 by stating “WEATHER DEVIATION REQUIRED” to
NM) from the assigned track centreline, indicate that priority is desired on the frequency and
climb or descend to select a flight level for ATC response. When necessary, the pilot should
initiate the communications using the urgency call
“PAN PAN” (preferably spoken three times).
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15.2.3.1.2 The pilot shall inform ATC when a. if possible, deviate away from an organized track
weather deviation is no longer required, or when a or route system;
weather deviation has been completed and the air- b. establish communications with and alert nearby
craft has returned to its cleared route. aircraft by broadcasting, at suitable intervals: air-
15.2.3.2 Actions to be Taken When craft identification, flight level, position (includ-
Controller-Pilot Communications ing ATS route designator or the track code) and
are Established intentions, on the frequency in use and on 121.5
MHz (or, as a back-up, on the inter-pilot air-to-air
15.2.3.2.1 The pilot should notify ATC and
frequency 123.45 MHz);
request clearance to deviate from track, advising,
when possible, the extent of the deviation expected. c. watch for conflicting traffic both visually and by
reference to ACAS (if equipped);
15.2.3.2.3 The pilot should take the following
NOTE: If, as a result of actions taken under the
actions:
provisions of 15.2.3.3.1 b) and c), the pilot deter-
a. comply with the ATC clearance issued; or mines that there is another aircraft at or near the
b. advise ATC of intentions and execute the proce- same flight level with which a conflict may occur,
dures detailed in 15.2.3.3. then the pilot is expected to adjust the path of the
aircraft, as necessary, to avoid conflict.
15.2.3.3 Actions to be Taken if a Revised
ATC Clearance Cannot be Obtained d. turn on all aircraft exterior lights (commensurate
with appropriate operating limitations);
NOTE: The provisions of this section apply to situa-
tions where a pilot needs to exercise the authority of e. for deviations of less than 19km (10 NM) remain
a pilot-in-command under the provisions of Annex 2, at a level assigned by ATC;
2.3.1. f. for deviations greater than 19km (10 NM), when
If the aircraft is required to deviate from track to avoid the aircraft is approximately 19km (10 NM) from
adverse meteorological conditions and prior clear- track, initiate a level change in accordance with
ance cannot be obtained, an ATC clearance shall be Table 15–1;
obtained at the earliest possible time. Until an ATC
clearance is received, the pilot shall take the follow-
ing actions:
Table 15–1
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 15.3.3 If the aircraft fails to indicate that it is able
level when the aircraft is within approximately to receive and acknowledge transmissions, separa-
19km (10 NM) of the centre line; and tion shall be maintained between the aircraft having
h. if contact was not established prior to deviating, the communication failure and other aircraft, based
continue to attempt to contact ATC to obtain a on the assumption that the aircraft will:
clearance. If contact was established, continue a. If in visual meteorological conditions:
to keep ATC advised of intentions and obtain 1. continue to fly in visual meteorological
essential traffic information. conditions;
15.3 AIR-GROUND COMMUNICATION 2. land at the nearest suitable aerodrome;
FAILURE and
15.3.1 Action by air traffic control units when 3. report its arrival by the most expeditious
unable to maintain two-way communication with an means to the appropriate air traffic con-
aircraft operating in a control area or control zone trol unit; or
shall be as outlined in the paragraphs which follow. b. If in instrument meteorological conditions or
when conditions are such that it does not
15.3.2 As soon as it is known that two-way com-
appear feasible to complete the flight in accor-
munication has failed, action shall be taken to ascer-
dance with a.:
tain whether the aircraft is able to receive transmis-
sions from the air traffic control unit by requesting 1. unless otherwise prescribed on the basis
it to execute a specified manoeuvre which can be of a regional air navigation agreement, in
observed by radar or ADS-B or to transmit, if pos- airspace where procedural separation is
sible, a specified signal in order to indicate acknowl- being applied, maintain the last assigned
edgment. speed and level, or a minimum flight alti-
tude if higher, for a period of 20 minutes
following the aircraft’s failure to report
its position over a compulsory report-
ing point and thereafter adjust level and b. through the use of electronic or other aids, air
speed in accordance with the filed flight traffic control units determine that action differ-
plan; or ing from that required by 15.3.3 may be taken
2. in airspace where an ATS surveillance without impairing safety; or
system is used in the provision of air c. positive information is received that the aircraft
traffic control, maintain the last assigned has landed.
speed and level, or minimum flight alti- 15.3.5 As soon as it is known that two-way
tude if higher, for a period of 7 minutes communication has failed, appropriate information
following: describing the action taken by the air traffic control
i. the time the last assigned level or unit, or instructions justified by any emergency situa-
minimum flight altitude is reached; tion, shall be transmitted blind for the attention of the
or aircraft concerned, on the frequencies available on
ii. the time the transponder is set to which the aircraft is believed to be listening, including
Code 7600 or the ADS-B transmit- the voice frequencies of available radio navigation
ter is set to indicate the loss of or approach aids. Information shall also be given
air-ground communications; or concerning:
iii. the aircraft’s failure to report its a. meteorological conditions favorable to a cloud-
position over a compulsory report- breaking procedure in areas where congested
ing point; traffic may be avoided; and
whichever is later and thereafter adjust b. meteorological conditions at suitable aero-
level and speed in accordance with the dromes.
filed flight plan; 15.3.6 Pertinent information shall be given to
3. when being vectored or having been other aircraft in the vicinity of the presumed position
directed by ATC to proceed offset using of the aircraft experiencing the failure.
RNAV without a specified limit, proceed 15.3.10 If the aircraft has not reported within thirty
in the most direct manner possible to minutes after:
rejoin the current flight plan route no
a. the estimated time of arrival furnished by the
later than the next significant point, tak-
pilot;
ing into consideration the applicable
minimum flight altitude; b. the estimated time of arrival calculated by the
ACC; or
4. proceed according to the current flight
plan route to the appropriate designated c. the last acknowledged expected approach time;
navigation aid or fix serving the desti- whichever is latest, pertinent information concerning
nation aerodrome and, when required the aircraft shall be forwarded to aircraft operators, or
to ensure compliance with 5, hold over their designated representatives, and pilots-in-com-
this aid or fix until commencement of mand of any aircraft concerned and normal control
descent; resumed if they so desire. It is the responsibility of
5. commence descent from the navigation the aircraft operators, or their designated representa-
aid or fix specified in 4. at, or as close tives, and pilots-in-command of aircraft to determine
as possible to, the expected approach whether they will resume normal operations or take
time last received and acknowledged; or, other action.
if no expected approach time has been 15.5 OTHER IN-FLIGHT CONTINGENCIES
received and acknowledged, at, or as
close as possible to, the estimated time 15.5.3 Fuel Dumping
of arrival resulting from the current flight 15.5.3.1 General
plan;
15.5.3.1.1 An aircraft in an emergency or
6. complete a normal instrument approach other urgent situations may need to dump fuel so as
procedure as specified for the designated to reduce to maximum landing mass in order to effect
navigation aid or fix; and a safe landing.
7. land, if possible, within 30 minutes after
the estimated time of arrival specified 15.5.3.1.2 When an aircraft operating within
in 5. or the last acknowledged expected controlled airspace needs to dump fuel, the flight crew
approach time, whichever is later. shall advise ATC. The ATC unit should then coordi-
nate with the flight crew the following:
NOTE: As evidenced by the meteorolog-
ical conditions prescribed therein, 15.3.3 a. the route to be flown, which, if possible, should
a. relates to all controlled flights, whereas be clear of cities and towns, preferably over
15.3.3 b. relates only to IFR flights. water and away from areas where thunder-
storms have been reported or are expected;
15.3.4 Action taken to ensure suitable separation
shall cease to be based on the assumption stated in b. the level to be used, which should be not less
15.3.3 when: than I 800 m (6 000 ft); and
a. it is determined that the aircraft is following a c. the duration of the fuel dumping.
procedure differing from that in 15.3.3; or
15.7 OTHER ATC CONTINGENCY ous difficulty resulting in a hazard to aircraft, caused
PROCEDURES by, among others, faulty procedures, non-compliance
with procedures, or failure of ground facilities.
15.7.3 Procedures in Regard to Aircraft
Equipped with Airborne Collision 16.3.2 Procedures should be established for
Avoidance Systems (ACAS) the reporting of aircraft proximity incidents and their
15.7.3.1 The procedures to be applied for the investigation to promote the safety of aircraft. The
provision of air traffic services to aircraft equipped degree of risk involved in an aircraft proximity should
with ACAS shall be identical to those applicable to be determined in the incident investigation and clas-
non-ACAS equipped aircraft. In particular, the pre- sified as “risk of collision”, “safety not assured”, “no
vention of collisions, the establishment of appropri- risk of collision” or “risk not determined”.
ate separation and the information which might be 16.3.3 When an accident / incident investigative
provided in relation to conflicting traffic and to possi- authority conducts an investigation of an aircraft prox-
ble avoiding action shall conform with the normal ATS imity incident, the air traffic services aspects should
procedures and shall exclude consideration of aircraft be included.
capabilities dependent on ACAS equipment. NOTE: A model air traffic incident report form
15.7.3.2 When a pilot reports an ACAS reso- together with instructions for its completion is at
lution advisory (RA), the controller shall not attempt Appendix 4. Further information regarding air traffic
to modify the aircraft flight path until the pilot reports incidents is contained in the Air Traffic Services
“clear of conflict”. Planning Manual, Doc 9426 (not published herein).
15.7.3.3 Once an aircraft departs from its ATC 16.4 USE OF REPETITIVE FLIGHT
clearance or instruction in compliance with an RA, PLANS (RPLs)
or a pilot reports an RA, the controller ceases to
be responsible for providing separation between that 16.4.1 General
aircraft and any other aircraft affected as a direct 16.4.1.1 RPLs shall not be used for flights other
consequence of the manoeuvre induced by the RA. than IFR flights operated regularly on the same day(s)
The controller shall resume responsibility for provid- of consecutive weeks and on at least ten occasions
ing separation for all the affected aircraft when: or every day over a period of at least ten consecutive
a. the controller acknowledges a report from the days. The elements of each flight plan shall have a
flight crew that the aircraft has resumed the cur- high degree of stability.
rent clearance; or NOTE: For permissible incidental changes to RPL
b. the controller acknowledges a report from the data affecting the operation for one particular day, and
flight crew that the aircraft is resuming the cur- not intended to be a modification of the listed RPL,
rent clearance and issues an alternative clear- see 16.4.4.2.2 and 16.4.4.2.3.
ance which is acknowledged by the flight crew. 16.4.1.2 RPLs shall cover the entire flight from
NOTE: Pilots are required to report RAs which the departure aerodrome to the destination aero-
require a deviation from the current ATC clearance drome. RPL procedures shall be applied only when
or instruction (see PANS-OPS (Doc 8168), Volume I, all ATS authorities concerned with the flights have
Part III, Section 3, Chapter 3, 3.2 c) 4).). This report agreed to accept RPLs.
informs the controller that a deviation from clearance 16.4.1.3 The use by States of RPLs for interna-
or instruction is taking place in response to an ACAS tional flight shall be subject to the provision that the
RA. affected adjacent States either already use RPLs or
15.7.3.6 Following a significant ACAS event, will use them at the same time. The procedures for
pilots and controllers should complete an air traffic use between States shall be the subject of bilateral,
incident report. multilateral or regional air navigation agreement as
NOTE 1: The ACAS capability of an aircraft may not appropriate.
be known to air traffic controllers. 16.4.2 Procedures for Submission of
NOTE 2: Operating procedures for use of ACAS are RPLs by Operators
contained in PANS-OPS Doc 8168, Vol I, Part III, Sec- 16.4.2.1 Conditions governing submission,
tion 3, Chapter 3 . notification of changes, or cancellation of RPLs shall
NOTE 3: The phraseology to be used by controllers be the subject of appropriate arrangements between
and pilots is contained in Chapter 12, 12.3.1.2. operators and the ATS authority concerned or of
regional air navigation agreements.
16 MISCELLANEOUS PROCEDURES
16.4.2.2 An RPL shall comprise information
16.3 AIR TRAFFIC INCIDENT REPORT regarding such of the following items as are consid-
16.3.1 An air traffic incident report shall be ered relevant by the appropriate ATS authority:
submitted, normally to the air traffic services unit – validity period of the flight plan
concerned, for incidents specifically related to the – days of operation
provision of air traffic services involving such occur-
– aircraft identification
rences as aircraft proximity (AIRPROX), or other seri-
– aircraft type and wake turbulence category
– MLS capability
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16.5 STRATEGIC LATERAL OFFSET airspace where such offsets have been authorized by
PROCEDURES (SLOP) IN OCEANIC the appropriate ATS authority and when the aircraft is
AND REMOTE CONTINENTAL equipped with automatic offset tracking capability.
AIRSPACE 16.5.4 The strategic lateral offset shall be estab-
16.5.1 SLOP are approved procedures that allow lished at a distance of 1.85 km (1 NM) or 3.7 km (2
aircraft to fly on a parallel track to the right of the cen- NM) to the right of the centre line relative to the direc-
tre line relative to the direction of flight. An aircraft’s tion of flight.
use of these procedures does not affect the applica- NOTE 1: — Pilots may contact other aircraft on the
tion of prescribed separation standards. inter-pilot air-to-air frequency 123.45 MHz to coordi-
NOTE 1: — The use of highly accurate navigation nate offsets.
systems (such as the global navigation satellite sys- NOTE 2: — The strategic lateral offset procedure
tem (GNSS)) by an increasing proportion of the air- has been designed to include offsets to mitigate the
craft population has had the effect of reducing the effects of wake turbulence of preceding aircraft. If
magnitude of lateral deviations from the route centre wake turbulence needs to be avoided, one of the
line and, consequently, increasing the probability of a three available options (centre line, 1.85 km (1 NM)
collision, should a loss of vertical separation between or 3.7 km (2 NM) right offset) may be used.
aircraft on the same route occur. NOTE 3: — Pilots are not required to inform ATC that
NOTE 2: — The following incorporates lateral offset a strategic lateral offset is being applied.
procedures for both the mitigation of the increasing
lateral overlap probability due to increased navigation 16.6 NOTIFICATION OF SUSPECTED
accuracy, and wake turbulence encounters. COMMUNICABLE DISEASES, OR
NOTE 3: — Annex 2, 3.6.2.1.1, requires authoriza- OTHER PUBLIC HEALTH RISK, ON
tion for the application of strategic lateral offsets from BOARD AN AIRCRAFT
the appropriate ATS authority responsible for the 16.6.1 The flight crew of an en-route aircraft shall,
airspace concerned. upon identifying a suspected case(s) of communica-
16.5.2 The following shall be taken into account ble disease, or other public health risk, on board the
by the appropriate ATS authority when authorizing the aircraft, promptly notify the ATS unit with which the
use of strategic lateral offsets in a particular airspace: pilot is communicating, the information listed below:
a. strategic lateral offsets shall only be autho- a. aircraft identification;
rized in en-route oceanic or remote continental b. departure aerodrome;
airspace. Where part of the airspace in question c. destination aerodrome;
is provided with an ATS surveillance service,
transiting aircraft should normally be allowed to d. estimated time of arrival;
initiate or continue offset tracking; e. number of persons on board;
b. strategic lateral offsets do not affect lateral sep- f. number of suspected case(s) on board; and
aration minima and may be authorized for the g. nature of the public health risk, if known.
following types of routes (including where routes 16.6.2 The ATS unit, upon receipt of information
or route systems intersect): from a pilot regarding suspected case(s) of commu-
1. uni-directional and bi-directional routes; nicable disease, or other public health risk, on board
and the aircraft, shall forward a message as soon as pos-
2. parallel route systems where the spacing sible to the ATS unit serving the destination/depar-
between route centre lines is not less than ture, unless procedures exist to notify the appropri-
55.5 km (30 NM); ate authority designated by the State, and the aircraft
c. in some instances it may be necessary to operator or its designated representative.
impose restrictions on the use of strategic lat- 16.6.3 When a report of a suspected case(s) of
eral offsets, e.g. where their application may communicable disease, or other public health risk, on
be inappropriate for reasons related to obstacle board an aircraft is received by an ATS unit serving
clearance; the destination/departure, from another ATS unit or
d. strategic lateral offset procedures should be from an aircraft or an aircraft operator, the unit con-
implemented on a regional basis after coordi- cerned shall forward a message as soon as possible
nation between all States involved; to the public health authority (PHA) or the appropri-
e. the routes or airspace where application of ate authority designated by the State as well as the
strategic lateral offsets is authorized, and the aircraft operator or its designated representative, and
procedures to be followed by pilots, shall be the aerodrome authority.
promulgated in aeronautical information publi- NOTE 1: — See Annex 9, Chapter 1 (Definitions),
cations (AIPs); and Chapter 8, 8.12 and 8.15, and Appendix 1, for rel-
f. air traffic controllers shall be made aware of the evant additional information related to the subject
airspace within which strategic lateral offsets are of communicable disease and public health risk on
authorized. board an aircraft.
16.5.3 The decision to apply a strategic lateral
offset shall be the responsibility of the flight crew. The
flight crew shall only apply strategic lateral offsets in
3 Time (time)
2.4 If a phenomenon warranting the making of (4 numerics) unless reporting time in minutes
a special air-report is observed at or near the time past the hour (2 numerics) as prescribed on the
or place where a routine air-report is to be made, a basis of regional air navigation agreements.
special air-report shall be made instead. • Item 6 – ENSUING SIGNIFICANT POINT.
Report the ensuing significant point following
3. DETAILED REPORTING the “next position and estimated time over”.
INSTRUCTIONS – Section 2
3.1 Items of an air-report shall be reported in the
• Item 7 – ESTIMATED TIME OF ARRIVAL.
order in which they are listed in the model AIREP /
Report the name of the aerodrome of the first
AIREP SPECIAL form.
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
• Item 1 – AIRCRAFT IDENTIFICATION. Report “ENDURANCE” followed by fuel endurance in
the aircraft radiotelephony call sign as pre- hours and minutes (4 numerics).
scribed in Annex 10, Volume II, Chapter 5. – Section 3
• Item 2 – POSITION. Report position in lati- • Item 9 – AIR TEMPERATURE. Report
tude (degrees as 2 numerics or degrees and “TEMPERATURE PLUS” or “TEMPERA-
minutes as 4 numerics, followed by “North” or TURE MINUS” followed by the temperature in
“South”) and longitude (degrees as 3 numer- degrees Celsius (2 numerics), corrected for
ics or degrees and minutes as 5 numerics, fol- instrument error and airspeed (e.g., TEMPER-
lowed by “East” or “West”), or as a significant ATURE MINUS 05).
point identified by a coded designator (2 to 5
• Item 10 – WIND DIRECTION.
characters), or as a significant point followed
by magnetic bearing (3 numerics) and distance • Item 11 – WIND SPEED. Report spot wind
in nautical miles from the point (e.g., referring to the position given in Item 2. Report
wind direction in degrees true (3 numerics)
“4620North07805West”,
and wind speed in kilometres per hour or knots
“4620North07800West”,
(2 or 3 numerics) (e.g., WIND 345 DEGREES
“4600North07800West”, LN (“LIMA
55 KILOMETRES PER HOUR, WIND 170
NOVEMBER”), “MAY”, “HADDY” or “DUB 180
DEGREES 65 KNOTS). Report calm condi-
DEGREES 40 MILES”). Precede significant
tions as “CALM”.
point by “ABEAM”, if applicable.
• Item 12 – TURBULENCE. Report severe tur-
• Item 3 – TIME. Report time in hours and min-
bulence as “TURBULENCE SEVERE”, mod-
utes UTC (4 numerics) unless reporting time
erate turbulence as “TURBULENCE MODER-
in minutes past the hour (2 numerics) is pre-
ATE” and light turbulence as “TURBULENCE
scribed on the basis of regional air navigation
LIGHT”.
agreements. The time reported must be the
actual time of the aircraft at the position and The following specifications apply:
not the time of origination or transmission of – Light – Conditions less than moderate tur-
the report. Time shall always be reported in bulence. Changes in accelerometer read-
hours and minutes UTC when making a spe- ings less than 0.5g at the aircraft’s centre
cial air-report. of gravity.
• Item 4 – FLIGHT LEVEL OR ALTITUDE. – Moderate – Conditions in which moderate
Report flight level by 3 numerics (e.g., “FLIGHT changes in aircraft attitude and/or altitude
LEVEL 310”), when on standard pressure may occur but the aircraft remains in posi-
altimeter setting. Report altitude in metres tive control at all times. Usually, small vari-
followed by “METRES” or in feet followed ations in air speed. Changes in accelerom-
by “FEET”, when on QNH. Report “CLIMB- eter readings of 0.5g to 1.0g at the aircraft’s
ING” (followed by the level) when climbing, or centre of gravity. Difficulty in walking. Occu-
“DESCENDING” (followed by the level) when pants feel strain against seat belts. Loose
descending, to a new level after passing the objects move about.
significant point. – Severe – Conditions in which abrupt
• Item 5 – NEXT POSITION AND ESTIMATED changes in aircraft attitude and/or alti-
TIME OVER. Report the next reporting point tude occur; aircraft may be out of control
and the estimated time over such reporting for short periods. Usually, large variations
point, or report the estimated position that will in air speed. Changes in accelerometer
be reached one hour later, according to the readings greater than 1.0g at the aircraft’s
position reporting procedures in force. Use the centre of gravity. Occupants are forced
data conventions specified in Item 2 for posi- violently against seat belts. Loose objects
tion. Report the estimated time over this posi- are tossed about.
tion. Report time in hours and minutes UTC
q$z
• Item 13 – AIRCRAFT ICING. Report severe 3.2 Information recorded on the volcanic activity
icing as “ICING SEVERE”, moderate icing as reporting form (Model VAR) is not for transmission by
“ICING MODERATE” and light icing as “ICING RTF but, on arrival at an aerodrome, is to be delivered
LIGHT”. without delay by the operator or a flight crew mem-
The following specifications apply: ber to the aerodrome meteorological office. If such
an office is not easily accessible, the completed form
– Light – Conditions less than moderate icing.
shall be delivered in accordance with local arrange-
– Moderate – Conditions in which change of ments made between the Meteorological and ATS
heading and/or altitude may be considered Authorities and the operator.
desirable.
– Severe – Conditions in which immediate
change of heading and/or altitude is consid-
ered essential.
• Item 14 – HUMIDITY. Report the relative
humidity, if available, as “HUMIDITY” followed
by the relative humidity in per cent (3 numer-
ics) (e.g., HUMIDITY 085).
• Item 15 – PHENOMENON PROMPTING A
SPECIAL AIR-REPORT. Report one of the fol-
lowing phenomena encountered or observed:
• severe turbulence as “TURBULENCE
SEVERE”.
Specifications under Item 12 apply.
• severe icing as “ICING SEVERE”.
Specifications under Item 13 apply.
• severe mountainwave as “MOUNTAIN-
WAVE SEVERE”.
The following specification applies:
Severe – Conditions in which the accompa-
nying downdraft is 3.0 m/s (600 ft/min) or
more and/or severe turbulence is encoun-
tered.
• thunderstorm without hail as “THUNDER-
STORM”.
• thunderstorm with hail as “THUNDER-
STORM WITH HAIL”. The following specifi-
cation applies:
Only report those thunderstorms which are:
• obscured in haze; or
• embedded in cloud; or
• widespread; or
• forming a squall-line.
• heavy duststorm or sandstorm as “DUST-
STORM or SANDSTORM HEAVY”.
• volcanic ash cloud as “VOLCANIC ASH
CLOUD”.
• pre-eruption volcanic activity or a volcanic
eruption as “PRE-ERUPTION VOLCANIC
ACTIVITY or VOLCANIC ERUPTION”.
The following specifications apply:
Pre-eruption volcanic activity in this con-
text means unusual and/or increasing vol-
canic activity which could presage a vol-
canic eruption.
NOTE: In case of volcanic ash cloud,
pre-eruption volcanic activity or volcanic
eruption, in accordance with Chapter 4,
4.12.3, a post flight report shall also be
made on the special air-report of volcanic
activity form (Model VAR).
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 POSI-
TION 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 ORDON II. JAL441 ORDON 0930 F350 MS53
AT ZERO NINer TREE ZERO FLIGHT LEVEL 310/60KMH TURB FBL ICE FBL
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 ASC
POSITION FIFE ZERO FOWer FIFE NORTH 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 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
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.
ITEM O: ROUTE
AIRPROX /PROCEDURE/FACILITY*
C — THE INCIDENT
1. General
b) Position
2. Own aircraft
* Delete as appropriate. 1
q$z
3. Other aircraft
a) Type and call sign / registration (if known)
b) If a) above not known, describe below
( ) High wing ( ) Mid wing ( ) Low wing
( ) Rotorcraft
( ) 1 engine ( ) 2 engines ( ) 3 engines
( ) 4 engines ( ) More than 4 engines
Marking, colour or other available details
q$z
4. Distance
a) Closest horizontal distance
b) Closest vertical distance
D — MISCELLANEOUS
* Delete as appropriate. 1
q$z
AERONAUTICAL TELECOMMUNICATIONS
AERONAUTICAL TELECOMMUNICATIONS
Extracted from ICAO ANNEX 10 (Vol., II) Sixth Edition — AERONAUTICAL TELECOMMUNICATIONS.
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
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.
q$z
ALL STATIONS
(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR
FLIGHT LEVEL (number)
ALL STATIONS
(call sign)
RETURNING TO FLIGHT LEVEL (number) NOW
3 RELATED OPERATING
PROCEDURES
3.1 CHANGE OF CRUISING LEVEL
3.1.1 Cruising level changes should not be
made within the designated airspace, unless con-
sidered necessary by pilots to avoid traffic conflicts,
for weather avoidance of for other valid operational
reasons.
3.1.2 When cruising level changes are unavoid-
able, all available aircraft lighting which would
improve the visual detection of the aircraft should be
displayed while changing levels.
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.
q$z
RNAV Recommendations
Area Navigation Equipment determines aircraft posi- As long as VOR/DME facilities are available, and air-
tion by processing data from one or more sensors. craft are equipped with VOR/DME instrumentation,
Determination of aircraft position is dependent on the carriage of a single B-RNAV system will provide
such factors as sensor availability and accuracy, equivalent safety to the average systems availabil-
signal parameters (signal source strength, transmit- ity requirements. It is anticipated that the withdrawal
ted signal degradation). Position determination may of VOR facilities will result in a requirement to carry
employ such inputs as : redundant B-RNAV systems in order to meet the aver-
age system availability requirement.
– distance measurements from two or more Dis-
tance Measuring Equipment (DME) ground sta- CONTINGENCY
tions (DME-DME); Flight Crew Inputs — Procedures shall enable
– Very High Frequency Omnidirectional radio erroneous flight crew inputs to be detected before
Range with DME (VOR/DME); the aircraft position accuracy can be degraded. It is
– Inertial systems (INS, with radio updating or lim- the crews responsibility to ensure that the navigation
ited 2 hour use after last on ground update) accuracy is maintained. In particular, the following
– LORAN C (with limitations) common mistakes must be avoided:
– Global Navigation Satellite System (with limita- Insertion errors — Coordinates are inserted incor-
tions). rectly into the system. (Particular care must be taken
in case of a new ATC clearance).
GENERAL OPERATIONAL De-coupling — If the pilot allows the autopilot to
LIMITATIONS become de-coupled from the equipment which he
Due to the availability and integrity of the various sen- thinks is providing steering output.
sor systems, and effects of from outside sources, cer- Using faulty equipment — The pilot might continue
tain operational limitations must be imposed on the to use a navigation system which has become inac-
use of some types of RNAV equipment as follows: curate.
Operational Areas — operators shall define the FUNCTIONAL REQUIREMENTS
area(s) in which operations are intended and ensure
that equipment usage is capable of performance Navigation equipment should be capable of enabling
within the defined standard. aircraft to be navigated within the constraints of the air
traffic service to the accuracy required in a promul-
Operational Equipment gated RNP type of airspace. The carriage of RNAV
INS — Without an automatic radio update, INS func- equipment may be required in some regions or States
tion is limited in usage for a 2 hour period from the last and therefore the reason why frequent reference is
on ground position update. This can result in a degra- made to the use of RNAV equipment.
dation of accuracy with elapsed time. As a require-
ment, a linear decay value of 1.5 to 2 NM per hour
must be considered.
q$z
NAVIGATION DATA BASE matic selection process by the crew if desired. The
It is the responsibility of the States to maintain the ability of manual tuning to/of a Radio Navigation Aid
level of accuracy and thoroughness of the source (NAVAID) or displaying the data shall be given.
material on which data bases rely. Data base Route Execution
providers have the responsibility to ensure that they
(Aircraft equipped with FMS should comply with the
accurately reproduce the source material as provided
following statements in general):
by the States.
Cross Track Deviation — A continuous display of
RNP distance from the intended track shall be provided.
Aircraft Flight Management System (FMS) software The display resolution shall be consistent with the
should employ the same geodetic reference datum system accuracy.
as that used for locating ground based or earth-ref- Parallel Offsets — A system is desired which pro-
erenced navigational aids to avoid navigation errors vides the ability to fly parallel tracks offset by up to 20
when transferring between different geodetic refer- NM from the primary track defined by the way points.
ence datum application areas. The equipment shall The presence of an offset shall be continuously indi-
provide an electronically-updatable navigation data- cated.
base containing at least the following location infor-
mation: Flight Plan
– ARP Operators of aircraft fitted with RNAV having a navi-
gation accuracy meeting RNP 5 shall insert the des-
– VORs, DMEs, VORTACs and NDBs ignator ‘R’ in item 10 of the flight plan.
– All named fixes
Operators of State aircraft not equipped with RNAV
– All procedures defined by a State such as Routes, but having a navigation accuracy meeting RNP shall
SIDs, STARs, APCH, holdings, etc. not insert the designators ‘S’ or ‘R’ in item 10 of the
RNAV flight plan. Since such flights require special handling
by air traffic control, item 18 of the flight plan shall
For B-RNAV a navigation data base is optional. If pro-
contain STS/NONRNAV.
vided, it shall consist of current navigation reference
data officially promulgated for civil aviation use, and CONTINGENCY PROCEDURES
contain at least navigation aid and way point infor- If, as a result of a failure of the RNAV system or degra-
mation covering the region of intended operation. It dation of it below RNP 5, an aircraft is unable to either
is desirable if storing a number of flight plans. The enter the designated airspace or continue operations
navigation data base installed in the aircraft must be in accordance with the current air traffic control clear-
checked for its validity before the flight. ance, a revised clearance shall, whenever possible,
Route planning — The system shall allow the con- be obtained by the pilot.
struction and/or modification of a flight plan. The flight
crew shall be able to determine the correctness of When a verbal coordination process is being used,
the flight plan. B-RNAV shall provide a means for the the sending air traffic control unit shall include the
insertion or modification of data in the flight plan via phrase ‘NEGATIVE-RNAV’ at the end of the mes-
the RNAV Control Display Unit (CDU). sage. The phrase ‘NEGATIVE-RNAV’ shall be also
included by the pilot immediately following the aircraft
In-flight update — Verification of the data in respect call sign whenever initial contact on an ATC unit fre-
to the Flight Path being flown, and the stored data quency is established.
base at any time without the guidance and navigation
outputs of the computer being affected, is mandatory. OPERATIONS MANUAL
The route data shall consist of the names or coordi- The Operations manual shall describe the RNAV
nates of the way points and shall include distance and equipment procedures to be used for
tracks between them. The present track and distance
– pre-flight, in-flight and post-flight; and
to go to the next way point shall be provided, except
when operating on a non fixed leg. The flight crew – in the event of a loss, or impairment, of RNAV nav-
shall be able to modify the flight plan at any time. An igation capability. The procedures as filed by the
additional means of updating the flight plan by use of state authorities do strictly apply.
a ground/air data link is optional.
NAVIGATION
Navigation Mode and Annunciation
The flight crew shall be enabled to monitor navigation
mode and position.
Tuning and Selection of Radio Aids
Automatic selection and tuning of VOR and/or DME
channels in accordance with stored program proce-
dures, and related aircraft position and data base
requirements, is required. The selected frequencies
and ICAO identifiers shall be available for display.
Individual NAVAIDs shall be inhibited from the auto-
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– The type, performance and handling characteris- – the required aircraft systems for the type of
tics of the aircraft; approach are operative,
– The composition of the flight crew, their compe- – the required aircraft performance criteria are met
tence and experience; and
– The dimensions and characteristics of the run- – the crew is qualified accordingly.
ways which may be selected for use;
– The adequacy and performance of the available
4 PORTRAYAL OF AOM
visual and non-visual ground aids; AOM for take-off and landing will be shown either on
Jeppesen instrument approach or aerodrome charts
– The equipment available on the aircraft for navi-
or on a separate minimums listing.
gation and/or control of the flight path, as appro-
priate, during the take-off, the approach, the flare, 5 MET VISIBILITY/RVR/CMV
the landing, the roll-out and the missed approach;
AOM are generally expressed in RVR or CMV. If
– The obstacles in the approach, missed approach only meteorological visibility is reported, the charted
and climb-out areas required for the execution RVR/CMV value can be substituted by reported mete-
of contingency procedures and necessary clear- orological VIS for Straight-in Instrument Approaches
ance; as shown in Table 1.
– The OCA(H) for the instrument approach proce-
Table 1 must not be applied for Take-off or any other
dure;
required RVR minimum less than 800m or when
– The means to determine and report meteorologi- reported RVR is available.
cal conditions;
NOTE: If the RVR is reported at being above the
– The flight technique to be used during the final maximum value assessed by the aerodrome opera-
approach. tor, e.g.: “RVR more than 1500m”, it is not considered
The minimums are considered applicable if: to be a reported RVR in this context and the conver-
– the required ground equipment for the intended sion table may be used.
procedure is operative,
EXAMPLE: Reported VIS 600m Day (HIALS and HIRL in use): RVR/CMV = 600m x 1.5 = 900m
Day (No lighting): RVR/CMV = 600m x 1.0 = 600m
Night (HIALS and HIRL in use): RVR/CMV = 600m x 2.0 = 1200m
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and to see and avoid obstacles in the take-off The take-off minimums established by an operator
area. Such aircraft may be operated to take-off must be based upon the height from which the one
minimums shown in Table 3. engine inoperative net take-off flight path can be con-
structed. The RVR/VIS minimums used may not be
lower than either those specified in Table 2 or 3.
Table 3 ASSUMED ENGINE FAILURE HEIGHT ABOVE THE RUNWAY VERSUS RVR/VIS
Take-off RVR/VIS
Assumed engine failure height (ft) above the take-off runway RVR/VIS (m) 1
50 or less 200
51 - 100 300
101 - 150 400
151 - 200 500
201 - 300 1000
more than 300 1500 2
1 The reported RVR/VIS of the initial part of the take-off run can be replaced by pilot assessment.
2 1500m is also applicable if no positive take-off flight path can be constructed.
When reported RVR/VIS is not available, the com- An operator must ensure that the visibility is not
mander shall not commence take-off unless he can below:
determine that the actual conditions satisfy the appli- – the State published circling VIS,
cable take-off minimum.
– the VIS from Table 4,
7 CIRCLE-TO-LAND MINIMUMS – the RVR/CMV of the preceding instrument
(EU-OPS 1) approach procedure.
An operator must ensure that the MDH is not below:
– the State published circling OCA(H),
– the MDH from Table 4,
– the MDH of the preceding instrument approach
procedure.
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Circle-to-land with prescribed flight tracks is an For night operations or for any operation where credit
accepted procedure within the meaning of this para- for runway and approach lights is required, the lights
graph. must be on and serviceable.
8 DETERMINATION OF RVR/CMV
FOR CAT I PRECISION, APV AND
NON-PRECISION APPROACHES
(EU-OPS 1)
APPROACH LIGHT SYSTEMS
The visual aids comprise standard runway day mark-
ings, approach and runway lighting (runway edge
lights, threshold lights, runway end lights and in some
cases also touch-down zone lights and/or runway
centerline lights).
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Table 6 RVR/CMV (m) vs DH/MDH and Lights – All Aircraft Categories (continued)
RVR/CMV (m) depending on Class of Lighting Facilities
DH or MDH (ft)
FALS IALS BALS NALS
401 – 420 1200 1500 1700 1900
421 – 440 1300 1600 1800 2000
441 – 460 1400 1700 1900 2100
461 – 480 1500 1800 2000 2200
481 – 500 1500 1800 2100 2300
501 – 520 1600 1900 2100 2400
521 – 540 1700 2000 2200 2400
541 – 560 1800 2100 2300 2500
561 – 580 1900 2200 2400 2600
581 – 600 2000 2300 2500 2700
601 – 620 2100 2400 2600 2800
621 – 640 2200 2500 2700 2900
641 – 660 2300 2600 2800 3000
661 – 680 2400 2700 2900 3100
681 – 700 2500 2800 3000 3200
701 – 720 2600 2900 3100 3300
721 – 740 2700 3000 3200 3400
741 – 760 2700 3000 3300 3500
761 – 800 2900 3200 3400 3600
801 – 850 3100 3400 3600 3800
851 – 900 3300 3600 3800 4000
901 – 950 3600 3900 4100 4300
951 – 1000 3800 4100 4300 4500
1001 – 1100 4100 4400 4600 4900
1101 – 1200 4600 4900 5000 5000
1201 and above 5000 5000 5000 5000
The following requirements must be fulfilled: – for APV operations to runways with FALS, TDZ
– descent angle not above 4.5° for CAT A & B and and CL, when using an approved HUD, but not
not above 3.77° for CAT C & D, unless other below 600m.
approach angles are approved by the authority, The operator must ensure that the decision height to
– final offset not more than 15° for CAT A & B and be used is not lower than:
not more than 5° for CAT C & D. – the minimum height to which the approach aid can
An RVR of less than 750m may only be used: be used without the required visual reference.
– for CAT I approach operations to runways with – the OCH for the aircraft category,
FALS, TDZ and CL and with DH of 200ft, – the published decision height,
– for CAT I approach operations to runways without – 200ft for CAT I approach operations,
TDZ and/or CL, when using an approved HUDLS – 250ft for APV operation,
or an equivalent approved system, or when
– the lowest decision height specified in the Aircraft
conducting a coupled or a flight-director-flown
Flight Manual or equivalent documents
approach to a DH not less than 200ft,
whichever is higher.
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If at least one of the requirements (a) to (f) above from Table 9. For non-CDFA approaches the values
is not matched or the DH/MDH is more than 1200ft, from Table 6 have to be increased by 200m for CAT
the RVR is the higher value of Table 6 (based on A & B and 400m for CAT C & D.
DH/MDH) and 9, but not above the maximum values
The operator must ensure that the minimum descent – the published minimum descent height/decision
height or decision height to be used is not lower than: height,
– the minimum height to which the approach aid can – the lowest minimum descent height/decision
be used (Table 10), height specified in the Aircraft Flight Manual or
– the OCH for the aircraft category, equivalent documents
whichever is higher.
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– Class I/T/1 for operations to a minimum RVR of – the minimum decision height specified in the Air-
450m and to a DH of 200ft or more, craft Flight Manual or equivalent documents,
– Class II/D/2 for operations in RVR of less than – the minimum height to which the precision
450m or to a DH of less than 200ft. approach aid can be used without the required
Single ILS facilities are only acceptable if Level 2 per- visual reference,
formance is provided. – the decision height to which the flight crew is
authorized to operate.
Jeppesen will publish minimums for Other Than
Standard CAT II operations only if the procedure Operations with no decision height may only be con-
is approved for their use by the State of the aero- ducted if:
drome. – the operation with no decision height is authorized
in the Aircraft Flight Manual,
12 CAT III OPERATIONS (EU-OPS 1) – the approach aid and aerodrome facilities can
CAT III operations are subdivided as follows: support such operations,
a. CAT IIIA: decision height lower than 100ft and – the operator has an approval for CAT III operations
RVR not less than 200m, with no decision height.
b. CAT IIIB: decision height lower than 100ft or no NOTE: In the case of a CAT III runway it may be
decision height and RVR less than 200m but not assumed that operations with no decision height can
less than 75m. be supported unless specifically restricted as pub-
DECISION HEIGHT lished in the AIP or by NOTAM.
For operations in which a decision height is used, an RVR
operator must ensure that the decision height is not The lowest minimums to be used by an operator for
lower than: CAT III operations are shown in Table 14.
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A pilot may not continue an approach below 100ft Jeppesen will publish minimums for single pilot
above threshold elevation, unless one of the following operations only on operator’s request on tailored
visual references is distinctly visible and identifiable charts.
to the pilot without reliance on the enhanced vision
system: 16 PLANNING MINIMUMS (EU-OPS 1)
– The lights or markings of the threshold, An operator shall only select an aerodrome as
a take-off alternate aerodrome when appropriate
– The lights or markings of the touchdown zone.
weather reports or forecasts or any combination
15 SINGLE PILOT OPERATIONS thereof indicate, that during a period commencing
one hour before and ending one hour after the esti-
(EU-OPS 1) mated time of arrival, the weather conditions will be at
For single pilot operations the operator must calculate or above the applicable landing minimum. The ceiling
the minimum RVR/VIS for all approaches as stated must be taken into account when only non-precision
above with the exceptions shown below. or circling approaches are available. Any limitation
a. An RVR of less than 800m may be used for CAT I related to one-engine-inoperative operations must
approaches provided any of the following is used be taken into account.
at least down to the applicable DH:
An operator shall only select the destination aero-
– A suitable autopilot, coupled to an ILS or drome when appropriate weather reports or forecasts
MLS, which is not promulgated as restricted, or any combination thereof indicate, that during a
– An approved HUDLS (including EVS where period commencing one hour before and ending one
appropriate) or equivalent approved system, hour after the estimated time of arrival, the weather
b. The minimum RVR/CMV shall not be less than conditions will be at or above the applicable landing
600m where TDZ and/or CL are not available. minimum as follows:
c. An RVR of less than 800m may be used for APV – RVR/VIS,
operations to runways with FALS, TDZ and CL – ceiling at or above MDH for non-precision or cir-
when using an approved HUDLS, an equivalent cling approaches,
approved system or when conducting a coupled or two destination alternate aerodromes are selected
approach to a DH equal to or greater than 250ft. if the weather conditions are below the applicable
planning minimums.
An operator shall only select an aerodrome as:
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JAR-OPS does not use the term CMV for converted 18.3 CIRCLE-TO-LAND MINIMUMS
meteorological visibility. The Circling minimums are nearly the same as for the
JAR-OPS does not include non-standard minimums EU-OPS. The only difference is that JAR-OPS does
for CAT I or CAT II precision approaches. not include the requirement that MDH and VIS must
not be below the values of the preceding instrument
JAR-OPS does not include APV minimums but approach procedure. JAR-OPS 1 operators can use
JAR-OPS 1 operators may be approved to conduct both, Standard and JAR-OPS Circling minimums.
APV operations.
18.4 NON-PRECISION APPROACH
18.2 TAKE-OFF MINIMUMS MINIMUMS
The Take-off minimums are the same as for the An operator must ensure that the MDH for a non-pre-
EU-OPS. JAR-OPS 1 operators can use both, Stan- cision approach is not below the OCH/OCL for the
dard and JAR-OPS Take-off minimums. category of aircraft or the MDH values given in the
Table 19 below.
An operator must ensure that the RVR for a non-preci- that visual glide slope guidance is also visible at the
sion approach is not below the values given in Table MDH. The figures may be either reported RVR or
20 below and not below any State given value. The meteorological VIS converted to RVR as described
table is only applicable to conventional approaches in paragraph 5. The MDH in Table 20 refers to the ini-
with a nominal descent slope of not greater than 4° tial MDH (before rounding).
(7.0%). Greater descent slopes will usually require
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The minimum equipment list (MEL) fulfilling the INDICATION IN THE FLIGHT PLAN
MASPS consists of: (see FAA Interim Guidance (IG) OF RVSM APPROVAL STATUS
91-RVSM/JAA TGL6). Flight planning for RVSM approved aircraft and
a. two primary altimetry systems; non-RVSM approved State aircraft.
b. one altitude-alerting device; Operation of RVSM approved aircraft shall indicate
c. one automatic altitude-keeping device, and the approval status by inserting the letter ‘W’ in the
d. one SSR (secondary surveillance radar item 10 of the ICAO flight plan form, regardless of the
transponder). requested Flight Level.
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The applicable vertical separation minimum shall be AIR TRAFFIC SERVICES MESSAGES
established by the last ACC/UAC providing ATC ser-
vice to the aircraft within the ME RVSM airspace and FLIGHT PLAN
before the aircraft passes the transfer of control point If the receiving unit has not received a flight plan, the
to the adjacent ACC/UAC. sending ATC unit shall verbally inform the receiving
unit whether or not the aircraft is RVSM approved.
Such aircraft shall be established at a flight level in
accordance with: When and automated message does not contain the
– the table of cruising levels, as published in ICAO information filed in item 18 of the ICAO flight plan
Annex 2, Appendix 3, and/or form relevant to RVSM operations, the sending ATC
unit shall inform the receiving unit of that information
– a flight level allocation scheme, if applicable, by supplementing the ATC message verbally, using
and/or the term ’NEGATIVE RVSM’ or ’NEGATIVE RVSM
– as specified in an inter-ACC letter of agreement. STATE AIRCRAFT’, as applicable.
NON-RVSM APPROVED CIVIL When a verbal coordination process is being used,
OPERATIONS the sending ATC unit shall include the information
Non-RVSM approved aircraft operating from a depar- filed in item 18 of the ICAO flight plan form relevant
ture aerodrome outside the lateral limits of the ME to RVSM operations at the end of the verbal esti-
RVSM airspace with a destination aerodrome within mate message, using the term ’NEGATIVE RVSM’ or
the lateral limits of the ME RVSM airspace shall be ’ NEGATIVE RVSM STATE AIRCRAFT’, as applica-
cleared to a flight level below FL290. Such flight level ble.
changes shall be initiated by the first ACC/UAC pro- When a single aircraft is experiencing an in-flight
viding ATC service to the aircraft within the ME RVSM contingency that impacts on RVSM operations, the
airspace and shall be achieved before the aircraft associated coordination message(s) shall be supple-
passes the transfer of control point to the adjacent mented verbally by a description of the cause of the
ACC/UAC. contingency.
Non-RVSM approved aircraft operating from a depar- SPECIAL PROCEDURES FOR
ture aerodrome to a destination aerodrome, both of
which are within the lateral limits of the ME RVSM IN-FLIGHT CONTINGENCIES
airspace, shall be cleared to a flight level below INVOLVING A LOSS OF VERTICAL
FL290. NAVIGATION PERFORMANCE
Non-RVSM approved aircraft operating from a depar- REQUIRED FOR FLIGHT WITHIN
ture aerodrome within the lateral limits of the ME THE ME RVSM AIRSPACE
RVSM airspace to a destination aerodrome outside An in-flight contingency affecting flight in the ME
the lateral limits of the ME RVSM airspace: RVSM airspace pertains to unforeseen circum-
– shall be cleared to a flight level below FL290; and stances that directly impact the ability of one or more
– may be cleared to FL290 or above by the last aircraft to operate in accordance with the vertical
ACC/UAC providing ATC service to the aircraft navigation performance requirements of the ME
within the ME RVSM airspace, and such flight RVSM airspace as specified under “MEANS OF
level changes shall be achieved before the aircraft COMPLIANCE”.
passes the transfer of control point to the adjacent Such in-flight contingencies can result from degra-
ACC/UAC. dation of aircraft equipment associated with height-
Non-RVSM approved aircraft operating from a depar- keeping and from turbulent atmospheric conditions.
ture aerodrome to a destination aerodrome, both of
which are outside the lateral limits of the ME RVSM The pilot shall inform ATC as soon as possible of any
airspace, with a portion of the route within the lateral circumstances where the vertical navigation perfor-
limits of the ME RVSM airspace: mance requirements for the ME RVSM airspace can-
not be maintained.
– shall be cleared to a flight level below FL290
or above FL410 by the first ACC/UAC providing In such cases, the pilot shall obtain a revised ATC
ATC service to the aircraft within the ME RVSM clearance prior to initiating any deviation from the
airspace, and such flight level changes shall be cleared route and/or flight level, whenever possible.
achieved before the aircraft passes the transfer of When a revised ATC clearance could not be obtained
control point to the adjacent ACC/UAC, in accor- prior to such a deviation, that pilot shall obtain a
dance with flight level allocation system (FLAS), revised clearances as soon as possible thereafter.
if applicable, and/or as specified in an inter-ACC
letter of agreement; and ATC shall render all possible assistance to a pilot
– may subsequently be cleared to a requested flight experiencing an in-flight contingency. Subsequent
level within or through the ME RVSM airspace by ATC actions will be based on the intentions of the
the last ACC/UAC providing ATC service to the pilot, the overall traffic situation and the real-time
aircraft within the ME RVSM airspace, and such dynamics of the contingency.
flight level changes shall be achieved before the
aircraft passes the transfer of control point to the
adjacent ACC/UAC.
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Phrase Purpose
(call sign) CONFIRM RVSM Used by the controller to ascertain the RVSM approval status of the acft.
APPROVED
NEGATIVE RVSM1 Used by the pilot to report non-RVSM approval status.
a. on the initial call on any frequency within the ME RVSM airspace
(controllers shall provide a read back with this same phrase), and
b. in all requests for flight level changes
c. in all read backs of flight level clearances pertaining to flight levels.
AFFIRM RVSM1 Used by the pilot to report RVSM approval status.
CONFIRM WHEN ABLE TO Used by the controller to request confirmation that an aircraft has regained
RESUME RVSM RVSM approved status or a pilot is ready to resume RVSM operations.
(call sign) UNABLE ISSUE Used to deny ATC clearance into ME RVSM airspace.
CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN [or
DESCEND TO, or CLIMB TO]
FLIGHT LEVEL (number)
UNABLE RVSM DUE Used by the pilot to report when severe turbulence affects the aircraft’s
TURBULENCE1 capability to maintain the height-keeping requirements for RVSM.
UNABLE RVSM DUE Used by the pilot to report that the aircraft’s equipment has degraded below
EQUIPMENT1 the minimum aircraft system performance specifications (MASPS).
READY TO RESUME RVSM1 Used by the pilot to report the ability to resume operations within the ME
RVSM airspace after an equipment or weather-related contingency.
REPORT WHEN ABLE TO Used by the controller to confirm that an aircraft has regained its RVSM
RESUME RVSM approval status or to confirm that the pilot is ready to resume RVSM
operations.
1 indicates a pilot transmission
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ME RVSM AIRSPACE
OBBB - Bahrain OLBB - Beirut OSTT - Damascus VGFR - Dhaka
OEJD - Jeddah OMAE - Emirates OYSC - Sanaa VIDF - Delhi
OIIX - Tehran OOMM - Muscat VABF - Mumbai VNSM - Kathmandu
OJAC - Amman OPKR - Karachi VCCC - Colombo VOMF- Chennai
OKAC - Kuwait OPLR - Lahore VECF - Kolkata VRMF - Male
FLAS FOR INTERNATIONAL TRAFFIC OVER CONTINENTAL INDIA WESTBOUND (0001 - 1600)
Indian Continental Airspace Flight Level Allocation
A325, A791, N877 FL300, 340, 360, 400 available1
1 FL280, 320, 380 available for domestic/international traffic crossing above routes.
All levels available for international flights in the continental airspace from 1601 to 0000.
NOTE 1: Airlines to plan in accordance with FLAS – A791 between CEA to TASOP
mentioned above cross Indian Continental Airspace NOTE 2: FL changes to meet the requirements of
on FLAS over continental airspace of India will be done
– N877 between VZZ - NNP - PRA - TASOP within Indian continental airspace.
FLAS FOR INTERNATIONAL TRAFFIC OVER CONTINENTAL INDIA FLAS EASTBOUND (0001 - 1600)
Indian Continental Airspace Flight Level Allocation
A325, A791, N877 FL310, 350, 390, 410 available1
1 FL290, 330, 370 available for domestic/international traffic crossing above routes.
All levels available for international flights in the continental airspace from 1601 to 0000.
NOTE: FL changes to meet the requirements of FLAS
over continental airspace of India will be done within
Indian continental airspace
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Units of measurement used in connection with all air ATS AIRSPACE CLASSIFICATIONS
traffic services in India: India has adopted the ICAO ATS airspace classifica-
tion as listed on ATC-Chapter ‘ICAO ATS Airspace
MEASUREMENT OF UNIT Classifications - Annex 11’. Within Indian airspace,
Distance used in Nautical Miles and however, only the airspace classes “D”, “E”, “F” and
navigation, position Tenths “G” are used.
reporting, etc., generally
in excess of 2 nautical In Class “D” airspace, traffic avoidance advice not
miles available and VFR flights receive traffic information
about all other flights.
Relatively short Meters
distances such as those In Class “F” and “G” airspace, flight information ser-
relating to aerodromes vice traffic available only if requested.
(e.g., runway lengths) For differences from ICAO VMC specifications see
Altitude, elevations, and Feet relevant paragraph below.
heights
Horizontal speed Knots SPECIAL REQUIREMENTS AND
including wind speed REGULATIONS
Vertical speed Feet Per Minute JOINING OR CROSSING OF ATS ROUTES
Wind direction for landing Degrees Magnetic Aircraft shall not join or cross ATS routes without prior
and take-off approval from the appropriate ATS unit. This approval
Visibility including Kilometers or Meters shall be obtained at least 10 minutes prior to entry
runway visual range into ATS route if in direct contact on VHF and at least
Altimeter setting Hectopascals 20 minutes prior to such entry if contact is through
enroute radio frequency. ATS routes shall be joined
Temperature Degrees Celsius or crossed at or close to a designated reporting point.
Weight Metric Tons or Kilograms Aircraft crossing the route shall do so at an angle of
Time Hours and minutes, 090°.
beginning at midnight
UTC.
REPORTING PROCEDURE BAGHDOGRA
(VEBD)
WGS-84 IMPLEMENTATION STATUS Due to military operational flying at VEBD all aircraft
WGS-84 compliant. overflying or landing at VEBD shall contact VEBD
ATC at least 10 minutes prior to crossing the report-
FLIGHT PROCEDURES ing points on ATS routes as follows:
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f. CPDLC will be the primary means of communi- A201, A465, B345, A462, A599, A791, B465, B593,
cation outside control areas and VHF/HF RTF G210, G333, G335, G348, G451, G463, G590,
will be a backup. R460, R581, R598, W13/N/S, W15N/S, W17S/N,
g. SELCAL checking is required to verify the RTF W18, W19, W20N/S, W22S/N, W24, W25, W26,
serviceability. W27, W28, W29, W38, W41, W42, W43N/S, W44,
W45, W46, W47N/S, W49, W57N/S, W70, W71N/S,
h. Pilots recognizing failure of data link commu-
W72, W81, W88, W91, W92. W93, W96, W98 and
nication shall immediately establish commu-
W101E, W102E/W, W104, W118N/S, W121 in Mum-
nication using appropriate voice frequency.
bai, Delhi, Kolkata and Chennai FIR.
The voice communication shall continue until
CPDLC connection is re-established and the Required Navigation Performance 10
controller has authorized to return to data link Longitudinal separation minima of 80NM RNAV or
communication. 10 minutes based on MNT is applied between air-
ADS/CPDLC WITHIN DELHI FIR craft equipped in accordance with RNP 10 navigation
requirements.
ADS/CPDLC System is available for trial operations
and controllers training within Delhi FIR on segments FL260 - 460: L301, L505, L333, L645, N895, P762.
of ATS routes L333, G452, G333, A589, A466, M890,
FL280 - 460: L507, L759, L760, M300, M770, M773,
M875, L509, W30, W31, W34, W36, W39. The ser-
M638, N519, N563, N571, N877, N893, N895, P323,
vice is available to all acft suitably equipped with data
P518, P570, P574, P628, P646.
link capability. The ADS/CPDLC service will not affect
the current procedure for non data link capable acft FL300 - 460: M890.
operating within Delhi FIR. The data link capable acft
while operating in Delhi FIR shall follow procedures STRATEGIC LATERAL OFFSET
as given below: PROCEDURES (SLOP)
a. Data link and ADS capability shall be indicated The following basic requirements apply to the use of
in the FPL by indicating appropriate designators the Strategic Lateral Offset Procedures (SLOP):
in item 10 and 18. a. Strategic Lateral Offset Procedures shall be
b. The AFN logon address of Delhi is ’VIDF’. applied only by aircraft with automatic offset
tracking capability.
c. The arriving acft shall logon 20 minutes prior
to entering Delhi FIR and in case flying time to b. The decision to apply a strategic offset is the
Delhi FIR is less than 20 minutes, immediately responsibility of the flight crew.
after departure. c. The offset shall be established at a distance of
d. Acft departing from aerodromes within Delhi FIR 1 or 2 NM to the RIGHT of the centerline of the
shall logon immediately after departure. ATS route relative to the direction of flight.
e. Aircraft departing/transiting from/within Delhi d. The offsets shall not exceed 2 NM right of the
FIR shall logon next data authority 15 minutes centerline of the ATS route
prior to leaving the Delhi TMA limits. e. The Strategic Lateral Offset Procedure has
f. Position reporting requirement to communicate been designed to include offsets to mitigate the
with ATC units on VHF/HF remain unchanged effects of wake turbulence of preceding aircraft.
during above period. If wake turbulence needs to be avoided, one of
the three available options (centerline, 1 NM or
g. SELCAL checking is required to verify the HFRT
2NM right offset) shall be used.
connectivity.
f. In airspace where the use of lateral offsets has
h. Pilots unable to establish Data link connection
been authorized, pilots are not required to inform
shall inform appropriate ATS unit through voice
ATC that an offset is being applied.
communication on VHF.
g. Aircraft transiting areas of radar coverage in
MACH NUMBER TECHNIQUE airspace where offset tracking is permitted may
The MNT with 10 minutes longitudinal separation initiate or continue an offset.
between aircraft may be applied to aircraft meeting h. Aircraft without automatic offset tracking capa-
RNAV criteria on the same track whether in flight bility must fly the centerline of the ATS route
level, climbing or descending on the following routes being flown.
in Mumbai, Delhi, Kolkata and Chennai FIR’s: The segments of ATS routes where Strategic Lateral
A201, A465, A466E/W, A474S, A599, B465, B593, Offset Procedures are applicable are identified in the
G208W, G472E/W, M890, R325, R461N/S, R472, tables below. However for ATC purposes the offset
UL425, W92, W103. may be cancelled by the appropriate ATC unit.
ENROUTE OPERATIONS
Flying outside of ATS routes is prohibited within
Indian airspace.
All flights entering, leaving or crossing the territory
of India are required to follow the ATS routes estab-
lished for international operations (For exceptions see
FLIGHT PLANNING below).
ACAS II REQUIREMENTS
Unless otherwise authorized by DGCA, no person
shall acquire for the purpose of operation:
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COMMUNICATIONS
Air-ground communication in Nepal is conducted in
the HF and VHF frequency band. To obtain flight infor-
mation service on uncontrolled air-space aircraft shall
use 124.7MHz, 126.5MHz, 5580kHz or 2923kHz as
appropriate.
Aircraft flying to/from unmanned aerodromes shall
report circuit area or set course time on the above
mentioned frequencies as appropriate.
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Flights exempted from ATFM procedures shall indi- and Bangkok ATFMU). Early advice that the Kabul
cate the exemption in their flight plan as follows: (Field slot time will be missed also enables the slots so
18 - STS-BOB ATFM EXMP). vacated to be efficiently reassigned to other flights
BOBCAT operating procedure Prior to departure, in the event that the aircraft is
All affected flights are required to submit slot requests unable to meet the Kabul slot time, when requested
to the BOBCAT system by logging onto https://www. by the pilot-in-command after the aircraft has left the
bobcat.aero between 0001 and 1200 on day of flight gate Karachi/Lahore ACCs shall assist the pilot-in-
and completing the electronic templates provided. command to coordinate with the ATFMU for a revised
slot allocation.
Slot requests including preferred ATS route, flight
level and Maximum Acceptable Delay (MAD) should To minimize coordination workload in obtaining a
be lodged between 0001 and 1200 on the day of revised slot allocation, the following procedures are
flight. recommended:
a. if the flight is still at the gate, coordination should
After the slot allocation has been published at https://
take place via aircraft operators/flight dispatch-
www.bobcat.aero aircraft operator can:
ers to ATFMU;
a. use the slot allocation result for ATS flight plan-
b. if the flight has left the gate, coordination to
ning purposes,
ATFMU may also take place via the ATS unit
b. cancel the allocated slot and/or, presently communicating with the flight.
c. change slot allocation to another available slot
Address of ATFMU
in the published list of unallocated slots.
Bangkok ATFMU
Karachi/Lahore ACCs can also view the slot alloca-
Tel: +66 2 287 8024
tion results at https://www.bobcat.aero.
+66 2 287 8025
Submission of ATS flight plan +66 2 287 8026
Once aircraft operators are in receipt of the slot allo- Fax: +66 2 287 8026
cation, they shall submit the ATS flight plan using +66 2 287 8027
the time, ATS route and flight level parameters of the E-Mail: atfmu@bobcat.aero
BOBCAT allocated slot. Internet: https://www.bobcat.aero
AFTN: VTBBZDZX
In addition to normal addressees, operators will also
address the flight plan (FPL) and related ATS mes- COMMUNICATION
sages to the ATFMU via AFTN address VTBBZDZX All VFR flights as well as IFR flights operating outside
for all flights that have submitted a slot request. controlled airspace shall maintain a listening watch
Aicraft operator/pilot-in-command on the frequency of a unit providing Flight Information
responsibilities Service and file with that station information as to their
position.
In accordance with ICAO PANS ATM provisions, it is
the responsibility of the pilot-in-command and the air- REQUIRED NAVIGATION PERFORMANCE
craft operator to ensure that the aircraft is ready to taxi Aircraft on international flights proceeding to
in time to meet any required departure time. The pilot- Afghanistan from Pakistan should be RNP 10 certi-
in-command shall be kept informed by their operators fied.
of the AWUT, Kabul FIR entry exit fix times and flight
parameters (route/level) nominated by BOBCAT. POSITION REPORTING PROCEDURE
The pilot-in-command, in collaboration with ATC, The last position report before passing from one FIR
shall arrange take-off as close as possible to the to an adjacent FIR shall also be made to the ATS unit
AWUT in order to meet the Kabul FIR slot time. serving the airspace to be entered.
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sionary route for R461) from MDI via BIKOK and STRATEGIC LATERAL OFFSET
be instructed to contact Colombo ATC for further PROCEDURES (SLOP)
clearance to descend. Lateral offset procedures will be applied in the
DATALINK (CPDLC) PROCEDURES non-radar oceanic airspace of the Colombo FIR.
CPDLC services are available to FANS 1/A equipped The decision to apply a strategic lateral offset is the
aircraft operating in the Colombo FIR on 24 hour responsibility of the flight crew.
basis.
The offset shall be established at a distance of one or
The introduction of CPDLC will not affect current pro- two nautical miles to the right of the centre line relative
cedures for non-data link equipped aircraft operating to the direction of flight.
in the same airspace.
In airspace where the use of lateral offsets has been
The provision of Pre-departure Clearance (PDC) via authorized, pilots are not required to inform ATC that
CPDLC to departing aircraft will not be available. an offset is being applied.
LOGON address is “VCCC”. ACAS II/TCAS II REQUIREMENTS
To avoid automatic rejection of the LOGON, the flight It is mandatory that all turbine engine aeroplanes of
identification number must be identical to the number a maximum certified mass in excess of 15000 kg or
filed in the FPL. authorized to carry more than 30 passengers shall be
equipped with an Airborne Collision Avoidance Sys-
A LOGON must be received from the aircraft before tem (ACAS II version 7.0) when operated in Sri Lanka
any data link connections can be initiated by the airspace.
ground system. This is achieved via the ATS facility
notification (AFN) LOGON process to be initiated by DIFFERENCES FROM ICAO
the pilot in accordance with company procedures. STANDARDS AND PROCEDURES
Aircraft requesting data link services inbound to
ICAO REFERENCE
Colombo FIR are required to manually LOGON to
VCCC at least 10 minutes prior to the estimated time ANNEX 2
for entering the FIR. No differences published.
Data Link equipped aircraft departing from Colombo
are to LOGON when beyond Radar Coverage.
Pilots, who are unable to establish a data link connec-
tion, shall inform ATC on VHF or HF RTF accordingly.
Aircraft that have established data link communica-
tions may down link their position reports by CPDLC
instead of HF RTF. When using CPDLC, the primary
and secondary HF voice frequencies will be used as
back-up communications medium.
To ensure the correct synchronization of messages,
Controller/Pilot dialogues opened by CPDLC must be
closed by CPDLC. Controller/Pilot dialogues opened
by voice must be closed by voice.
When CPDLC connection is established, aircraft will
be instructed to transfer from voice to CPDLC.
CPDLC connections will be terminated at the FIR
boundary position or when entering radar coverage.
Data Link Failure
Pilots recognizing a failure of CPDLC connection
must immediately establish communications on the
appropriate voice frequency. When voice communi-
cations have been established, voice must be used
as the primary medium until a CPDLC connection
has been re-established and the controller has
authorized the return to data link.
In case of an unexpected CPDLC shutdown, the con-
troller will immediately advise all data link connected
aircraft of the failure by voice. Instructions will con-
tinue by voice until return of the system. The return of
the system to an operational status will require a new
AFN LOGON from the affected aircraft.
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