Air Traffic Control

23 OCT 09 AIR TRAFFIC CONTROL EH-I
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.
TABLE OF CONTENTS ............................................................................................................................... EH-I
INTRODUCTION ................................................................................................................................................1
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) DEFINITIONS ..............................................101
FLIGHT PROCEDURES (DOC 8168) - AIR TRAFFIC CONTROL ..............................................................201
1 GENERAL ........................................................................................................................................201
1.2 PANS-OPS versus Previous Editions to PANS-OPS .............................................................201
1.3 State Pages - Rules and Procedures ....................................................................................201
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES ................................................................203
1 GENERAL INFORMATION ..............................................................................................................203

1.1 General..................................................................................................................................203
1.2 Obstacle Clearance ...............................................................................................................203
1.3 Areas .....................................................................................................................................203
1.4 Use of Flight Management System (FMS)/Area
Navigation (RNAV) Equipment ..............................................................................................203
2 ACCURACY OF FIXES....................................................................................................................203
2.2 Fix formed by Intersection .....................................................................................................203
2.3 Fix Tolerance Factors ............................................................................................................203
2.4 Fix Tolerance for other Types of Navigation Systems............................................................204
2.5 Area Splay .............................................................................................................................204
3 TURN AREA CONSTRUCTION ......................................................................................................205
3.1 General..................................................................................................................................205
3.2 Turn Parameters ....................................................................................................................205
3.3 Protection Area for Turns.......................................................................................................205
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES ........................................................209
1 GENERAL CRITERIA FOR DEPARTURE PROCEDURES.............................................................209

1.1 Introduction............................................................................................................................209
1.2 Operator’s Responsibility.......................................................................................................209
1.5 Procedure Design Gradient (PDG)........................................................................................210
1.6 Fixes as an Aid in Obstacle Avoidance .................................................................................210
1.7 Radar Vectors........................................................................................................................210
2 STANDARD INSTRUMENT DEPARTURES ....................................................................................210
2.2 Straight Departures ...............................................................................................................211
2.3 Turning Departures................................................................................................................211
3 OMNIDIRECTIONAL DEPARTURES ..............................................................................................212
3.1 General..................................................................................................................................212
3.2 Beginning of Departure .........................................................................................................212
3.3 Procedure Design Gradient (PDG)........................................................................................212
4 PUBLISHED INFORMATION FOR DEPARTURES .........................................................................214
4.1 General..................................................................................................................................214
4.2 Standard Instrument Departurtes (SIDs)...............................................................................214
4.3 Omnidirectional Departures...................................................................................................214
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES ................................215
1 GENERAL CRITERIA FOR ARRIVAL AND APPROACH PROCEDURES......................................215

1.2 Instrument Approach Procedure ...........................................................................................215
1.3 Categories of Aircraft.............................................................................................................215
1.5 Obstacle Clearance Altitude/Height (OCA/H)........................................................................215
1.6 Factors Affecting Operational Minima....................................................................................216
1.7 Vertical Path Control on Non-Precision Approach Procedures .............................................216
1.8 Approach Operations utilizing BARO-VNAV Equipment .......................................................217
1.9 Descent Gradient...................................................................................................................217
2 ARRIVAL SEGMENT .......................................................................................................................222
2.1 Purpose .................................................................................................................................222
2.2 Protection of the Arrival Segment..........................................................................................222
2.3 Minimum Sector Altitudes (MSA)/Terminal Arrival Altitudes (TAA) ........................................223
2.4 Terminal Area Radar (TAR) ...................................................................................................223
© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

EH-II AIR TRAFFIC CONTROL 23 OCT 09
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
5 FINAL APPROACH SEGMENT .......................................................................................................227

5.2 NPA with FAF.........................................................................................................................227
5.3 NPA without FAF....................................................................................................................228
5.4 Precision Approach ...............................................................................................................228
5.5 Determination of Decision Altitude (DA) or Decision Height (DH) .........................................229
5.6 Obstacle Free Zone ...............................................................................................................230
6 MISSED APPROACH SEGMENT....................................................................................................230
6.2 Initial Phase ...........................................................................................................................231
6.3 Intermediate Phase ...............................................................................................................231
6.4 Final Phase............................................................................................................................232
7 VISUAL MANOEUVRING (CIRCLING) AREA .................................................................................232
7.1 Purpose .................................................................................................................................232
7.2 Visual Flight Manoeuvre ........................................................................................................232
7.3 Protection ..............................................................................................................................232
7.4 Missed Approach Procedure while Circling ...........................................................................233
7.5 Visual Manoeuvring using Prescribed Tracks........................................................................233
8 CHARTING/AERONAUTICAL INFORMATION PUBLICATION (AIP) ..............................................235
8.2 Charted Altitude/Flight Levels................................................................................................235
8.5 Procedure Naming for Arrival and Approach Charts .............................................................236
FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA ....................................................................239
1.2 Obstacle Clearance Areas.....................................................................................................239

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES ..............................................................241
1 HOLDING CRITERIA .......................................................................................................................241

1.4 Entry ......................................................................................................................................241
2 OBSTACLE CLEARANCE ...............................................................................................................245
2.1 Holding Area..........................................................................................................................245
2.2 Buffer Area ............................................................................................................................245
2.3 Minimum Holding Level .........................................................................................................245
FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES ............................................247
1 GENERAL NOISE ABATEMENT INFORMATION ...........................................................................247
2 NOISE PREFERENTIAL RUNWAYS AND ROUTES ......................................................................247

2.1 Noise Preferential Runways ..................................................................................................247
2.2 Noise Preferential Routes......................................................................................................247
3 AEROPLANE OPERATING PROCEDURES ...................................................................................248
3.3 Development of Procedures ..................................................................................................248
3.4 Aeroplane Operating Procedures - Approach .......................................................................248
3.5 Aeroplane Operating Procedures - Landing ..........................................................................249
3.6 Displaced Thresholds ............................................................................................................249
3.7 Configuration and Speed Changes .......................................................................................249
3.8 Upper Limit ............................................................................................................................249
3.9 Communications....................................................................................................................249
APPENDIX TO CHAPTER 3 - NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE......................249
1 GENERAL ........................................................................................................................................249
2 NOISE ABATEMENT DEPARTURE CLIMB

EXAMPLE OF A PROCEDURE ALLEVATING NOISE CLOSE TO THE AERODROME (NADP1) .249
3 NOISE ABATEMENT DEPARTURE CLIMB

EXAMPLE OF A PROCEDURE ALLEVATING NOISE DISTANT FROM THE AERODROME
(NADP 2)..........................................................................................................................................250

23 OCT 09 AIR TRAFFIC CONTROL EH-III
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED ....................................................255
1 GENERAL INFORMATION FOR RNAV SYSTEMS.........................................................................255
2 TERMINAL ARRIVAL ALTITUDE (LTAA) .........................................................................................255

2.1 General..................................................................................................................................255
2.2 Flight Procedures ..................................................................................................................255
2.3 Non-Standard TAA.................................................................................................................256
3 GENERAL INFORMATION FOR BASIC GNSS...............................................................................256
3.1 Basic GNSS Receiver Specifications ....................................................................................256
4 GENERAL INFORMATION FOR SATELLITE-BASED AUGMENTATION SYSTEM (SBAS)...........257
4.1 General..................................................................................................................................257
4.2 SBAS Standard Conditions ...................................................................................................257
4.3 Avionics Functionality ............................................................................................................258
5 GENERAL INFORMATION FOR GROUND-BASED AUGMENTATION SYSTEM (GBAS) .............259
5.1 General Criteria .....................................................................................................................259
FLIGHT PROCEDURES (DOC 8168) - DEPARTURES PROCEDURES (RNAV).........................................261
1 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

NAVIGATION SYSTEMS USING BASIC GNSS RECEIVERS ........................................................261
1.4 Departure ..............................................................................................................................261
SATELLITE-BASED AUGMENTATION SYSTEM (SBAS) ...............................................................261
2.2 Turning Departure..................................................................................................................261
GROUND-BASED AUGMENTATION SYSTEM (GBAS)..................................................................261
3.1 Departure Operations............................................................................................................261
4 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES
AND RNP BASED DEPARTURE PROCEDURES...........................................................................261
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION APPROACH PROCEDURES...263
1 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

FOR NAVIGATION SYSTEMS USING BASIC GNSS RECEIVERS................................................263
1.4 GNSS Approach Procedures.................................................................................................263
1.5 Initial Approach Segment ......................................................................................................264
1.6 Intermediate Approach Segment...........................................................................................264
1.7 Final Approach Segment .......................................................................................................264
1.8 Missed Approach Segment ...................................................................................................264
BASED ON DME/DME ....................................................................................................................266

BASED ON VOR/DME.....................................................................................................................266
3.6 Navigation Accuracy Factors .................................................................................................266
3.7 Arrival Segment .....................................................................................................................266
3.8 Initial Approach Segment ......................................................................................................266
3.9 Final Approach Segment .......................................................................................................266
3.10 Missed Approach Segment ...................................................................................................267
BASED ON GBAS ...........................................................................................................................267
FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES WITH VERTICAL GUIDANCE .........269
1 APV/BARO-VNAV APPROACH PROCEDURES.............................................................................269

1.3 Equipment Requirements ......................................................................................................269
1.4 Operational Constraints.........................................................................................................269
BASED ON SBAS ............................................................................................................................270
2.2 SBAS Procedure Design Considerations ..............................................................................270
2.3 Missed Approach with Turning Point prior to Threshold ........................................................270

EH-IV AIR TRAFFIC CONTROL 23 OCT 09
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES .....................................273
1 GBAS PRECISION APPROACH PROCEDURES ...........................................................................273

1.1 Approach Conduct.................................................................................................................273
1.2 GBAS Approach Display Criteria...........................................................................................273
FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING .............................................................................275
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
FLIGHT PROCEDURES (DOC 8168) - ENROUTE .......................................................................................277
1 AREA NAVIGATION (RNAV) AND RNP-BASED EN-ROUTE PROCEDURES ...............................277

1.1 Standard Conditions ..............................................................................................................277
1.2 Definition of Turns..................................................................................................................277
AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES...................................279
1 INTRODUCTION TO ALTIMETER SETTING PROCEDURES ........................................................279
2 BASIC ALTIMETER SETTING REQUIREMENTS ...........................................................................279

2.2 Take-off and Climb.................................................................................................................279
2.3 Enroute ..................................................................................................................................280
2.4 Approach and Landing ..........................................................................................................280
2.5 Missed Approach...................................................................................................................280
3 PROCEDURES FOR OPERATORS AND PILOTS ..........................................................................280
3.1 Flight Planning.......................................................................................................................280
3.2 Pre-Flight Operational Test....................................................................................................280
3.3 Take-Off and Climb................................................................................................................280
3.4 Enroute ..................................................................................................................................280
3.5 Approach and Landing ..........................................................................................................280
4 ALTIMETER CORRECTIONS..........................................................................................................281
4.2 Pressure Correction...............................................................................................................281
4.3 Temperature Correction.........................................................................................................281
4.4 Mountainous Areas - Enroute................................................................................................282
4.5 Mountainous Terrain - Terminal Areas...................................................................................282
AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON PARALLEL OR

NEAR-PARALLEL INSTRUMENT RUNWAYS ..............................................................................................283
1 MODES OF OPERATION ................................................................................................................283

1.2 Modes of Operation ...............................................................................................................283
1.3 Equipment Requirements ......................................................................................................283
1.5 Vectoring to the ILS Localizer Course or MLS Final Approach Track ....................................283
1.7 Track Divergence ...................................................................................................................284
AIRCRAFT OPERATING PROCEDURES - SSR TRANSPONDER OPERATING PROCEDURES .............285
1 OPERATIONS OF TRANSPONDERS .............................................................................................285

1.1 General..................................................................................................................................285
1.2 Use of Mode C.......................................................................................................................285
1.3 Use of Mode S.......................................................................................................................285
1.7 Transponder Failure Procedures when the Carriage of a Functioning Transponder
is Mandatory..........................................................................................................................285
2 PHRASEOLOGY .............................................................................................................................285
2.2 Phraseology used by Pilots ...................................................................................................285
3 OPERATION OF ACAS Equipment .................................................................................................285
3.2 Use of ACAS Indications .......................................................................................................285
3.3 High Vertical Rate (HVR) Encounters ...................................................................................285
AIRCRAFT OPERATING PROCEDURES - OPERATIONAL FLIGHT INFORMATION................................287
1 AERODROME SURFACE OPERATIONS........................................................................................287

4 DEC 09 AIR TRAFFIC CONTROL EH-V
TABLE OF CONTENTS
2 READ-BACK OF CLEARANCES AND SAFETY-RELATED INFORMATION...................................287
3 STABILIZED APPROACH PROCEDURE ........................................................................................287

3.1 General..................................................................................................................................287
3.2 Parameters for the stabilized Approach.................................................................................287
3.3 Elements of the stabilized Approach .....................................................................................287
3.4 Go-Around Policy ..................................................................................................................287
AIRCRAFT OPERATING PROCEDURES - STANDARD OPERATING PROCEDURES (SOPS)

AND CHECKLISTS ........................................................................................................................................289
1 STANDARD OPERATING PROCEDURES (SOPs) .........................................................................289

1.1 General..................................................................................................................................289
1.4 SOPs Implementation and use..............................................................................................289
2 CHECKLISTS ..................................................................................................................................289
2.1 General..................................................................................................................................289
3 CREW BRIEFINGS..........................................................................................................................289
3.1 General..................................................................................................................................289
ICAO RULES OF THE AIR ANNEX 2 ..........................................................................................................301
CHAPTER 1 – DEFINITIONS .................................................................................................................301
CHAPTER 2 – APPLICABILITY OF THE RULES OF THE AIR..............................................................301

2.1 Territorial Application of the Rules of the Air .........................................................................301
2.2 Compliance with the Rules of the Air.....................................................................................301
2.3 Responsibility for Compliance with the Rules of the Air ........................................................301
2.4 Authority of Pilot-in-Command of an Aircraft .........................................................................301
2.5 Problematic Use of Psychoactive Substances ......................................................................301
CHAPTER 3 – GENERAL RULES ..........................................................................................................301
3.1 Protection of Persons and Property.......................................................................................301
3.2 Avoidance of Collisions..........................................................................................................302
3.3 Flight Plans............................................................................................................................304
3.4 Signals...................................................................................................................................306
3.5 Time.......................................................................................................................................306
3.6 Air Traffic Control Service ......................................................................................................306
3.7 Unlawful Interference.............................................................................................................308
3.8 Interception............................................................................................................................308
3.9 VMC Visibility and Distance from Clouds Minima..................................................................308
CHAPTER 4 – VISUAL FLIGHT RULES .................................................................................................308
CHAPTER 5 – INSTRUMENT FLIGHT RULES ......................................................................................309

5.1 Rules Applicable to All IFR Flights ........................................................................................309
5.2 Rules Applicable to IFR Flights Within Controlled Airspace ..................................................309
5.3 Rules Applicable to IFR Flights Outside Controlled Airspace................................................310
APPENDIX 1 – SIGNALS .......................................................................................................................310
1 DISTRESS AND URGENCY SIGNALS ...........................................................................................310
2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION .............................................................310
3 VISUAL SIGNAL USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN,

OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR DANGER AREA...............................310
4 SIGNALS FOR AERODROME TRAFFIC ........................................................................................310

4.1 Light and Pyrotechnic Signals ...............................................................................................310
4.2 Visual Ground Signals ...........................................................................................................311
5 MARSHALLING SIGNALS...............................................................................................................312
5.1 From a Signalman to an Aircraft ............................................................................................312
5.2 From the Pilot of an Aircraft to a Signalman ..........................................................................317
5.3 Technical/Servicing Communication Signals .........................................................................317
6 STANDARD EMERGENCY HAND SIGNALS ..................................................................................317
APPENDIX 2 – INTERCEPTION OF CIVIL AIRCRAFT.........................................................................318
1 PRINCIPLES TO BE OBSERVED BY STATES ...............................................................................318
2 ACTION BY INTERCEPTED AIRCRAFT ........................................................................................318
3 RADIO COMMUNICATION DURING INTERCEPTION ...................................................................318

EH-VI AIR TRAFFIC CONTROL 4 DEC 09
TABLE OF CONTENTS
APPENDIX 3 – TABLES OF CRUISING LEVELS .................................................................................318
APPENDIX 4 – UNMANNED FREE BALLOONS ..................................................................................320
1 CLASSIFICATION OF UNMANNED FREE BALLOONS .................................................................320
ICAO ATS AIRSPACE CLASSIFICATIONS - ANNEX 11

2.6 Classification of Airspaces.....................................................................................................351
AIR TRAFFIC MANAGEMENT (DOC 4444)..................................................................................................401
1 DEFINITIONS ..................................................................................................................................401
4 GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES ..............................................................401

4.4 Flight Plan.......................................................................................................................401
4.5 Air Traffic Control Clearances .........................................................................................401
4.8 Change from IFR to VFR Flight ......................................................................................403
4.9 Wake Turbulence Categories..........................................................................................403
4.10 Altimeter Setting Procedures..........................................................................................403
4.11 Position Reporting ..........................................................................................................403
4.12 Reporting of Operational and Meteorological Information ..............................................405
4.15 Data Link Communications Initiation Procedures...........................................................406
5 SEPARATION METHODS AND MINIMA .........................................................................................406

5.9 Clearances to Fly Maintaining Own Separation while in Visual Meteorological
Conditions.......................................................................................................................406
5.10 Essential Traffic Information ...........................................................................................406
6 SEPARATION IN THE VICINITY OF AERODROMES .....................................................................407

6.3 Procedures for Departing Aircraft ...................................................................................407
6.5 Procedures for Arriving Aircraft ......................................................................................407
6.6 Information for Arriving Aircraft.......................................................................................409
6.7 Operations on Parallel or Near-Parallel Runways ..........................................................409
7 PROCEDURES FOR AERODROME CONTROL SERVICE............................................................411

7.3 Initial Call to Aerodrome Control Tower..........................................................................411
7.4 Information to Aircraft by Aerodrome Control Towers ....................................................411
7.6 Control of Aerodrome Traffic ..........................................................................................411
7.7 Control of Traffic in the Traffic Circuit .............................................................................412
8 ATS SURVEILLANCE SERVICES ...................................................................................................412

8.3 Communications.............................................................................................................412
8.5 Use of SSR Transponders and ADS-B Transmitters ......................................................412
9 FLIGHT INFORMATION SERVICE AND ALERTING SERVICE......................................................413

9.1 Flight Information Service...............................................................................................413
9.2 Alerting Service ..............................................................................................................413
12 PHRASEOLOGIES ..........................................................................................................................413
12.2 General...........................................................................................................................413
12.3 ATC Phraseologies.........................................................................................................414
12.4 ATS Surveillance Service Phraseologies .......................................................................429
13 AUTOMATIC DEPENDENT SURVEILLANCE CONTRACT (ADS-C) SERVICES...........................435

13.1 General...........................................................................................................................435
13.2 ADS-C Ground System Capabilities...............................................................................435
13.4 Use of ADS-C in the Provision of Air Traffic Control Service .........................................436
14 CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC).................................................436

14.1 General...........................................................................................................................436
14.2 Establishment of CPDLC................................................................................................436
15 PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE

AND CONTINGENCIES...................................................................................................................436
15.1 Emergency Procedures ..................................................................................................437
15.2 Special Procedures for In-flight Contingencies in Oceanic Airspace..............................437
15.3 Air-Ground Communication Failure ................................................................................439
15.7 Other ATC Contingency Procedures ..............................................................................441

25 DEC 09 AIR TRAFFIC CONTROL EH-VII
TABLE OF CONTENTS
16 MISCELLANEOUS PROCEDURES ................................................................................................441

16.3 Air Traffic Incident Report...............................................................................................441
16.4 Use of Repetitive Flight Plans (RPLs) ............................................................................441
16.5 Strategic Lateral Offset Procedures (SLOP) in Oceanic and
Remote Continental Airspace.........................................................................................442
16.6 Notification of Suspected Communicable Diseases, or other Public Health Risk
on Board an Aircraft........................................................................................................443
APPENDIX 1 - INSTRUCTION FOR AIR-REPORTING BY VOICE COMMUNICATIONS.....................451
REPORTING INSTRUCTIONS ........................................................................................................451

1 ROUTINE AIR-REPORTS .....................................................................................................451
2 SPECIAL AIR-REPORTS ......................................................................................................451
3 DETAILED REPORTING INSTRUCTIONS...........................................................................452
SPECIAL AIR-REPORT OF VOLCANIC ACTIVITY FORM (MODEL VAR).....................................454
EXAMPLES......................................................................................................................................455
APPENDIX 2 - FLIGHT PLAN ................................................................................................................457
1 ICAO MODEL FLIGHT PLAN FORM...............................................................................................457
2 INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM...................................458

2.1 General..................................................................................................................................458
2.2 Instructions for Insertion of ATS Data....................................................................................458
2.3 Filed By..................................................................................................................................463
5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM .......................................................................464
6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM ...............................................465
7 INSTRUCTIONS FOR THE COMPLETION OF THE REPETITIVE FLIGHT PLAN (RPL)

LISTING FORM ...............................................................................................................................466
7.1 General..................................................................................................................................466
7.4 Instructions for Insertion of RPL Data ...................................................................................466
8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL)...............................................468
APPENDIX 4 - AIR TRAFFIC INCIDENT REPORT ...............................................................................469
1 ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM ..............................................................469
2 INSTRUCTIONS FOR THE COMPLETION OF THE AIR TRAFFIC

INCIDENT REPORT FORM ..................................................................................................472
AERONAUTICAL TELECOMMUNICATIONS................................................................................................473
Extracted from ANNEX 10 (Vol II) – Aeronautical Telecommunications

5 AERONAUTICAL MOBILE SERVICE – VOICE COMMUNICATIONS .............................................473
5.2 Radiotelephony Procedures ..................................................................................................473
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) ...............................................................475
Extracted from ANNEX 11 - Air Traffic Services - Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND APPLICABILITY OF BROADCASTS ..........................................................475
2 DETAILS OF BROADCASTS ...........................................................................................................475

2.1 VHF RTF Frequency to be used............................................................................................475
2.2 Listening Watch .....................................................................................................................475
2.3 Time of Broadcasts................................................................................................................475
2.4 Forms of Broadcasts .............................................................................................................475
2.5 Acknowledgement of the Broadcasts ....................................................................................476
3 RELATED OPERATING PROCEDURES .........................................................................................476
3.1 Change of Cruising Level ......................................................................................................476
3.2 Collision Avoidance ...............................................................................................................476
3.3 Normal Position Reporting Procedures .................................................................................476

EH-VIII AIR TRAFFIC CONTROL 25 DEC 09
TABLE OF CONTENTS
MACH NUMBER TECHNIQUE ......................................................................................................................501
1 INTRODUCTION..............................................................................................................................501
2 OBJECTIVES...................................................................................................................................501
3 PREREQUISITES ............................................................................................................................501
3.1 Area of Application ................................................................................................................501
3.2 Aircraft Instrumentation .........................................................................................................501
3.3 Flight Progress Information for ATC.......................................................................................501
3.4 Adherence to Assigned Mach Number..................................................................................501
4 GENERAL PROCEDURES..............................................................................................................501
REQUIRED NAVIGATIONAL PERFORMANCE (RNP) - AREA NAVIGATION (RNAV) ...............................551
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
EU-OPS 1 - AERODROME OPERATING MINIMUMS (AOM).......................................................................601
1 GENERAL ........................................................................................................................................601
2 DEFINITIONS ..................................................................................................................................601
3 OPERATORS RESPONSIBILITY ....................................................................................................601
4 PORTRAYAL OF AOM .....................................................................................................................602
5 MET VISIBILITY/RVR/CMV .............................................................................................................602
6 TAKE-OFF MINIMUMS (EU-OPS 1) ................................................................................................602
7 CIRCLE-TO-LAND MINIMUMS (EU-OPS 1) ...................................................................................603
8 DETERMINATION OF RVR/CMV FOR CAT I PRECISION, APV AND

NON-PRECISION APPROACHES (EU-OPS 1) ..............................................................................604
8.1 CAT I Precision (ILS, MLS, GLS, PAR) and APV...................................................................605
8.2 Non-Precision Approaches....................................................................................................606
9 LOWER THAN STANDARD CAT I OPERATIONS (EU-OPS 1) .......................................................607
10 STANDARD CAT II OPERATIONS (EU-OPS 1)...............................................................................607
11 OTHER THAN STANDARD CAT II OPERATIONS (EU-OPS 1).......................................................608
12 CAT III OPERATIONS (EU-OPS 1) ..................................................................................................609
13 FAILED OR DOWNGRADED EQUIPMENT (EU-OPS 1) ................................................................609
14 ENHANCED VISION SYSTEMS (EU-OPS 1) .................................................................................610
15 SINGLE PILOT OPERATIONS (EU-OPS 1) ....................................................................................611

12 FEB 10 AIR TRAFFIC CONTROL EH-IX
TABLE OF CONTENTS
16 PLANNING MINIMUMS (EU-OPS 1) ...............................................................................................612
17 COMMENCEMENT AND CONTINUATION OF AN APPROACH -

APPROACH BAN (EU-OPS 1).........................................................................................................612
18 JAR-OPS 1 AOM (EU-OPS 1 - Subpart E - Appendix 1 to OPS 1.430 old) ....................................613

18.1 General..................................................................................................................................613
18.2 Take-Off Minimums................................................................................................................613
18.3 Circle-to-Land Minimums.......................................................................................................613
18.4 Non-Precision Approach Minimums ......................................................................................613
18.5 CAT I Precision Approach Minimums ....................................................................................614
18.6 Single Pilot Operations ..........................................................................................................614
18.7 CAT II Precision Approach Minimums ...................................................................................614
18.8 CAT III Precision Approach Minimums ..................................................................................614
REGIONAL PROCEDURES (DOC 7030)
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
MIDDLE EAST/SOUTH ASIA

Reduced Vertical Separation Minimum (RVSM) Middle East........................................................ ME-1
STATE RULES AND PROCEDURE PAGES

Afghanistan ...................................................................................................................... AFGHANISTAN-1
Albania ....................................................................................................................................... ALBANIA-1
Algeria ........................................................................................................................................ALGERIA-1
Angola ........................................................................................................................................ ANGOLA-1
Armenia ..................................................................................................................................... ARMENIA-1
Austria ........................................................................................................................................ AUSTRIA-1
Azerbaijan ........................................................................................................................... AZERBAIJAN-1
Azores .........................................................................................................................................AZORES-1
Bahrain ...................................................................................................................................... BAHRAIN-1
Bangladesh .......................................................................................................................BANGLADESH-1
Belarus ......................................................................................................................................BELARUS-1
Belgium ....................................................................................................... BELGIUM & LUXEMBOURG-1
Benin .......................................................................................................................... see WEST AFRICA-1
Bhutan ......................................................................................................................................... BHUTAN-1
Botswana............................................................................................................................... BOTSWANA-1
Bulgaria ................................................................................................................................... BULGARIA-1
Burkina Faso .............................................................................................................. see WEST AFRICA-1
Burundi ...................................................................................................................................... BURUNDI-1
Cameroon................................................................................................................... see WEST AFRICA-1
Canary Is ................................................................................................................................ CANARY IS-1
Cape Verde ........................................................................................................................ CAPE VERDE-1
Central African Republic............................................................................................. see WEST AFRICA-1
Chad........................................................................................................................... see WEST AFRICA-1
China, P.R. of......................................................................................................................CHINA, P.R. of-1
Congo, D.R. of ................................................................................................................. CONGO, D.R. of-1
Congo, Rep. of ........................................................................................................... see WEST AFRICA-1
Cote d’Ivoire ............................................................................................................... see WEST AFRICA-1
Croatia........................................................................................................................................ CROATIA-1
Cyprus ........................................................................................................................................ CYPRUS-1
EH-X AIR TRAFFIC CONTROL 12 FEB 10
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
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

4 SEP 09 AIR TRAFFIC CONTROL 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.
ICAO DEFINITIONS – GENERAL

These definitions are applicable to the ICAO infor- A general statement concerning conformance,
mation contained in this ATC section and have been or non-conformance, with ICAO procedures and
extracted from appropriate ICAO publications. units of measurement used by the state are pro-
vided.
FLIGHT PROCEDURES – FLIGHT PROCEDURES
Information is extracted from the latest amended edi-
HOLDING
tion of Procedures for Air Navigation Services — Air-
craft Operations (PANS-OPS), Document 8168, Vol- Holding speed tables are provided in the Flight
ume I, Flight Procedures. Topics include departure, Procedures ICAO pages. Reference to the
approach, holding, and noise abatement procedures. specific, applicable table is included on the
state rules and procedures page. If the state
ICAO RULES OF THE AIR—ANNEX has exceptions to the published holding tables,
2 and ICAO ATS AIRSPACE a complete tabulation of holding speeds is pro-
vided.
CLASSIFICATIONS—ANNEX 11
– PROCEDURE LIMITATIONS AND OPTIONS
ICAO Rules of the Air consist of an extraction of ICAO
Annex 2. ICAO ATS Airspace Classifications contain Statements concerning conformance with ICAO
definitions and requirements for airspace classifica- PANS-OPS are included here. The latest version
tions. of PANS-OPS, Volume I is provided in the ICAO
Flight Procedures chapter. The statement “Instru-
ICAO PROCEDURES FOR AIR ment Procedures are in conformance with the new
NAVIGATION SERVICES AIR TRAFFIC PANS-OPS Document 8168, Volume II” indicates
compliance with this document.
MANAGEMENT PANS-ATM (DOC 4444)
Procedure limitations, non-standard circling pro-
These pages contain those extracts of the PANS-ATM
tected area, airspeed restrictions, and similar
Document 4444 that have been specifically identified
type information is included. Significant state
as being of particular interest to pilots-in-command.
differences with ICAO PANS-OPS Instrument
TRAFFIC INFORMATION Departure Procedures are also published under
this heading.
BROADCASTS BY AIRCRAFT (TIBA)
– AIRPORT OPERATING MINIMUMS
Extracted from Attachment B, Annex 11 to ICAO DOC
7300. This section presents when, why and how TIBA The type landing, take-off and alternate minimums
is implemented. published by the state are detailed. If the state
publishes Obstruction Clearance Altitude/Height
MACH NUMBER TECHNIQUE (OCA/H), or the earlier PANS-OPS Obstruction
These pages contain the objectives, prerequisites Clearance Limit (OCL) information, the informa-
and general procedures for Mach Number Technique tion is noted. Approach ban information is also
as laid out in ICAO DOC 9426. included.
– PILOT CONTROLLED LIGHTING (PCL)
REQUIRED NAVIGATIONAL The pilot operating procedures are included for
PERFORMANCE (RNP) AREA those States utilizing a standard PCL system.
NAVIGATION (RNAV) – NOISE ABATEMENT PROCEDURES
RNP and RNAV approval and certification require- Standard procedures, unique to all airports within
ments, system descriptions, and general operational a state and not published elsewhere by Jeppesen,
limitations are described. are listed here.
EU-OPS 1 AERODROME OPERATING – ATS AIRSPACE CLASSIFICATION
MINIMUMS (AOM) Airspace classifications are explained in ICAO
ATS Airspace Classifications Annex 11. State-
This section is extracted from EU-OPS 1 regarding
ments under this heading indicate classifications
the use and methods used to determine AOM.
the state has implemented, include any state
STATE PAGES RULES AND exceptions, or provide a brief description of the
system still in effect.
PROCEDURES
– SPECIAL REQUIREMENTS AND REGULA-
These pages contain flight information applicable to
TIONS
the specific state. They are compiled by Jeppesen
using the state’s Aeronautical Information Publication Special restrictions to filing flight plans, night
(AIP) as primary source material. operations, special reporting procedures, use of
non-standard altimeter setting procedures, etc.,
The state name is shown with the page number, are listed under this heading.
such as Australia-1, Bulgaria-1, etc. Information is
presented as follows:
q$z
© JEPPESEN, 1992, 2009. ALL RIGHTS RESERVED.

2 AIR TRAFFIC CONTROL 4 SEP 09
INTRODUCTION
– DIFFERENCES FROM ICAO STANDARDS AND

PROCEDURES
Information published is limited to significant state
differences with ICAO Definitions, ICAO Annex 2,
Rules of the Air, and PANS-ATM, Document 4444,
referenced to specific paragraph numbers.

INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS

Definitions in this listing are extracted from the following ICAO documents:
ICAO RULES OF THE AIR, ANNEX 2
PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC MANAGEMENT, PANS-ATM (Doc 4444)
PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, PANS-OPS (Doc 8168)
DEFINITIONS AERODROME ELEVATION — The elevation of the

ACROBATIC FLIGHT — Manoeuvres intentionally highest point of the landing area.
performed by an aircraft involving an abrupt change AERODROME TRAFFIC — All traffic on the manoeu-
in its attitude, an abnormal attitude, or an abnormal vring area of an aerodrome and all aircraft flying in the
variation in speed. vicinity of an aerodrome.
ADS AGREEMENT — An ADS reporting plan which NOTE: An aircraft is in the vicinity of an aerodrome
establishes the conditions of ADS data reporting (i.e., when it is in, entering or leaving an aerodrome traffic
data required by the air traffic services unit and fre- circuit.
quency of ADS reports which have to be agreed to AERODROME TRAFFIC CIRCUIT — The specified
prior to the provision of the ADS services). path to be flown by aircraft operating in the vicinity of
NOTE: The terms of the agreement will be exchanged an aerodrome.
between the ground system and the aircraft by means AERODROME TRAFFIC ZONE — An airspace of
of a contract, or a series of contracts. defined dimensions established around an aero-
ADS-C AGREEMENT — A reporting plan which drome for the protection of aerodrome traffic.
establishes the conditions of ADS-C data reporting AERONAUTICAL FIXED SERVICE (AFS) — A
(i.e. data required by the air traffic services unit and telecommunication service between specified fixed
frequency of ADS-C reports which have to be agreed points provided primarily for the safety of air navi-
to prior to using ADS-C in the provision of air traffic gation and for the regular, efficient and economical
services). operation of air services.
NOTE: The terms of the agreement will be exchanged AERONAUTICAL FIXED STATION — A station in the
between the ground system and the aircraft by means aeronautical fixed service.
of a contract, or a series of contracts.
AERONAUTICAL GROUND LIGHT — Any light spe-
ADS CONTRACT — A means by which the terms cially provided as an aid to air navigation, other than
of an ADS agreement will be exchanged between the a light displayed on an aircraft.
ground system and the aircraft, specifying under what
AERONAUTICAL INFORMATION PUBLICATION
conditions ADS reports would be initiated, and what
(AIP) — A publication issued by or with the authority
data would be contained in the reports.
of a State and containing aeronautical information of
NOTE: The term “ADS contract” is a generic term a lasting character essential to air navigation.
meaning variously, ADS event contract, ADS demand
AERONAUTICAL MOBILE SERVICE — A mobile
contract, ADS periodic contract or an emergency
service between aeronautical stations and aircraft
mode. Ground forwarding of ADS reports may be
stations, or between aircraft stations, in which sur-
implemented between ground systems.
vival craft stations may participate; emergency
ADVISORY AIRSPACE — An airspace of defined position-indicating radio beacon stations may also
dimensions, or designated route, within which air traf- participate in this service on designated distress and
fic advisory service is available. emergency frequencies.
ADVISORY ROUTE — A designated route along AERONAUTICAL STATION — A land station in the
which air traffic advisory service is available. aeronautical mobile service. In certain instances, an
NOTE: Air traffic control service provides a much aeronautical station may be located, for example, on
more complete service than air traffic advisory ser- board ship or on a platform at sea.
vice; advisory areas and routes are therefore not AERONAUTICAL TELECOMMUNICATION SER-
established within controlled airspace, but air traffic VICE — A telecommunication service provided for
advisory service may be provided below and above any aeronautical purpose.
control areas.
AERONAUTICAL TELECOMMUNICATION STA-
AERODROME — A defined area on land or water TION — A station in the aeronautical telecommuni-
(including any buildings, installations and equipment) cation service.
intended to be used either wholly or in part for the
AEROPLANE — A power-driven heavier-than-air air-
arrival, departure and surface movement of aircraft.
craft, deriving its lift in flight chiefly from aerodynamic
NOTE: The term “aerodrome” where used in the pro- reactions on surfaces which remain fixed under given
visions relating to flight plans and ATS messages is conditions of flight.
intended to cover also sites other than aerodromes
AIRBORNE COLLISION AVOIDANCE SYSTEM
which may be used by certain types of aircraft; e.g.,
(ACAS) — An aircraft system based on secondary
helicopters or balloons.
surveillance radar (SSR) transponder signals which
AERODROME CONTROL SERVICE — Air traffic operates independently of ground-based equipment
control service for aerodrome traffic. to provide advice to the pilot on potential conflicting
AERODROME CONTROL TOWER — A unit estab- aircraft that are equipped with SSR transponders.
lished to provide air traffic control service to aero-
drome traffic.
q$z

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.

VFR — The symbol used to designate the visual flight

rules.
VFR FLIGHT — A flight conducted in accordance
with the visual flight rules.
VISIBILITY — Visibility for aeronautical purposes is
the greater of:
a. the greatest distance at which a black object of
suitable dimensions, situated near the ground,
can be seen and recognized when observed
against a bright background;
b. the greatest distance at which lights in the vicin-
ity of 1000 candelas can be seen and identified
against an unlit background.
NOTE 1: The two distances have different values in
air of a given extinction coefficient, and the latter b)
varies with the background illumination. The former
a) is represented by the meteorological optical range
(MOR).
NOTE 2: The definition applies to the observations
of visibility in local routine and special reports, to
the observations of prevailing and minimum visibility
reported in METAR and SPECI and to the observa-
tions of ground visibility.
VISUAL APPROACH — An approach by an IFR flight
when either part or all of an instrument approach pro-
cedure is not completed and the approach is exe-
cuted in visual reference to terrain.
VISUAL MANOEUVRING (CIRCLING) AREA —
The area in which obstacle clearance should be
taken into consideration for aircraft carrying out a
circling approach.
VISUAL METEOROLOGICAL CONDITIONS
(VMC) — Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling
equal to or better than specified minima.
NOTE: The specified minima are contained in ICAO
Rules of the Air, Annex 2, Chapter 4.
VMC — The symbol used to designate visual meteo-
rological conditions.
WAY-POINT — A specified geographical location
used to define an area navigation route or the
flight path of an aircraft employing area navigation.
Way-points are identified as either:
Fly-by way-point — A way-point which requires turn
anticipation to allow tangential interception of the next
segment of a route or procedure, or
Flyover way-point — A way-point at which a turn is
initiated in order to join the next segment of a route or
procedure.

3 JUL 09 AIR TRAFFIC CONTROL 201 q$i
FLIGHT PROCEDURES (DOC 8168) - AIR TRAFFIC CONTROL

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

FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES

Extracted from ICAO Document 8168, Volume I - Fifth Edition — Flight Procedures, PROCEDURES FOR
AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, herein known as PANS-OPS.
1 GENERAL INFORMATION 1.3 AREAS

1.1 GENERAL 1.3.1 Where track guidance is provided in the
design of a procedure, each segment comprises a
1.1.2 Procedures contained in PANS-OPS specified volume of airspace, the vertical cross-sec-
assume that all engines are operating. tion of which is an area located symmetrically
NOTE: Development of contingency procedures is about the centre line of each segment. The vertical
the responsibility of the operator. cross-section of each segment is divided into primary
1.1.3 All procedures depict tracks. Pilots should and secondary areas. Full obstacle clearances are
attempt to maintain the track by applying corrections applied over the primary areas reducing to zero at
to heading for known wind. the outer edges of the secondary areas (see Figure
I-2-1-2).
1.2 OBSTACLE CLEARANCE
1.3.2 On straight segments, the width of the pri-
1.2.1 Obstacle clearance is a primary safety
mary area at any given point is equal to one-half of
consideration in the development of instrument
the total width. The width of each secondary area is
flight procedures. The criteria used and the detailed
equal to one-quarter of the total width.
method of calculation are covered in PANS-OPS,
Volume II. However, from the operational point of 1.3.4 The minimum obstacle clearance (MOC)
view it is stressed that the obstacle clearance applied is provided for the whole width of the primary area.
in the development of each instrument procedure In the secondary area, MOC is provided at the inner
is considered to be the minimum required for an edges reducing to zero at the outer edges (see Figure
acceptable level of safety in operations. I-2-1-2).
Figure I-2-1-2. Relationship of minimum obstacle clearance in primary and

secondary areas in cross-section
1245248582000
1.4 USE OF FLIGHT MANAGEMENT 2 ACCURACY OF FIXES

SYSTEM (FMS)/AREA NAVIGATION
2.2 FIX FORMED BY INTERSECTION
(RNAV) EQUIPMENT
Because all navigation facilities and waypoints have
1.4.1 Where FMS/RNAV equipment is avail- accuracy limitations, the geographic point which is
able, it may be used to fly conventional procedures identified is not precise but may be anywhere within
provided: an area called the fix tolerance area which surrounds
a. the procedure is monitored using the basic dis- its plotted point of intersection. Figure I-2-2-1 illus-
play normally associated with that procedure; trates the intersection of two radials or tracks from
and different navigation facilities.
b. the tolerances for flight using raw data on the
2.3 FIX TOLERANCE FACTORS
basic display are complied with.
2.3.1 The dimensions of the fix tolerance area
1.4.2 Lead radials are determined by the system use accuracy of the
Lead radials are for use by non-RNAV-equipped air- navigation aid(s) on which the fix is based, and the
craft and are not intended to restrict the use of turn distance from the facility.
anticipation by the FMS.
2.3.2 System use accuracy is based on a root
sum square calculation using the following toler-
ances:
a. ground system tolerance;
b. airborne receiving system tolerance; and
c. flight technical tolerance (FTT).
q$z

204 AIR TRAFFIC CONTROL 3 JUL 09
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i
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
2.5.1 The construction of area outer boundaries

is derived from the fix tolerance of the facility provid-
ing track. This value is multiplied by a factor of 1.5 to
provide a 99.7 per cent probability of containment (3
SD).
2.5.2 The area width at a facility is:
a. 3.7 km (2.0 NM) for VOR; and
b. 4.6 km (2.5 NM) for NDB.
q$z

3 JUL 09 AIR TRAFFIC CONTROL 205
Figure I-2-2-2. ILS or “z” marker coverage
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.
Figure I-2-2-3. Fix tolerance area overhead a VOR
1245326312000
NOTE : Example with a cone angle of 50°.
3 TURN AREA CONSTRUCTION – Inner boundary — The inner boundary starts at

the earliest TP. It splays outward at an angle of
3.1 GENERAL 15º relative to the nominal track.
3.1.2 The turning point (TP) is specified in one – Outer boundary — (See Figure I-2-3-1.) The
of two ways: outer boundary is constructed in the following
a. at a designated facility or fix — the turn is made sequence:
upon arrival overhead a facility or fix; or a. it starts at Point A. The parameters that deter-
b. at a designated altitude — the turn is made upon mine Point A are:
reaching the designated altitude unless an addi- 1. fix tolerance; and
tional fix or distance is specified to limit early
turns (departures and missed approach only). 2. flight technical tolerance
b. then from Point A, there are three methods for
3.2 TURN PARAMETERS constructing the curving portion of the turn outer
The parameters on which the turn areas are based boundary:
are shown in Table I-2-3-1. For the specific applica- 1. by calculating the wind spiral;
tion of the parameters in the table, see the applicable
2. by drawing bounding circles; and
chapters in this document.
3. by drawing arcs; and
3.3 PROTECTION AREA FOR TURNS c. after the curved area is constructed, a straight
3.3.1 As with any turning manoeuvre, speed is section begins where the tangent of the area
a controlling factor in determining the aircraft track becomes parallel to the nominal track (Point P).
during the turn. The outer boundary of the turning At this point:
area is based on the highest speed of the category for 1. if there is no track guidance available, the
which the procedure is authorized. The inner bound- outer boundary splays at 15º; or
ary caters for the slowest aircraft. The construction of
the inner and outer boundaries is described in more 2. if track guidance is available after the turn,
detail below: the turning area may be reduced. The outer
edges of the turning area end where they
intersect the area splay of the navaid giving
track.
q$z

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.
Table I-2-3-1 Turn construction parameter summary

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Turn at altitude/
height:
15° until 305 m
Final missed Specified (1000 ft)
altitude/height 95%
approach IAS omnidirectional 20° between 305
Departure + 10%, see Turn at turn wind or 56 km/h m (1000 ft) and 3 3 N/A N/A
Table I-4-1-1 or point: (30 kt) for wind 915 m (3000 ft)
Table I-4-1-23 A/D elevation spirals 25° above 915
+ height based m (3000 ft)
on 10% climb
from DER
95% probability
585 km/h (315
En route Specified altitude wind or ICAO 15° 5 10 N/A N/A
kt)
standard wind4
Tables I-6-1-1 ICAO standard
Holding Specified altitude 23° N/A 5 N/A N/A
and I-6-1-21 wind4
Initial
approach Table I-4-1-1 or ICAO standard
–reversal Specified altitude wind4 or 25° 5 0–6 10 5
and racetrack Table I-4-1-2 statistical wind
procedures
CAT A, B: 165
CAT A, B: 1500
Initial to 335 km/h (90 ICAO standard
m (5000 ft)
approach to 180 kt) wind4
CAT C, D, E: 25° 5 0–6 N/A 5
– DR track CAT C, D, E: DR leg: 56 km/h
procedures 3000 m (10000
335 to 465 km/h (30 kt)
ft)
(180 to 250 kt)
See Tables
I-4-1-1 and
I-4-1-2
Use initial
95%
approach speed
omnidirectional
IAF, IF, FAF for turn at IAF Specified altitude 25° 3 3 N/A N/A
wind or 56 km/h
or IF
(30 kt)
Use maximum
final approach
speed for turn
at FAF
Missed Table I-4-1-1 or A/D elevation +
56 km/h (30 kt) 15° 3 3 N/A N/A
approach Table I-4-1-23 300 m (1000 ft)
q$z

Table I-2-3-1 Turn construction parameter summary (continued)

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Visual
manoeuvring See Tables
A/D elevation +
using I-4-1-1 and 46 km/h (25 kt) 25° N/A N/A N/A N/A
300 m (1000 ft)
prescribed I-4-1-2
track
See Tables
A/D elevation +
Circling I-4-1-1 and 46 km/h (25 kt) 20° N/A N/A N/A N/A
300 m (1000 ft)
I-4-1-2
GENERAL NOTES:
1. For the specific application of the parameters in the table, see the applicable chapters in this document.
2. The rate of turn associated with the stated bank angle values In this table shall not be greater than 3°/s.
NOTE 1: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS for intermediate missed approach
may be used. In this case, the procedure is annotated “Missed approach turn limited to ___ km/h (kt) IAS maximum”.
NOTE 2: The conversion from IAS to TAS is determined using a temperature equal to ISA at the corresponding altitude plus
15°C. Holding procedures are an exception: the calculation formula appears in PANS-OPS, Volume II, Part II, Section 4,
Chapter 1, Appendix A, paragraph 6.
NOTE 3: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS tabulated for “intermediate
missed approach” in Tables I-4-1-1 and I-4-1-2 increase by 10 per cent may be used. In this case, the procedure is annotated
“Departure turn limited to ___ km/h (kt) IAS maximum”.
NOTE 4: ICAO standard wind = 12 h + 87 km/h (h in 1000 m): 2h + 47 kt (h in 1000 ft)
Figure I-2-3-1. Start of construction of outer boundary
1245248582000
Figure I-2-3-3. Wind spiral
1245248582000
q$z

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES

1 GENERAL CRITERIA FOR 1.3.1 Design considerations
DEPARTURE PROCEDURES The design of an instrument departure procedure is,
in general, dictated by the terrain surrounding the
1.1 INTRODUCTION aerodrome. It may also be required to provide for air
1.1.1 Application traffic control (ATC) requirements in the case of SID
1.1.1.1 The criteria in this section are routes. These factors in turn influence the type and
designed to provide flight crews and other flight siting of navigation aids in relation to the departure
operations personnel with an appreciation, from the route. Airspace restrictions may also affect the rout-
operational point of view, of the parameters and ing and siting of navigation aids.
criteria used in the design of instrument departure 1.3.2 Non-prescribed departure routes
procedures. These include, but are not limited to, At many aerodromes, a prescribed departure route is
standard instrument departure (SID) routes and not required for ATC purposes. Nevertheless, there
associated procedures (see Annex 11, Appendix 3). may be obstacles in the vicinity of some aerodromes
1.1.1.2 These procedures assume that all that have to be considered in the determining whether
engines are operating. In order to ensure acceptable restrictions to departure are to be prescribed. In such
clearance above obstacles during the departure cases, departure procedures may be restricted to a
phase, instrument departure procedures may be given sector(s) or may be published with a procedure
published as specific routes to be followed or as design gradient in the sector containing the obstacle.
omnidirectional departures, together with procedure 1.3.3 Omnidirectional departures
design gradients and details of significant obstacles.
1.3.3.1 Where no suitable navigation aid is
1.2 OPERATOR’S RESPONSIBILITY available, the criteria for omnidirectional departures
are applied.
1.2.1 Contingency procedures
Development of contingency procedures, required to 1.3.3.2 Omnidirectional departures may spec-
cover the case of engine failure or an emergency in ify sectors to be avoided.
flight which occurs after V1 , is the responsibility of the 1.3.4 Aerodrome operating minima
operator, in accordance with Annex 6.
1.3.4.1 Where obstacles cannot be cleared by
Where terrain and obstacles permit, these proce- the appropriate margin when the aeroplanes is flown
dures should follow the normal departure route. on instruments, aerodrome operating minima are
established to permit visual flight clear of obstacles.
1.2.2 Turning procedures
When it is necessary to develop a turning procedure 1.3.4.2 Wherever possible, a straight depar-
to avoid an obstacle which would have become limit- ture is specified which is aligned with the runway cen-
ing, then the procedure should be described in detail tre line.
in the appropriate operator’s manual. The point for 1.3.4.3 When a departure route requires a
start of turn in this procedure must be readily iden- turn of more than 15° to avoid an obstacle, a turning
tifiable by the pilot when flying under instrument con- departure is constructed. Flight speeds for turning
ditions. departure are specified in Table I-3-2-1. Wherever
1.2.3 Reduced power take-off limiting speeds other than those specified in Table
I-3-2-1 are promulgated, they must be complied with
Reduced power take-off should not be required in
in order to remain within the appropriate areas. If an
adverse operating conditions such as:
aeroplane operation requires a higher speed, then an
a. if the runway surface conditions are adversely alternative departure procedure must be requested.
affected (e.g. by snow, slush, ice, water, mud,
rubber, oil or other substances); 1.3.6 Wind effect
b. when the horizontal visibility is less than 1.9 km The procedures assume that pilots will not compen-
(1 NM); sate for wind effects when being radar vectored. They
also assume that pilot will compensate for known or
c. when the crosswind component, including
estimated wind effects when flying departure routes
gusts, exceeds 28 km/h (15 kt);
which are expressed as tracks to be made good.
d. when the tailwind component, including gusts,
exceeds 9 km/h (5 kt); and 1.4 OBSTACLE CLEARANCE
e. when wind shear has been reported or forecast 1.4.1 The minimum obstacle clearance equals
or when thunderstorms are expected to affect zero at the departure end of runway (DER). From that
the approach or departure. point, it increased by 0.8 per cent of the horizontal dis-
tance in the direction of flight assuming a maximum
1.2.4 Automatic take-off thrust control turn of 15°.
systems (ATTCS) and noise
abatement procedures 1.4.2 In the turn initiation area and turn area, a
The use of automatic take-off thrust control systems minimum obstacle clearance of 90 m (295 ft) is pro-
(ATTCS) and noise abatement procedures needs to vided.
be taken into consideration by the pilot and the oper- 1.4.3 Where precipitous and mountainous ter-
ator. rain exist, consideration is given by the procedures
designer to increasing the minimum obstacle clear-
ance.
q$z

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i
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.
Figure I-3-1-2. Climb gradient reduction in departure
1243254925000
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.
2 STANDARD INSTRUMENT 2.1.3 Types of SID

DEPARTURES There are two basic types of SID: straight departures
and turning departures. SIDs are based on track guid-
2.1.2 SID termination
ance acquired:
The SID terminates at the first fix/facility/waypoint of
a. within 20.0 km (10.8 NM) from the departure end
the en-route phase following the departure proce-
of the runway (DER) on straight departures; and
dure.
b. within 10.0 km (5.4 NM) after completion of turns
on departures requiring turns.
q$z

Track guidance may be provided by a suitably located 2.3.7 Turn parameters

facility (VOR or NDB) or by RNAV. See Figure I-3-2-1. 2.3.7.1 The parameters that are common to all
2.2 STRAIGHT DEPARTURES turns appear in Table I-2-3-1 in Section 2, Chapter 3,
“Turn Area Construction”. The following parameters
2.2.1 Alignment are specific to turning departures:
2.2.1.1 A straight departure is one in which a. altitude:
the initial departure track is within 15° of the alignment 1. turn designated at an altitude/height: turn
of the runway centre line. altitude/height; and
2.2.1.2 When obstacles exist which affect the 2. turn at a designated turning point: aero-
departure route, procedure design gradients (PDGs) drome elevation plus the height based on
greater than 3.3 per cent may be specified. When a 10 per cent climb from the DER to the
such a gradient is specified, the altitude/height to turning point;
which it extends shall be promulgated. After this b. airspeed: See 2.3.6, “Turn speeds”;
point, the PDGs of 3.3 per cent (Category H, 5.0 per
cent) resumes. c. wind: maximum 95 per cent probability wind on
an omnidirectional basis, where statistical wind
2.2.1.3 Gradients to a height of 60 m (200 ft) data are available. Where no wind data are avail-
or less, caused by close-in obstacles, are not speci- able, an omnidirectional 56 km/h (30 kt) is used;
fied. A note will be published stating that the close-in and
obstacles exist. See Figure I-3-2-2. d. flight technical tolerances:
2.3 TURNING DEPARTURES 1. pilot reaction time 3 s; and
2.3.1 When a departure route requires a turn 2. bank establishment time 3 s.
of more than 15°, it is called a turning departure. 2.3.7.2 When obstacles exist prohibiting a
Straight flight is assumed until reaching an altitude/ turn before the DER or prior to reaching an alti-
height of at least 120 m (394 ft), or 90 m (295 ft) for tude/height, an earliest turn point or a minimum
helicopters. Procedures normally cater for turns at a turning altitude/height is specified.
point 600 m from the beginning of the runway. How-
ever, in some cases turns may not be initiated before Table I-3-2-1. Maximum speeds for
the DER (or a specified point), and this information turning departures
will be noted on the departure chart. Maximum Speed kt
Aeroplane Category
2.3.3 No provision is made in this document for (km/h)
turning departures requiring a turn below 120 m (394 A 120 (225)
ft) (90 m (295 ft) for helicopters) above the elevation B 165 (305)
of the DER.
C 265 (490)
2.3.4 Where the location and/or height of obsta-
D 290 (540)
cles preclude(s) the construction of turning depar-
tures which satisfy the minimum turn height criterion, E 300 (560)
departure procedures should be developed by the H 90 (165)
competent authority in consultation with the opera-
tors concerned.
2.3.5 Types of turns
Turns may be defined as occurring at:
a. an altitude/height; and
b. a fix or facility.
2.3.6 Turn speeds
2.3.6.1 The speeds used are those of the final
missed approach increased by 10 per cent to account
for increased aeroplane mass in departure (see Table
I-3-2-1).
2.3.6.2 In exceptional cases, where accept-
able terrain clearances cannot otherwise be provided,
turning departure routes are constructed with max-
imum speeds as low as the intermediate missed
approach speed increased by 10 per cent (see Table
I-4-1-1 and I-4-1-2). In such cases, the procedure is
annotated “Departure turn limited to ... km/h (kt) IAS
maximum”.
q$z

Figure I-3-2-1. Area for straight departure with track guidance
1243254925000
Figure I-3-2-2. Procedure design gradient
1243254925000
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.
q$z

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
height is specified (e.g. “climb straight ahead

to altitude/height ... before commencing a turn Figure I-3-3-2. Area 3 for omnidirectional
to the east/the sector 0°-180° and to altitude/ departures.
height ... before commencing a turn to the west/
the sector 180°-360°”).
1245829042000
q$z

4 PUBLISHED INFORMATION 4.2.2 The following information is also promul-

FOR DEPARTURES gated:
a. Significant obstacles which penetrate the OIS;
4.1 GENERAL
b. The position and height of close-in obstacles
4.1.1 The information listed in the following penetrating the OIS. A note is included on the
paragraphs will be published for operational person- SID chart whenever close-in obstacles exist
nel. which were not considered for the published
4.1.2 When it is necessary, after a turn, to fly PDG;
a heading to intercept a specified radial/bearing, the c. The highest obstacle in the departure area, and
procedure will specify: any significant obstacle outside the area which
a. the turning point; dictates the design of the procedure;
b. the track to be made good; and d. A PDG greater than 3.3 per cent. When such a
c. the radial/bearing to be intercepted. gradient is specified, the altitude/height to which
it extends shall be promulgated;
4.1.3 Departures that are limited to specific air-
craft categories will be clearly annotated. e. The altitude/height at which a gradient greater
than 3.3 per cent stops. A note is included when-
4.1.4 When cloud base and visibility minima ever the published procedure design gradient
are limiting criteria, then this information will be pub- is based only on airspace restriction (i.e., PDG
lished. based only on airspace restriction);
4.1.5 When a suitable fix is not available, pro- f. Altitude/heights to be achieved during the depar-
cedure design gradients may be expressed in the fol- ture when overheading significant points that
lowing formats: “50 m/km (300 ft/NM)”. can be identified by means of navigation facili-
ties or fixes;
4.1.6 Where a suitable DME or fixes are avail-
able, the procedure design gradient is specified by g. The fact that the average flight path has been
a DME distance and associated altitude/height (e.g. designed by using statistical data on aircraft per-
“reach 1000 m by DME 15 km” or “reach 3500 ft by formance, when close conformance to an accu-
DME 8”). rate desired track is important (for noise abate-
ment/ATC constraints, etc.); and
4.1.7 Turning points are identified by means of h. All navigation facilities, fixes or waypoints, radi-
a fix or an altitude/height (e.g. “at DME 4 km” or “at als and DME distances which designate route
120 m” (“at DME 2” or “at 400 ft”) ). segments. These are clearly indicated on the
4.1.8 When a gradient is promulgated to over- SID chart.
fly obstacles in instrument meteorological conditions
4.3 OMNIDIRECTIONAL DEPARTURES
(IMC), aerodrome operating minima may be estab-
lished for use as an alternative to the instrument pro- 4.3.1 Omnidirectional departures normally
cedure. allow departures in any direction. Restrictions are
expressed as:
4.1.9 Additional specific height/distance infor-
a. sectors to be avoided; or
mation may be included in the chart in order to
provide a means of monitoring aircraft position rela- b. sectors having minimum gradients and/or mini-
tive to critical obstacles. mum altitudes.
4.3.2 Sectors are described by bearings and
4.1.10 When it is unnecessary to accommodate
distance from the centre of Area 3 (see Figure
turns initiated as early as 600 m from the beginning of
I-3-3-2).
the runway, the turn initiation area starts at the DER.
This information is noted on the departure chart. 4.3.3 When more than one sector is involved,
the published minimum gradient will be the highest of
4.1.11 Departure procedures may be developed
any sector that may be expected to be overflown.
to procedurally separate air traffic. In doing so, the
procedure may be accompanied with altitudes/flight 4.3.4 The altitude to which the minimum gra-
levels that are not associated with any obstacle clear- dient is specified will permit the aircraft to continue
ance requirements but are developed to separate at the 3.3 per cent (helicopters, 5 per cent) mini-
arriving and departing air traffic procedurally. These mum gradient through that sector, a succeeding sec-
altitudes/flight levels shall be charted as indicated in tor, or to an altitude authorized for another phase of
Table I-4-8-1. The method of charting altitudes/flight flight (i.e. en-route, holding or approach) (see Figure
levels to correctly depict the designed procedure I-3-1-2).
may differ between avionics manufactures.
4.3.5 A fix may also be designated to mark the
4.2 STANDARD INSTRUMENT point at which a gradient in excess of 3.3 per cent
DEPARTURES (SIDs) (helicopters, 5 per cent) is no longer required.
4.2.1 For standard instrument departures
(SIDs), all tracks, points, fixes, and altitudes/heights
(including turning altitudes/heights) required on the
procedure are published.
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5 JUN 09 AIR TRAFFIC CONTROL 215 q$i
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES

1 GENERAL CRITERIA FOR an additional obstacle clearance altitude/height
ARRIVAL AND APPROACH (OCA/H) is provided, when necessary, to take into
account the specific dimensions of these aircraft.
PROCEDURES
1.3.3 The criterion taken into consideration for
1.2 INSTRUMENT APPROACH the classification of aeroplanes by categories is the
PROCEDURE indicated airspeed at threshold (Vat ), which is equal
1.2.1 External factors influencing the to the stall speed Vso multiplied by 1.3, or stall speed
approach procedure Vslg multiplied by 1.23 in the landing configuration at
the maximum certificated landing mass. If both Vso
The design of an instrument approach procedure is,
and Vslg are available, the higher resulting Vat shall
in general, dictated by the terrain surrounding the
be applied.
aerodrome, the type of operations contemplated and
the aircraft to be accommodated. These factors in 1.3.4 The landing configuration that is to be
turn influence the type and siting of navigation aids in taken into consideration shall be defined by the
relation to the runway or aerodrome. Airspace restric- operator or by the aeroplane manufacturer.
tions may also affect the siting of navigation aids.
1.3.5 Aircraft categories will be referred. to.
1.2.2 Segments of the approach procedure throughout this document by their letter designa-
1.2.2.1 An instrument approach proce- tions.
dure may have five separate segments. They are 1.3.6 Permanent change of category (maximum
the arrival, initial, intermediate, final and missed landing mass).
approach segments. See Figure I-4-1-1. In addition,
an area for circling the aerodrome under visual con- An operator may impose a permanent lower land-
ditions is also considered. ing mass, and use of this mass for determining Vat if
approved by the State of the Operator. The category
1.2.2.2 The approach segments begin and defined for a given aeroplane shall be a permanent
end at designated fixes. However, under some cir- value and thus independent of changing day-to-day
cumstances certain of the segments may begin at operations.
specified points where no fixes are available. For
example, the final approach segment of a precision 1.3.7 As indicated in Tables I-4-1-1 and I-4-1-2,
approach may start where the intermediate flight a specified range of handling speeds for each cate-
altitude intersects the nominal glide path (the final gory of aircraft has been assumed for use in calcu-
approach point). lating airspace and obstacle clearance requirements
for each procedure.
1.2.3 Types of approach
1.3.8 The instrument approach chart (IAC) will
1.2.3.1 There are two types of approach:
specify the individual categories of aircraft for which
straight-in and circling.
the procedure is approved. Normally, procedures will
1.2.3.2 Straight-in approach be designed to provide protected airspace and obsta-
cle clearance for aircraft up to and including Category
Whenever possible, a straight-in approach will be
D. However, where airspace requirements are criti-
specified which is aligned with the runway centre
cal, procedures may be restricted to lower speed cat-
line. In the case of non-precision approaches, a
egories.
straight-in approach is considered acceptable if the
angle between the final approach track and the run- 1.3.9 Alternatively, the procedure may specify a
way centre line is 30° or less. maximum IAS for a particular segment without ref-
erence to aircraft category. In any case, it is essen-
1.2.3.3 Circling approach
tial that pilots comply with the procedures and infor-
A circling approach will be specified in those cases mation depicted on instrument flight charts and the
where terrain or other constraints cause the final appropriate flight parameters shown in Tables I-4-1-1
approach track alignment or descent gradient to fall and I-4-1-2 if the aircraft is to remain in the areas
outside the criteria for a straight-in approach. The developed for obstacle clearance purposes.
final approach track of a circling approach procedure
is in most cases aligned to pass over some portion 1.5 OBSTACLE CLEARANCE
of the usable landing surface of the aerodrome. ALTITUDE/HEIGHT (OCA/H)
For each individual approach procedure an obsta-
1.3 CATEGORIES OF AIRCRAFT cle clearance altitude/height (OCA/H) is calculated in
1.3.1 Aircraft performance has a direct effect on the development of the procedure and published on
the airspace and visibility required for the various the instrument approach chart. In the case of preci-
manoeuvres associated with the conduct of instru- sion approach and circling approach procedures, an
ment approach procedures. The most significant per- OCA/H is specified for each category of aircraft listed
formance factor is aircraft speed. in 1.3.
1.3.2 These categories provides a standardized Obstacle clearance altitude/height (OCA/H) is:
basis for relating aircraft manoeuvrability to specific a. in a precision approach procedure, the lowest
instrument approach procedures. For precision altitude (OCA) or alternatively the lowest height
approach procedures, the dimensions of the aircraft above the elevation of the relevant runway
are also a factor for the calculation of the obstacle
clearance height (OCH). For Category DL aircraft,
q$z

216 AIR TRAFFIC CONTROL 5 JUN 09
FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i
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-
q$z

5 JUN 09 AIR TRAFFIC CONTROL 217
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.
q$z

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
Table I-4-1-2. Speeds for procedure calculations in knots (kt)

Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speed Speed Manoeuvring Intermediate Final
(Circling)
A <91 90/150 (110*) 70/100 100 100 110
B 91/120 120/180 85/130 135 130 150
(140*)
C 120/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
E 166/210 185/250 155/230 240 230 275
H NA 70/120** 60/90** NA 90 90
CAT H (PinS) NA 70/120 60/90 NA 70 or 90 70 or 90
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-4-1-1. Segments of instrument approach
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Figure I-4-1-2. Relationship of obstacle clearance altitude/height (OCA/H) to decision

altitude/height (DA/H) for precision approaches
PRECISION APPROACH
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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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Figure I-4-1-4. Relationship of obstacle clearance altitude/height (OCA/H) to minimum

descent altitude/height (MDA/H) for visual manoeuvring (circling)
VISUAL MANOEUVRING (CIRCLING)
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2 ARRIVAL SEGMENT 2.2 PROTECTION OF THE ARRIVAL

SEGMENT
2.1 PURPOSE
2.2.1 The width of the protection area
2.1.1 A standard instrument arrival (STAR)
decreases from the “en-route” value until the “ini-
route permits transition from the en-route phase to
tial-approach” value with a maximum convergence
the approach phase.
angle of 30° each side of the axis.
2.1.2 When necessary or where an opera-
tional advantage is obtained, arrival routes from the
en-route phase to a fix or facility used in the proce-
dure are published.
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2.2.2 This convergence begins at 46 km (25 3.2.2 Reversal procedure

NM) before the initial approach fix (IAF) if the length 3.2.2.1 The reversal procedure may be in the
of the arrival route is greater than or equal to 46 km form of a procedure or base turn. Entry is restricted
(25 NM). It begins at the starting point of the arrival to a specific direction or sector. In these cases, a
route if the length of the arrival route is less than 46 specific pattern, normally a base turn or procedure
km (25 NM). turn, is prescribed.
2.2.3 The arrival route normally ends at the IAF. 3.2.2.2 The directions and timing specified
Omnidirectional or sector arrivals can be provided should be strictly followed in order to remain within
taking into account minimum sector altitudes (MSA). the airspace provided. It should be noted that the
2.3 MINIMUM SECTOR ALTITUDES airspace provided for these procedures does not
permit a racetrack or holding manoeuvre to be con-
(MSA)/TERMINAL ARRIVAL
ducted unless so specified.
ALTITUDES (TAA)
Minimum sector altitudes or terminal arrival altitudes 3.2.2.3 There are three generally recognized
are established for each aerodrome and provide at manoeuvres related to the reversal procedure, each
least 300 m (1000 ft) obstacle clearance within 46 km with its own airspace characteristics:
(25 NM) of the navigation aid, initial approach fix or a. 45°/180° procedure turn, starts at a facility or fix
intermediate fix associated with the approach proce- and consists of:
dure for that aerodrome. 1. a straight leg with track guidance. This
straight leg may be timed or may be limited
2.4 TERMINAL AREA RADAR (TAR)
by a radial or DME distance;
When terminal area radar is employed, the aircraft
2. a 45° turn;
is vectored to a fix, or onto the intermediate or final
approach track, at a point where the approach may 3. a straight leg without track guidance. This
be continued by the pilot by referring to the instrument straight leg is timed. It is:
approach chart. (a) 1 minute form the start of the turn for
Category A and B aircraft; and
3 INITIAL APPROACH SEGMENT (b) 1 minute 15 seconds from the start
3.1 GENERAL of the turn for Category C, D and E
aircraft; and
3.1.1 Purpose
4. a 180° turn in the opposite direction to inter-
3.1.1.1 The initial approach segment begins cept the inbound track.
at the initial approach fix (IAF) and ends at the inter-
mediate fix (IF). In the initial approach, the aircraft has The 45°/180° procedure turn is an alternative to
left the en-route structure and is manoeuvring to enter the 80°/260° procedure turn unless specifically
the intermediate approach segment. excluded.
b. 80°/260° procedure turn, starts at a facility or fix
3.1.1.2 Aircraft speed and configuration will and consists of:
depend on the distance from the aerodrome, and the
descent required. 1. a straight leg with track guidance. This
straight leg may be timed or may be limited
3.1.2 Maximum angle of interception of by a radial or DME distance;
initial approach segment 2. an 80° turn;
Normally track guidance is provided along the initial 3. a 260° turn in the opposite direction to inter-
approach segment to the IF, with a maximum angle cept the inbound track.
of interception of:
The 80°/260° procedure turn is an alternative to
a. 90° for a precision approach; and the 45°/180° procedure turn unless specifically
b. 120° for a non-precision approach. excluded.
3.1.3 Minimum obstacle clearance NOTE: The duration of the initial outbound leg of
The initial approach segment provides at least 300 a procedure may be varied in accordance with
m (1000 ft) of obstacle clearance in the primary area, aircraft speed categories in order to reduce the
reducing laterally to zero at the outer edge of the sec- overall length of the protected area. In this case,
ondary area. separate procedures are published.
c. Base turn, consisting of:
3.2 TYPES OF MANOEUVRES
1. a specified outbound track and timing or
3.2.1 Where no suitable IAF or IF is available to DME distance from a facility; followed by
construct the instrument procedure in the form shown
2. a turn to intercept the inbound track.
in Figure I-4-3-1, a reversal procedure, racetrack or
holding pattern is required. The outbound track and/or the timing may be
different for the various categories of aircraft.
Where this is done, separate procedures are
published.
3.2.3 Racetrack procedure
3.2.3.1 A racetrack procedure consists of:
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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.
Table I-4-3-1. Maximum/minimum descent rate to be specified on a reversal or racetrack procedure

Outbound track Maximum* Minimum*
Category A/B 245 m/min (804 ft/min) N/A
Category C/D/E/H 365 m/min (1197 ft/min) N/A
Inbound track Maximum* Minimum*
Category A/B 200 m/min (655 ft/min) 120 m/min (394 ft/min)
Category H 230 m/min (755 ft/min) N/A
Category C/D/E 305 m/min (1000 ft/min) 180 m/min (590 ft/min)
* Maximum/minimum descent for 1 minute nominal outbound time in m (ft)
Figure I-4-3-1. Types of reversal and racetrack procedures
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Figure I-4-3-2. Direct entry to procedure turn
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Figure I-4-3-3. Direct entry to base turn
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Figure I-4-3-4. Example of omnidirectional arrival using a holding procedure in

association with a reversal procedure
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Figure I-4-3-5. Dead reckoning segment
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4 INTERMEDIATE APPROACH 5.2 NPA WITH FAF

SEGMENT 5.2.1 FAF location
4.1.1 Purpose This segment begins at a facility or fix, called the
This is the segment during which the aircraft speed final approach fix (FAF) and ends at the missed
and configuration should be adjusted to prepare approach point (MAPt). The FAF is sited on the final
the aircraft for final approach. For this reason, the approach track at a distance that permits selection
descent gradient is kept as shallow as possible. of final approach configuration, and descent from
intermediate approach altitude/height to the appro-
4.1.2 Minimum obstacle clearance priate MDA/H either for a straight-in approach or for
During the intermediate approach, the obstacle clear- a visual circling. The optimum distance for locating
ance requirement reduces from 300 m (984 ft) to 150 the FAF relative to the threshold is 9.3 km (5.0 NM).
m (492 ft) in the primary area, reducing laterally to The maximum length should not normally be greater
zero at the outer edge of the secondary area. than 19 km (10 NM). The minimum length is equal to
5.6 km (3.0 NM) and this value may be increased if
4.1.3 Beginning and end of the segment
required in case of a turn at the FAF for category D,
Where a final approach fix (FAF) is available, the DL and E aircraft.
intermediate approach segment begins when the air-
craft is on the inbound track of the procedure turn, 5.2.2 Optimum descent gradient/Maximum
base turn or final inbound leg of the racetrack proce- descent gradient
dure. It ends at the FAF or final approach point (FAP), 5.2.2.1 Compatible with the primary safety
as applicable. consideration of obstacle clearance, a non-preci-
NOTE: Where no FAF is specified, the inbound track sion approach provides the optimum final approach
is the final approach segment. descent gradient of 5.2 per cent, or 3°, providing a
rate of descent of 52 m per km (318 ft per NM).
5 FINAL APPROACH SEGMENT 5.2.2.2 Information provided in approach
5.1.1 Purpose charts displays the optimum constant approach
This is the segment in which alignment and descent slope.
for landing are made. Final approach may be made to 5.2.2.3 The maximum descent gradient for
a runway for a straight-in landing or to an aerodrome non-precision procedures with FAF is:
for a visual manoeuvre.
– 6.5 per cent for Cat A and B aircraft (Cat H: 10 per
5.1.2 Types of final approach cent); and
The criteria for final approach vary according to the – 6.1 per cent for Cat C, D and E aircraft
type. These types are: Non-standard procedures published with a final
a. Non-precision approach (NPA) with final approach descent gradient/angle greater than these
approach fix (FAF); values shall be subject to an aeronautical study and
b. NPA without FAF; require a special approval by the national competent
authority.
c. Approach with vertical guidance (APV); and
d. Precision approach (PA).
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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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5.4.3.4 In the event of loss of glide path/MLS – minimum: 2.5°

elevation angle guidance during the approach, the – optimum: 3.0°
procedure becomes a non-precision approach. The
– maximum: 3.5° (3° for Category II/III opera-
OCA/H and associated procedure published for the
tions).
glide path/MLS elevation angle inoperative case will
then apply. 5.5.5.2 The protection area assumes that the
pilot does not normally deviate from the centre line
5.5 DETERMINATION OF DECISION more than halfscale deflection after being established
ALTITUDE (DA) OR DECISION on track. Thereafter the aircraft should adhere to the
HEIGHT (DH) on-course, on-glide path/elevation angle position
5.5.1 In addition to the physical characteristics since a more than half course sector deflection or
of the ILS/MLS/GBAS installation, the procedures a more than half course fly-up deflection combined
specialist considers obstacles both in the approach with other allowable system tolerances could place
and in the missed approach areas in the calculation the aircraft in the vicinity of the edge or bottom of
of the OCA/H for a procedure. The calculated OCA/H the protected airspace where loss of protection from
is the height of the highest approach obstacle or obstacles can occur.
equivalent missed approach obstacle, plus an air- 5.5.6 Operators must consider weight, altitude
craft category related allowance. and temperature limitations and wind velocity when
5.5.2 In assessing these obstacles the opera- determining the DA/H for a missed approach, since
tional variables of the aircraft category, approach cou- the OCA/H might be based on an obstacle in the
pling, category of operation and missed approach missed approach area and since advantage may
climb performance are considered. The OCA/H val- be taken of variable missed approach climb perfor-
ues, as appropriate, are promulgated on the instru- mances.
ment approach chart for those categories of aircraft 5.5.7 Unless otherwise noted on the instrument
for which the procedure is designed. OCA/H values approach chart, the nominal missed approach climb
are based on the standard conditions (among others) gradient is 2.5 per cent.
listed in the sub-paragraphs that follow.
5.5.8 Table I-4-5-2 shows the allowance used
5.5.2.1 Aircraft dimensions: See Table I-4-5-1. by the procedures specialist for vertical displacement
5.5.2.2 ILS: during initiation of a missed approach. It takes into
account type of altimeter used and the height loss due
a. Category I flown with pressure altimeter; to aircraft characteristics.
b. Category II flown with radio altimeter and flight
director; 5.5.9 It should be recognized that no allowance
has been included in the table for any abnormal mete-
c. missed approach climb gradient is 2.5 per cent; orological conditions; for example, wind shear and
and turbulence.
d. glide path angle:
Table I-4-5-1. Aircraft dimensions

Vertical distance between the flight paths of
Aircraft category Wing span (m)
the wheels and the GP antenna (m)
H 30 3
A, B 60 6
C, D 65 7
DL 80 8
NOTE: OCA/H for DL aircraft is published when necessary
Table I-4-5-2. Height loss/altimeter margin

Margin using radio altimeter Margin using pressure altimeter
Aircraft category – Vat
Metres Feet Metres Feet
A – 90 kt (169 km/h) 13 42 40 130
B – 120 kt (223 km/h) 18 59 43 142
C – 140 kt (260 km/h) 22 71 46 150
D – 165 kt (306 km/h) 26 85 49 161
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Figure I-4-5-1. Stepdown fix
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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.
Figure I-4-6-1. Missed approach phases
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6.2 INITIAL PHASE 6.3 INTERMEDIATE PHASE

The initial phase begins at the MAPt and ends at the 6.3.1 The intermediate phase begins at the
start of climb (SOC). This phase requires the con- SOC. The climb is continued, normally straight
centrated attention of the pilot on establishing the ahead. It extends to the first point where 50 m (164
climb and the changes in aeroplane configuration. It is ft) obstacle clearance is obtained and can be main-
assumed that guidance equipment is not extensively tained.
utilized during these manoeuvres, and for this reason,
6.3.2 The intermediate missed approach track
no turns are specified in this phase.
may be changed by a maximum of 15° from that of
the initial missed approach phase. During this phase,
it is assumed that the aircraft begins track corrections.
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6.4 FINAL PHASE approach track, wind velocity and meteorological

6.4.1 The final phase begins at the point where conditions. Therefore, there can be no single proce-
50m (164 ft) obstacle clearance is first obtained and dure designed that will cater for conducting a circling
can be maintained. It extends to the point where a approach in every situation.
new approach, holding or a return to en-route flight is 7.2.2 After initial visual contact, the basic
initiated. Turns may be prescribed in this phase. assumption is that the runway environment should
6.4.2 Turning missed approach be kept in sight while at minimum descent alti-
tude/height (MDA/H) for circling. The runway envi-
6.4.2.1 Turns in a missed approach procedure
ronment includes features such as the runway
are only prescribed where terrain or other factors
threshold or approach lighting aids or other markings
make a turn necessary.
identifiable with the runway.
6.4.2.2 If a turn from the final approach track
is made, a specially constructed turning missed 7.3 PROTECTION
approach area is specified. 7.3.1 The visual manoeuvring (circling) area
6.4.3 Airspeed The visual manoeuvring area for a circling approach
6.4.3.1 The protected airspace for turns is is determined by drawing arcs centred on each run-
based on the speeds for final missed approach. way threshold and joining those arcs with tangent
lines. The radius of the arcs is related to:
6.4.3.2 However, where operationally a. aircraft category;
required to avoid obstacles, the IAS as slow as
for intermediate missed approach may be used. In b. speed: speed for each category in Chapter 1,
this case, the instrument approach chart contains 1.3.5;
the following note: “Missed approach turn limited to c. wind speed: 46 km/h (25 kt) throughout the
... km/h (kt) IAS maximum”. turn; and
6.4.3.3 In addition, where an obstacle is d. bank angle: 20° average or 3° per second,
located early in the missed approach procedure, whichever requires less bank.
the instrument approach chart is annotated “Missed 7.3.2 Obstacle clearance
approach turn as soon as operationally practicable When the visual manoeuvring (circling) area has
to ... heading”. been established, the obstacle clearance alti-
NOTE: Flight personnel are expected to comply with tude/height (OCA/H) is determined for each category
such annotations on approach charts and to execute of aircraft.
the appropriate manoeuvres without undue delay. NOTE: The information in Table I-4-7-3 should not be
6.4.4 Turn parameters construed as operating minima.
The following parameters are specific to turning 7.3.3 Minimum descent altitude/height
missed approaches: (MDA/H)
a. bank angle: 15° average achieved; When the OCA/H is established, an MDA/H is also
b. speed: see 6.4.3, “Airspeed”; specified to allow for operational considerations.
c. wind: where statistical data are available, a Descent below MDA/H should not be made until:
maximum 95 per cent probability on omnidi- a. visual reference has been established and can
rectional basis is used. Where no data are be maintained;
available, omnidirectional wind of 56 km/h (30 b. the pilot has the landing threshold in sight; and
kt) is used; and c. the required obstacle clearance can be main-
d. flight technical tolerances: tained and the aircraft is in a position to carry
1. pilot reaction time: 0 to +3 s; and out a landing.
2. bank establishment time: 0 to +3 s. 7.3.4 Visual manoeuvring (circling)
area exclusions
7 VISUAL MANOEUVRING
7.3.4.1 A sector in the circling area where a
(CIRCLING) AREA prominent obstacle exists may be ignored for OCA/H
7.1 PURPOSE calculations if it is outside the final approach and
missed approach areas.
7.1.1 Visual maneuvering (circling) is the term
used to describe the phase of flight after an instru- 7.3.4.2 When this option is exercised, the pub-
ment approach has been completed. It brings the air- lished procedure prohibits circling within the entire
craft into position for landing on a runway which is sector in which the obstacle is located (see Figure
not suitably located for straight-in approach, i.e. one I-4-7-2).
where the criteria for alignment or descent gradient
cannot be met.
7.2 VISUAL FLIGHT MANOEUVRE
7.2.1 A circling approach is a visual flight
manoeuvre. Each circling situation is different
because of variables such as runway layout, final
q$z

7.4 MISSED APPROACH PROCEDURE 7.5.3 Protection area associated with

WHILE CIRCLING the prescribed track
7.4.1 If visual reference is lost while circling The protection area is based on a corridor with a con-
to land from an instrument approach, the missed stant width (Table I-4-7-4), centred on the nominal
approach specified for that particular procedure track. The corridor starts at the “divergence” point and
shall be followed. The transition from the visual (cir- follows the track, including a go-around for a second
cling) manoeuvre to the missed approach should visual manoeuvring with prescribed track.
be initiated by a climbing turn, within the circling 7.5.4 Minimum obstacle clearance
area, towards the landing runway, to return to the (MOC) and OCA/H
circling altitude or higher, immediately followed by
interception and execution of the missed approach The OCA/H for visual manoeuvring on prescribed
procedure. The indicated airspeed during these tracks provides the minimum obstacle clearance
manoeuvres shall not exceed the maximum indi- (MOC) over the highest obstacle within the pre-
cated airspeed associated with visual manoeuvring. scribed track area. It also conforms to the limits
specified in Table I-4-7-3 and is not less than the
7.4.2 The circling manoeuvre may be carried OCA/H calculated for the instrument approach pro-
out in more than one direction. For this reason, dif- cedure which leads to the visual manoeuvre.
ferent patterns are required to establish the aircraft
on the prescribed missed approach course depend- 7.5.5 Visual aids
ing on its position at the time visual reference is lost. Visual aids associated with the runway used for the
prescribed track (i.e. sequenced flashing lights, PAPI,
7.5 VISUAL MANOEUVRING USING VASIS, etc.) are shown on the chart with their main
PRESCRIBED TRACK characteristics (i.e. slope of the PAPI or VASIS).
7.5.1.1 In those locations where clearly Lighting on obstacles is specified on the chart.
defined visual features permit (and if it is opera-
tionally desirable), a State may prescribe a specific Table I-4-7-2. Example of determining radii
track for visual manoeuvring in addition to the circling for visual manoeuvring (circling) area for
area. aerodromes at 1000 ft MSL
Aircraft
7.5.1.2 Since visual manoeuvring with a pre-
cate- A/100 B/135 C/180 D/205 E/240
scribed track is intended for use where specific terrain
gory/ kt kt kt kt kt
features warrant such a procedure, it is necessary
IAS
for the flight crew to be familiar with the terrain and
visual cues to be used in weather conditions above TAS at 131 168 215 242 279
the aerodrome operating minima prescribed for this 2000 ft
procedure. MSL +
25 kt
7.5.1.3 This procedure is based on the aircraft wind
speed category. It is published on a special chart on
Turn 0.69 1.13 1.85 2.34 3.12
which the visual features used to define the track,
radius
or other characteristic features near the track, are
(nm)
shown.
Straight 0.3 0.4 0.5 0.6 0.7
7.5.1.4 Note that in this procedure: segment
a. navigation is primarily by visual reference and (nm)
any radio navigation information presented is Radius 1.68 2.66 4.2 5.28 6.94
advisory only; and from
b. the missed approach for the normal instrument thresh-
procedure applies, but the prescribed tracks pro- old (nm)
vide for manoeuvring to allow for a go-around
and to achieve a safe altitude/height thereafter Table I-4-7-3. OCA/H for visual manoeuvring
(joining the downwind leg of the prescribed track (circling) approach
procedure or the instrument missed approach
trajectory). Aircraft Obstacle Lowest Minimum
category clearance OCH AAL Visibility
7.5.2.2 The direction and the length of each
segment are defined. If a speed restriction is pre- A 295 ft/90 m 394 ft/120 1.0 nm/1.9
scribed, it must be published on the chart. m km
B 295 ft/90 m 492 ft/150 1.5 nm/2.8
7.5.2.4 When a minimum altitude/height is m km
specified at the beginning of the segment, the length
of the final segment is adjusted, if necessary, tak- C 394 ft/120 591 ft/180 2.0 nm/3.7
ing into account the descent gradient/angle. This m m km
descent gradient/angle is indicated on the chart. D 394 ft/120 689 ft/210 2.5 nm/4.6
m m km
E 492 ft/150 787 ft/240 3.5 nm/6.5
m m km
q$z

Table I-4-7-4. Semi-width of the corridor

Aircraft
A B C D E
Category
Semi-width 4593 ft/1400 m 4921 ft/1500 m 5905 ft/1800 m 6890 ft/2100 m 8530 ft/2600 m
Figure I-4-7-1. Visual manoeuvring (circling approach) area
1243254932000
Figure I-4-7-2. Visual manoeuvring (circling) area — prohibition on circling
1243254932000
q$z

Figure I-4-7-4. Area
1243254932000
8 CHARTING/AERONAUTICAL construction of the missed approach procedure, they

INFORMATION PUBLICATION (AIP) and their associated OCA/H values are published as
alternative options.
8.2 CHARTED ALTITUDE/FLIGHT
8.4.4.5 Where operationally required to avoid
LEVELS
obstacles, reduced speeds as slow as the IAS for
In addition to minimum IFR altitudes established for intermediate missed approach may be used. In such
each segment of the procedure, procedure altitudes/ cases, the procedure is annotated “Missed approach
heights will also be provided. Procedure altitudes/ turn limited to ... km/h (kt) IAS maximum”.
heights will, in all cases, be at or above any minimum
crossing altitude associated with the segment. Pro- 8.4.4.6 When a gradient other than the nomi-
cedure altitude/height will be established taking into nal gradient is used in the construction of the missed
account the air traffic control needs for that phase of approach procedure, this is indicated in the IAC and,
flight. in addition to the OCA/H for the specific gradient,
the OCA/H applicable to the nominal gradient is also
8.4.1.1 The descent gradient(s)/angles used shown.
in the construction of the procedure are published for
the final approach segment. 8.4.5.1 A sector in the circling area where a
prominent obstacle exists may be ignored for OCA/H.
8.4.1.2 Where the distance information is
available, descent profile advisory information for the 8.4.5.2 When this option is exercised, the pub-
final approach should be provided to assist the pilot lished procedure will prohibit the pilot from circling
to maintain the calculated descent gradient. This within the total sector where the obstacle exists.
should be a table showing altitudes/heights through 8.4.6.4 Departure routes are labeled as RNAV
which the aircraft should be passing at each 2 km or only when that is the primary means of navigation
1 NM as appropriate. utilized.
8.4.3.1 An obstacle clearance altitude (OCA) 8.4.6.6 When procedures are identified as
and/or an obstacle clearance height (OCH) is pub- “RNAV”, any of the following navigation sensors can
lished for each instrument approach and circling pro- be used: basic GNSS, DME/DME or VOR/DME.
cedure. However, some procedures may identify specific
8.4.3.2 A straight-in OCA/H is not published sensor(s) that are required for the procedure, or sep-
where the final approach alignment or descent gra- arate procedures may be published, each identifying
dient criteria are not met. In this case, only circling a permitted sensor.
OCA/H are published. NOTE: Unless otherwise stated, all waypoints are
fly-by waypoints.
8.4.3.3 Procedures that require the use of
forecast altimeter setting are so annotated on the 8.4.7 Descent gradients/angles for charting
approach charts. Descent gradients/angles for charting shall be
8.4.4.1 Only one missed approach procedure promulgated to the nearest one-tenth of a per
is published for each approach procedure. cent/degree. Descent gradient/angles shall originate
at a point 15 m (50 ft) above the landing runway
8.4.4.2 If the missed approach point (MAPt) is threshold. For precision approaches, different origi-
defined by a facility or fix at the MAPt, the procedure nation points may apply. Earth curvature is not con-
will be annotated “Timing not authorized for defining sidered in determining the descent gradient/angle.
the MAPt”.
8.4.8 Descent angles for database coding
8.4.4.4 The OCA/H for the nominal 2.5 per
Paragraph 8.4.7 applies, except only to descent
cent is always published on the instrument approach
angles and that the angles shall be published to the
chart (IAC). If additional gradients are specified in the
nearest one hundredth of a degree.
q$z

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.
q$z

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)
Table I-4-8-1. Charted altitudes/flight levels

17000 FL220
Altitude/Flight Level “Window”
10000 10000
“At or Above” Altitude/Flight Level 7000 FL60
“At or Below” Altitude/Flight Level 5000 FL50
“Mandatory” Altitude/Flight Level 3000 FL30
“Recommended” Procedure Altitude/Flight Level 5000 FL50
“Expected” Altitude/Flight Level Expect 5000 Expect FL50
Figure I-4-8-2. Procedure altitude/height vs. minimum altitudes with stepdown fix
1243254932000
q$z

FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA

1.2 OBSTACLE CLEARANCE AREAS b. refined method: in the secondary area, the
1.2.1 In the simplified method, the obstacle obstacle clearance is reduced linearly from the
clearance area is divided into a central primary area full clearance at the inner edge to zero at the
and two lateral buffer areas. In the refined method, outer edge.
the obstacle clearance area is divided into a central 1.4.3 Minimum obstacle clearance altitude
primary area and two lateral secondary areas. The (MOCA). The MOCA is the minimum altitude for a
width of the primary area corresponds to 95 per cent defined segment that provides the required obstacle
probability of containment (2 SD). The total width of clearance. A MOCA is determined and published for
the area corresponds to 99.7 per cent probability of each segment of the route.
containment (3 SD).
1.5.1 Protection Areas associated with turns
1.2.2 Reductions to secondary area widths Turns can be executed overhead a facility or at a fix.
Secondary areas for en-route operations may be 1.5.2 Turn parameters
reduced when justified by factors such as:
The parameters which are common to all turns
a. relevant information on flight operational expe- appear in Table I-2-3-1 in Section 2, Chapter 3, “Turn
rience; Area Construction”. The following parameters are
b. regular flight inspection of facilities to ensure specific ton en-route turns:
better than standard signals; and/or a. altitude: an altitude at or above which the area
c. radar surveillance. is designed;
1.2.3 Area without track guidance b. indicated airspeed: 585 km/h (315 kt);
When track guidance is not provided, for example, c. wind: omnidirectional for the altitude h
outside the coverage of navigational facilities along w = (12 h + 87) km/h, where h is in kilometres,
the route, the primary area splays at an angle of 15° [w = (2 h + 47) kt, where h is in thousands of
from its width at the last point where track guidance feet]
was available. The width of the buffer area (simplified
or provided adequate statistical data are avail-
method) or the secondary area (refined method) is
able, the maximum 95 per cent probability
progressively reduced to zero, ending in an area with-
omnidirectional wind; and
out track guidance where the full minimum obstacle
clearance (MOC) is applied. d. flight technical tolerances:
1. maximum pilot reaction time: 10 s; and
1.2.4 Maximum area width
2. bank establishment time: 5 s.
There is no maximum area width for routes within the
coverage of the facilities defining the route. Outside
the coverage of the facilities defining the route, the
area splays at 15°.
1.2.5 Area minimum altitudes
1.2.5.1 Within each quadrant formed by the
parallels and meridians the area minimum altitude
shall be shown, except in areas of high altitude where
it is determined by the appropriate authority that true
north orientation of the chart is impractical.
1.2.5.2 In areas of high latitude where it is
determined by the appropriate authority that true
north orientation of the chart is impractical, the area
minimum altitude should be shown within each quad-
rant formed by reference lines of the grid used.
1.4 OBSTACLE CLEARANCE
1.4.1 The MOC value to be applied in the pri-
mary area for the en-route phase of an IFR flight is
300 m (1000 ft). In mountainous areas, this shall be
increased depending on:
Variation in terrain elevation MOC

Between 3000 ft (900 m ) 1476 ft (450 m)
and 5000 ft (1500 m)
Greater than 5000 ft (1500 m) 1969 ft (600 m)
1.4.2 The MOC to be applied outside the pri-

mary area is as follows:
a. simplified method: in the buffer area, the MOC is
equal to half the value of the primary area MOC;
and
q$z

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES

1 HOLDING CRITERIA 1.4.2 For holding on a VOR intersection, the
1.1.1 To ensure that aircraft remain in the pro- entry track is limited to the radials forming the inter-
tecting holding areas, pilots shall use established section.
error check procedures to reduce the effects of oper- 1.4.3 For holding on a VOR/DME fix, the entry
ating errors, data errors or equipment malfunction. track is limited to:
1.1.3 The procedures described in this chapter a. the VOR radial;
are related to right turn holding patterns. For left turn b. the DME arc; or
holding patterns, the corresponding entry and hold-
c. the entry radial to a VOR/DME fix at the end of
ing procedures are symmetrical with respect to the
the outbound leg, as published.
inbound holding track.
1.4.4 Sector 1 entry
1.3.1 Speeds
Sector 1 procedure (parallel entry):
Holding patterns shall be entered and flown at or
below the airspeeds given in Table I-6-1-1. a. at the fix, the aircraft is turned left onto an
outbound heading for the appropriate period of
NOTE: The speeds in given in Table I-6-1-1 are
time; then
rounded to the nearest multiple of five for operational
reasons. From the standpoint of operational safety, b. the aircraft is turned left onto the holding side to
these speeds are considered to be equivalent to the intercept the inbound track or to return to the fix;
unrounded originals. and then
c. on second arrival over the holding fix, the aircraft
1.3.2 Bank angle/rate of turn
is turned right to follow the holding pattern.
All turns are to be made at a bank angle of 25° or at a
rate of 3° per second, whichever requires the lesser 1.4.5 Sector 2 entry
bank. Sector 2 procedure (offset entry):
1.3.3 Allowance for known wind a. at the fix, the aircraft is turned onto a heading to
make good a track making an angle of 30° from
All procedures depict tracks. Pilots should attempt to
the reciprocal of the inbound track on the holding
maintain the track by making allowance for known
side; then
wind by applying corrections both to heading and tim-
ing. This should be done during entry and while flying b. the aircraft will fly outbound:
in the holding pattern. 1. for the appropriate period of time (see
1.4.9, “Time/distance outbound”), where
1.3.4 Start of outbound timing
timing is specified; or
Outbound timing begins over or abeam the fix,
2. until the appropriate limiting DME distance
whichever occurs later. If the abeam position cannot
is reached, where distance is specified. If
be determined, start timing when turn to outbound is
a limiting radial is also specified, then the
completed.
outbound distance is determined either by
1.3.5 Outbound leg length based on limiting DME distance or the limiting radial,
a DME distance whichever comes first;
If the outbound leg length is based on a DME dis- c. the aircraft is turned right to intercept the
tance, then the outbound leg terminates as soon as inbound holding track; and
the limiting DME distance is reached. d. on second arrival over the holding fix, the aircraft
1.3.6 Limiting radials is turned right to follow the holding pattern.
1.3.6.1 In the case of holding away from the 1.4.6 Sector 3 entry
station, where the distance from the holding fix to Sector 3 procedure (direct entry): Having reached the
the VOR/DME station is short, a limiting radial may fix, the aircraft is turned right to follow the holding
be specified. A limiting radial may also be specified pattern.
where airspace conservation is essential.
1.4.7 DME arc entry
1.3.6.2 If the limiting radial is reached before
DME arc entry: at the fix, the aircraft shall enter the
the limiting DME distance, this radial should be fol-
holding pattern in accordance with either the Sector
lowed until a turn inbound is initiated. The turn should
1 or Sector 3 entry procedure.
be initiated at the latest where the limiting DME dis-
tance is reached. 1.4.8 Special entry procedure for
VOR/DME holding
1.3.7 ATC notification
NOTE: Where a special entry procedure is used, the
If for any reason a pilot is unable to conform to the
entry radial is clearly depicted.
procedures for normal conditions, air traffic control
should be advised as early as possible. 1.4.9 Time/distance outbound
1.4 ENTRY The still air time for flying the outbound entry heading
should not exceed:
1.4.1 The entry into the holding pattern shall be
according to heading in relation to the three entry sec- a. one minute if at or below 4250 m (14000 ft); or
tors shown in Figure I-6-1-2, recognizing a zone of b. one and one-half minutes if above 4250 m
flexibility of 5° on either side of the sector boundaries. (14000 ft).
q$z

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i
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
Table IV-1-1 (or I-6-1-1 in PANS-OPS). Holding speeds — Categories A through E

Levels1 Normal conditions Turbulence conditions
425 km/h (230 kt)2 520 km/h (280 kt)3
Up to 4250 m (14000 ft) inclusive
315 km/h (170 kt)4 315 km/h (170 kt)4
Above 4250 m (14000 ft) to 6100 m 445 km/h (240 kt)5 520 km/h (280 kt)
(20000 ft) inclusive or
Above 6100 m (20000 ft ) to 10350 m 490 km/h (265 kt)5 0.8 Mach,
(34000 ft) inclusive
whichever is less3
Above 10350 m (34000 ft) 0.83 Mach 0.83 Mach
1. The levels shown represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
2. When the holding procedure is followed by the initial segment of an instrument approach procedure
promulgated at a speed higher than 425 km/h (230 kt), the holding should also be promulgated at this
higher speed wherever possible.
3. The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flight at these high holding speeds.
4. For holdings limited to CAT A and B aircraft only.
5. Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airway
route structures.
Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of

the Presently Published Holdings
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
up to 1850 m inclusive 315 km/h 390 km/h
6000 ft (170 kt) (210 kt)
above 1850 m to 4250 m 315 km/h 405 km/h 520 km/h
inclusive (280 kt) or
(170 kt) (220 kt) 0.8 Mach whichever
6000 ft to 14000 ft is less3
above 4250 m 325 km/h 445 km/h
14000 ft (175 kt) (240 kt)
1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
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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.
Table IV-1-3. Holding Speeds Per U.S. FAA Regulations

Levels All aircraft
at 6000 ft or below 200 kt
above 6000 ft to and including 14000 ft 230 kt
above 14000 ft 265 kt
1. Holding patterns from 6001 ft to 14000 ft may be restricted to a maximum airspeed of 210 kt. This
nonstandard pattern will be depicted by an icon.
2. Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 kt. This nonstandard
pattern will be depicted by an icon.
3. Holding patterns at USAF airfields only — 310 kt maximum, unless otherwise depicted.
4. Holding patterns at U.S. Navy fields only — 230 kt maximum, unless otherwise depicted.
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Figure I-6-1-1. Shape and terminology associated with right turn holding pattern
1243255967000
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Figure I-6-1-2. Entry sectors
1243255967000
2 OBSTACLE CLEARANCE a. 300 m (984 ft) above obstacles in the holding

area;
2.1 HOLDING AREA
b. one of the values shown in Table I-6-2-1 above
The holding area includes the basic holding area and obstacles in the buffer area.
the entry area. The basic holding area is the airspace
required for a holding pattern at specified level, based The minimum holding altitude to be published shall be
on the allowances for aircraft speed, wind effect, tim- rounded up to the nearest 50 m or 100 ft as appropri-
ing errors, holding fix characteristics, etc. The entry ate.
area is the airspace required for the entry procedure. 2.3.2 Obstacle clearance over high terrain
or in mountainous areas
2.2 BUFFER AREA
Over high terrain or in mountainous areas, additional
An additional buffer area extends 9.3 km (5.0 NM)
obstacle clearance up to a total of 600 m (1969 ft) is
beyond the boundary of the holding area. Significant
provided to accommodate the possible effects of tur-
obstacles in the buffer area are taken into considera-
bulence, down drafts and other meteorological phe-
tion when determining the minimum holding level.
nomena on the performance of altimeters.
2.3 MINIMUM HOLDING LEVEL
2.3.1 The minimum permissible holding level
(see Figure I-6-2-1) provides a clearance of at least:
Table I-6-2-1. Obstacle clearance increment

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
0 to 1.9 km (0 to 1.0 NM) 300 984
1.9 to 3.7 km (1.0 to 2.0 NM) 150 492
3.7 to 5.6 km (2.0 to 3.0 NM) 120 394
q$z

Table I-6-2-1. Obstacle clearance increment (continued)

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
5.6 to 7.4 km (3.0 to 4.0 NM) 90 295
7.4 to 9.3 km (4.0 to 5.0 NM) 60 197
Category H
0 to 3.7 km (0 to 2.0 NM) Linear Linear
300 to 0 984 to 0
Figure I-6-2-1. Minimum holding level as determined by the obstacle clearance surface
related to the holding area and the buffer area
1243255967000
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FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES

1 GENERAL NOISE ABATEMENT (a) the ceiling is lower than 240 m (800
INFORMATION ft) above aerodrome elevation; or
1.1 Nothing in these procedures shall prevent (b) the visibility is less than 3000 m;
the pilot-in-command from exercising authority for c. for take-off when the visibility is less than 1900
the safe operation of the aeroplane. m;
1.2 Noise abatement procedures shall not be d. when wind shear has been reported or forecast
implemented except where a need for such proce- or when thunderstorms are expected to affect
dures has been determined. the approach or departure;
e. when the crosswind component, including
1.3 The procedures herein describe the methods
gusts, exceeds 28 km/h (15 ft), or the tailwind
for noise abatement. They have been designed for
component, including gusts, exceeds 9 km/h (5
application to turbojet aeroplanes. They can com-
kt).
prise any one or more of the following:
a. use of noise preferential runways to direct the 2.2 NOISE PREFERENTIAL ROUTES
initial and final flight paths of aeroplanes away 2.2.1 Noise preferential routes are established
from noise-sensitive areas; to ensure that departing and arriving aeroplanes
b. use of noise preferential routes to assist aero- avoid over-flying noise-sensitive areas in the vicinity
planes in avoiding noise-sensitive areas on of the aerodrome as far as practicable.
departure and arrival, including the use of turns 2.2.2 In establishing noise preferential routes:
to direct aeroplanes away from noise-sensitive
areas located under or adjacent to the usual a. turns during take-off and climb should not be
take-off and approach flight paths; and required unless:
c. use of noise abatement take-off or approach 1. the aeroplane has reached (and can main-
procedures, designed to minimize the overall tain throughout the turn) a height of not less
exposure to noise on the ground and at the same than 150 m (500 ft) above terrain and the
time maintain the required levels of flight safety. highest obstacles under the flight path;
1.4 For the purpose of these procedures, the 2. the bank angle for turns after take-off is lim-
heights given in metres and feet and speeds given ited to 15° except where adequate provi-
in kilometers/hour and knots are considered to be sion is made for an acceleration phase per-
operationally acceptable equivalents. mitting attainment of safe speeds for bank
angles greater than 15°;
2 NOISE PREFERENTIAL RUNWAYS b. no turns should be required coincident with
AND ROUTES a reduction of power associated with a noise
abatement procedure; and
2.1 NOISE PREFERENTIAL RUNWAYS
c. sufficient navigation guidance should be pro-
2.1.1 A runway for take-off or landing, appro- vided to permit aeroplanes to adhere to the des-
priate to the operation, may be nominated for noise ignated route.
abatement purposes, the objective being to utilize
2.2.3 In establishing noise preferential routes,
whenever possible those runways that permit aero-
the safety criteria of standard departure and standard
planes to avoid noise-sensitive areas during the initial
arrival routes regarding obstacle clearance climb gra-
departure and final approach phases of flight.
dients and other factors should be taken into full con-
2.1.2 Runways should not be selected for noise sideration.
abatement purposes for landing operations unless
2.2.4 Where noise preferential routes are
they are equipped with suitable glide path guidance,
established, these routes and standard departure
e.g. ILS, or a visual approach slope indicator system
and arrival routes should be compatible.
for operations in visual meteorological conditions.
2.2.5 An aeroplane should not be diverted from
2.1.3 A pilot-in-command prompted by safety
its assigned route unless:
concerns can refuse a runway offered for noise pref-
erential reasons. a. in the case of a departing aeroplane, it has
attained the altitude or height which represents
2.1.4 Noise abatement shall not be determining the upper limit for noise abatement procedures;
factor in runway nomination under the following cir- or
cumstances:
b. it is necessary for the safety of the aeroplane
a. if the runway surface conditions are adversely (e.g. for avoidance of severe weather or to
affected (e.g. by snow, slush, ice, water, mud, resolve a traffic conflict).
rubber, oil or other substances);
b. for landing in conditions:
1. when the ceiling is lower than 150 m (500
ft) above aerodrome elevation or the visibil-
ity is less than (1900 m); or,
2. when the approach requires vertical min-
ima greater than 100 m (300 ft) above aero-
drome elevation and:
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FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i
3 AEROPLANE OPERATING a. Initial power or thrust reductions shall not be

PROCEDURES executed below a height of 240 m (800 ft) above
the aerodrome elevation.
3.1.2 The State in which the aerodrome is
located is responsible for ensuring that aerodrome b. The level of power or thrust for the flap/slat con-
operators specify the location of noise sensitive figuration, after power or thrust reduction, shall
areas and/or the location of noise monitors and not be less than:
their respective maximum allowable noise levels, 1. for aeroplanes in which derated take-off
if applicable. Aircraft operators are responsible for thrust and climb thrust are computed by the
developing operating procedures in accordance with flight management system, the computed
this chapter to meet the noise concerns of aerodrome climb power/thrust; or
operators. The approval of the aircraft operators’ pro- 2. for other aeroplanes, normal climb power/
cedures by the State of the Operator will ensure that thrust.
the safety criteria contained in 3.3 of this chapter are
3.3.2 To minimize the impact on training while
met.
maintaining flexibility to address variations in the loca-
3.1.3 The appendix to this chapter contains two tion of noise sensitive areas, the aeroplane operator
examples of noise abatement departure climb pro- shall develop no more than two noise abatement pro-
cedures. One example is designed to alleviate noise cedures for each aeroplane type. It is recommended
close to the aerodrome, and the other is designed to that one procedure should provide noise benefits for
alleviate noise more distant from the aerodrome. areas close to the aerodrome, and the other for areas
more distant from the aerodrome.
3.2.1 General
The pilot-in-command has the authority to decide not 3.3.3 Any difference of power or thrust reduction
to execute a noise abatement departure procedure if initiation height for noise abatement purposes consti-
conditions preclude the safe execution of the proce- tutes a new procedure.
dure. 3.4 AEROPLANE OPERATING
3.2.2 Departure climb PROCEDURES — APPROACH
Aeroplane operating procedures for the departure 3.4.1 In noise abatement approach procedures
climb shall ensure that the safety of flight operations which are developed:
is maintained while minimizing exposure to noise on a. the aeroplane shall not be required to be in any
the ground. The following requirements need to be configuration other than the final landing con-
satisfied. figuration at any point after passing the outer
a. All necessary obstacle data shall be made avail- marker or 5 NM from the threshold of the run-
able to the operator, and the procedure design way of intended landing, whichever is earlier;
gradient shall be observed. and
b. Conduct of noise abatement climb procedures b. excessive rates of descent shall not be
is secondary to meeting obstacle clearance required.
requirements. 3.4.2 When it is necessary to develop a noise
c. The power or thrust settings specified in the air- abatement approach procedure based on currently
craft operating manual are to take account of the available (1982) systems and equipment, the fol-
need for engine anti-icing when applicable. lowing safety considerations shall be take fully into
d. The power or thrust settings to be used subse- account:
quent to the failure or shutdown of an engine or a. glide path or approach angles should not require
any other apparent loss of performance, at any an approach to be made:
stage in the take-off or noise abatement climb, 1. above the ILS glide path angle;
are at the discretion of the pilot-in-command,
2. above the glide path of the visual approach
and noise abatement considerations no longer
slope indicator system;
apply.
3. above the normal PAR final approach
e. Noise abatement climb procedures are not to be
angle; and
required in conditions where wind shear warn-
ings exist, or the presence of wind shear or 4. above an angle of 3° except where it has
downburst activity is suspected. been necessary to establish, for opera-
tional purposes, an ILS with a glide path
f. The maximum acceptable body angle specified
angle greater than 3°;
for an aeroplane type shall not be exceeded.
b. the pilot should not be required to complete a
3.3 DEVELOPMENT OF PROCEDURES turn on to final approach at distances less than
3.3.1 Noise abatement procedures shall be will:
developed by the aircraft operator for each aeroplane 1. in the case of visual operations, permit
type (with advice from the aeroplane manufacturer, an adequate period of stabilized flight on
as needed) and approved by the State of the Opera- final approach before crossing the runway
tor complying at a minimum with the following safety threshold; or
criteria.
q$z

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-
q$z

2.2 In the example shown below, on reaching an

altitude of 240 m/800 ft above aerodrome elevation,
engine power or thrust is adjusted in accordance with
the noise abatement power thrust schedule provided
in the aircraft operating manual. A climb speed of V2
plus 20 to 40 km/h ( V2 plus 10 to 20 kt) is main-
tained with flaps and slats in the take-off configura-
tion. On reaching an altitude of 900 m/3000 ft above
aerodrome elevation, the aircraft is accelerated and
the flaps/slats are retracted on schedule while main-
taining a positive rate of climb to complete the transi-
tion to normal en-route climb speed.
3 Noise abatement departure

climb — Example of a procedure
alleviating noise distant from
the aerodrome (NADP 2)
3.1 This procedure involves initiation of flap/slat
retraction at or above the prescribed minimum alti-
tude (240 m/800 ft above aerodrome elevation) but
before reaching the prescribed maximum altitude
(900 m/3000 ft above aerodrome elevation). The
flaps/slats are to be retracted on schedule while
maintaining a positive rate of climb. Intermediate
flap retraction, if required for performance, may be
accomplished below the prescribed minimum alti-
tude. The power or thrust reduction is initiated at a
point along the acceleration segment that ensures
satisfactory acceleration performance. At the pre-
scribed maximum altitude, a transition is made to
normal en-route climb procedures. The initial climb-
ing speed to the noise abatement initiation point is
not less than V2 plus 20 km/h (V2 plus 10kt).
3.2 In the example shown below, on reaching
240 m/800 ft above aerodrome elevation, the aircraft
body angle/angle of pitch is decreased, the aero-
plane is accelerated towards Vzf , and the flaps/slats
are retracted on schedule. Power or thrust reduction
is initiated at a point along the acceleration segment
that ensures satisfactory acceleration performance.
A positive rate of climb is maintained to 900 m/3000
ft above aerodrome elevation. On reaching this alti-
tude, a transition is made to normal en-route climb
speed.
3.3 An aeroplane should not be diverted from its
assigned route unless:
a. in the case of a departing aeroplane it has
attained the altitude or height which represents
the upper limit for noise abatement procedures;
or
b. it is necessary for the safety of the aeroplane
(e.g. for avoidance of severe weather or to
resolve a traffic conflict).
q$z

Figure I-7-3-App-1. Noise abatement take-off climb — Example of a procedure

alleviating noise close to the aerodrome (NADP 1)
1243255972000
Figure I-7-3-App-2. Noise abatement take-off climb — Example of a procedure alleviating

noise distant from the aerodrome (NADP 2)
1243255972000
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.
q$z

Noise Abatement Departure Procedure A (NADP At 450 m (1500 ft):

A) – reduce thrust to not less than climb power/thrust.
Take-off to 450 m (1500 ft) above aerodrome eleva- At 450 m (1500 ft) to 900 m (3000 ft):
tion: – climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
– take-off power At 900 m (3000 ft):
– take-off flap – accelerate smoothly to enroute climb speed with
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or flap retraction on schedule.
as limited by body angle).
Noise Abatement Take-Off Climb — Procedure A
1243255972000
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.
q$z

Noise Abatement Take-Off Climb — Procedure B
1243255972000
NOTE: For purposes of these procedures the heights

given in metres and feet, and speeds given in kilo-
meters/hour and knots are considered to be opera-
tionally acceptable equivalents.
q$z

FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED

1 GENERAL INFORMATION FOR 2.1.9 Stepdown arcs
RNAV SYSTEMS TAAs may contain stepdown arcs defined by an
1.1 In RNAV guidance systems, a computer RNAV distance from the IAF (see Figure II-1-2-2).
converts navigation data inputs into aircraft position, 2.1.10 TAA icons
calculates track and distance and provides steering
TAAs are depicted on the plan view of approach
guidance to the next waypoint. The limitations of
charts by the use of “icons” which identify the TAA
RNAV systems are those of the computers on which
reference point (IAF or IF), the radius from the refer-
they are based.
ence point and the bearings of the TAA boundaries.
1.2 The computer is programmed so that calcu- The icon for each TAA will be located and oriented on
lation errors are minimal and do not affect the accu- the plan view with respect to the direction of arrival
racy of the output significantly. The computer, how- to the approach procedure, and will show minimum
ever, cannot identify data input errors. altitudes and stepdowns. The IAF for each TAA is
identified by the waypoint name to help the pilot
1.3 Since the waypoint and, in some cases, data
orient the icon to the approach procedure. The IAF
contained in the navigation database, have been cal-
name and the distance of the TAA boundary from the
culated and promulgated by States and inserted by
IAF are included on the outside arc of the TAA icon.
the operator or crew, the actual computed position will
TAA icon also identify, where necessary, the location
contain any errors that they have introduced into the
of the intermediate fix by the letter “IF” and not the
navigation database.
IF waypoint identifier to avoid misidentification of
2 TERMINAL ARRIVAL ALTITUDE the TAA reference point and to assist in situational
awareness.
(TAA)
2.2 FLIGHT PROCEDURES
2.1 GENERAL
2.1.1 The purpose of the terminal arrival alti- 2.2.1 Establishment
tude (TAA) is to provide a transition from the en-route Prior to operating at the TAA, the pilot must deter-
structure to an RNAV approach procedure. mine that the aircraft is located within the TAA bound-
ary by selecting the relevant IAF and measuring the
2.1.2 TAAs are associated with an RNAV pro-
bearing and distance of the aircraft to the IAF. That
cedure based upon the “T” or “Y” arrangement
bearing should then be compared with the published
described in Section 3, Chapter 1.
bearings that define the lateral boundaries of the TAA.
2.1.3 An RNAV-equipped aircraft approaching This is critical when approaching the TAA near the
the terminal area and intending to conduct an RNAV extended boundary between the left and right base
approach is required to track via the appropriate IAF areas, especially where TAAs are at different levels.
associated with the procedure. If a 46 km (25 NM)
2.2.2 Manoeuvring
MSA is published, once the IAF is selected as the next
waypoint, the MSA reference is unavailable unless An aircraft may be manoeuvring at the TAA provided
the aircraft is equipped with additional navigation sys- the flight path is contained within the TAA boundaries
tems or the reference point for the 46 km (25 NM) by reference to bearings and distance to the IAF.
MSA is reselected. The publication of TAAs avoids the 2.2.3 Transitioning between TAAs
requirement for distance and/or azimuth information
An aircraft may transition from one TAA to another
in relation to the MSA reference point and provides
provided that the aircraft does not descend to, or has
obstacle clearance while tracking direct to an IAF.
climbed to, the next TAA prior to crossing the bound-
2.1.4 Where published, TAAs replace the 46 km ary between TAAs. Pilots must exercise caution in
(25 NM) MSA. transitioning to another TAA to ensure that reference
is made to the correct IAF and that the aircraft is con-
2.1.5 The standard TAA arrangement consists
tained within the boundaries of bothTAAs.
of three areas defined by the extension of the ini-
tial legs and the intermediate segment course. These 2.2.4 Entry to procedure
areas are called the straight-in, left base, and right An aircraft established within a TAA area may enter
base areas. the associated approach procedure at the IAF with-
2.1.6 TAA area boundaries are defined by a out conducting a procedure turn provided the angle of
radial RNAV distance from, and magnetic bearings turn at the IAF does not exceed 110°. In most cases,
to, the TAA reference point. The TAA reference point the design of the TAA will not require a turn in excess
is normally the associated IAF but in some cases of 110° unless the aircraft is located close to the inter-
may be the IF. mediate segment or is transitioning from one TAA to
another. In such cases, the aircraft may be manoeu-
2.1.7 The standard TAA radius is 46 km (25 NM) vred with the TAA to establish the aircraft on a track
from the IAF, and the boundaries between TAAs are prior to arrival at the IAF that does not require a pro-
normally defined by the extension of the initial seg- cedure turn (see Figure II-1-2-6).
ments (see Figure II-1-2-1).
2.2.5 Reversal procedures
2.1.8 Minimum altitudes charted for each TAA
Where entry cannot be made to the procedure with a
shall provide at least 300 m (1000 ft) obstacle clear-
turn at the IAF less than 110°, a reversal procedure
ance.
shall be flown.
q$z

FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED q$i
2.2.6 Holding Figure II-1-2-2. TAA with stepdown arcs

A racetrack holding procedure will normally be
located at an IAF or the IF. When one or more of
the initial segments are not provided, the holding
pattern will normally be located to facilitate entry to
the procedure.
2.3 NON-STANDARD TAA
2.3.1 Modification to the standard TAA design
may be necessary to accommodate operational
requirements. Variations may eliminate one or both
of the base areas or modify the angular size of the
straight-in area. In cases where the left or right base
area is eliminated, the straight-in area is modified
by extending its 46 km (25 NM) radius to join the
remaining area boundary.
2.3.2 If both the left and right base areas are
eliminated, the straight-in area is constructed on the
straight-in IAF or IF with a 46 km (25 NM) radius,
through 360° of arc. 1243255975000
2.3.3 For procedures with a single TAA, the TAA

Figure II-1-2-6. Procedure entry
area may be subdivided by pie-shaped sectors with
the boundaries identified by magnetic bearings to the
IAF, and may have one stepdown arc.
Figure II-1-2-1. Typical TAA arrangement
1243255975000
3 GENERAL INFORMATION FOR

BASIC GNSS
3.1 BASIC GNSS RECEIVER
1243255975000
SPECIFICATIONS
3.1.1 The term “basic GNSS receiver” was
developed to describe first generation GNSS
receivers that at least meet RTCA DO 208, SC-181
and JAA TGL 3, and equivalent IFR certification
standards, for example TSO-C129.
3.1.2 These documents specify the minimum
performance standards that GNSS receivers must
meet in order to comply with en-route, terminal area
and non-precision approach procedures developed
specifically for GNSS.
3.1.3 The main requirement of these standards
is for the GNSS receiver to have the following capa-
bilities incorporated:
a. integrity monitoring routines, for example,
receiver autonomous integrity monitoring
(RAIM);
b. turn anticipation; and
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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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b. if an approach is published without an LPV min-

ima line, even if the receiver is certified for LPV
and the SBAS signal in space supports the LPV,
the receiver will notify the pilot either “LNAV/
VNAV available” or “LNAV available”; and
c. if the SBAS signal does not support published
minima lines which the receiver is certified to fly,
the receiver will notify the pilot with a message
such as “LPV not available – use LNAV/VNAV
minima” or “LPV not available – use LNAV min-
ima”.
5 GENERAL INFORMATION FOR

GROUND-BASED AUGMENTATION
SYSTEM (GBAS)
5.1 GENERAL CRITERIA
5.1.1 GBAS receiver
A GBAS receiver is a type of GNSS avionics that
at least meets requirements for a GBAS receiver
in Annex 10, Volume I, and specifications of RTCA
DO-253A and DO-246B as amended by the respec-
tive FAA TSO (or equivalent).
5.1.2 GBAS avionics requirements
Minimum GBAS avionics requirements do not include
provisions for RNAV. GBAS may provide a position,
velocity and time (PVT) vector output. When the
GBAS ground station supports this service, it is
called GBAS positioning service. The PVT vector is
intended to be used as input to existing on-board
navigation equipment. However, there is no require-
ment that the aircraft be RNAV-equipped. There is
no requirement that GBAS avionics provide missed
approach guidance. Minimum display functionality
is an ILS look-alike and includes display of course
deviation indications, vertical deviation indications,
distance to threshold information, and failure flags.
Without on-board navigation equipment, the pilot is
not provided with position and navigation informa-
tion. Only guidance information relative to the final
approach course and glide path is provided.
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FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV)

1 AREA NAVIGATION (RNAV) Certain segments of a SID may require some manual
DEPARTURE PROCEDURES FOR intervention by the pilot, especially when the aircraft
is radar vectored to a track or required to intercept a
NAVIGATION SYSTEMS USING specific track to a waypoint.
BASIC GNSS RECEIVERS
1.4.4 Turning departures
1.2.1 Operational approval
Turns are specified as a “turn at a fly-by waypoint”,
Aircraft equipped with basic GNSS receivers (either “turn at a flyover waypoint” or “turn at an altitude/
as stand-alone equipment or in a multi-sensor envi- height”. For some systems, turns at an altitude/height
ronment) may use these systems to carry out RNAV cannot be coded in the database, and in this case,
procedures provided that before conducting any such turns must be executed manually.
flight, the following criteria are met:
a. the GNSS equipment is serviceable; 2 AREA NAVIGATION (RNAV)
b. the pilot has current knowledge of how to oper- DEPARTURE PROCEDURES
ate the equipment so as to achieve the optimum FOR SATELLITE-BASED
level of navigation performance; AUGMENTATION SYSTEM (SBAS)
c. satellite availability is checked to support the
intended operation; 2.2 TURNING DEPARTURE
d. an alternate airport with conventional navaids The criteria are dependent on whether the first
must be selected; and waypoint is a fly-by or flyover waypoint. For a fly-by
waypoint, turn anticipation is always provided. At turn
e. the procedure is retrievable from an airborne initiation, FSD and integrity performance transitions
navigation database. are as described in Section 1, Chapter 4, 4.2.1.2,
1.2.3 Navigation database “Straight departure”. For a flyover waypoint, there is
Departure and approach waypoint information is no turn anticipation. FSD and integrity performance
contained in a navigation database. If the navigation transitions occur when the waypoint is sequenced.
database does not contain the departure or approach The SBAS receiver will not transition to en-route
procedure, then the basic GNSS stand-alone receiver integrity performance until the final waypoint in the
or FMC shall not be used for these procedures. departure procedure is sequenced.
1.2.5 Equipment operation 3 AREA NAVIGATION (RNAV)

1.2.5.1 There are a number of manufacturers DEPARTURE PROCEDURES FOR
of basic GNSS receivers and of FMCs using GNSS GROUND-BASED AUGMENTATION
sensors on the market, and each employs a different SYSTEM (GBAS)
pilot interface. Flight crews shall be thoroughly famil-
iar with the operation of their particular system prior 3.1 DEPARTURE OPERATIONS
to using it in flight operations. No departure criteria specifically designed for GBAS
1.2.5.2 The equipment shall be operated in exists. Departure operations based upon basic
accordance with the provisions of the applicable GNSS or SBAS may be flown by aircraft with a
aircraft operating manual. An appropriate checklists GBAS receiver using the optional GBAS positioning
shall be available on board the aircraft for easy refer- service.
ence during the sequence of loading information into
the system and when operating the equipment.
4 AREA NAVIGATION (RNAV)
DEPARTURE PROCEDURES
1.2.6 Operating modes and alert limits
AND RNP BASED DEPARTURE
The basic GNSS receiver has three modes of oper-
ation: en-route, terminal and approach mode. The
PROCEDURES
RAIM alert limits are automatically coupled to the 4.1 The general principles of RNAV and
receiver modes and are set to: RNP-based approach procedures apply also to
RNAV and RNP-based departures.
a. ±3.7 km (2.0 NM) in en-route mode;
b. ±1.9 km (1.0 NM) in terminal mode; and 4.2 Departures may be based on RNAV
VOR/DME, RNAV DME/DME, basic GNSS or RNP
c. ±0.6 km (0.3 NM) in approach mode.
criteria. Most FMS-equipped aircraft are capable of
1.2.7 Course deviation indicator (CDI) following RNAV procedures based on more than one
sensitivity of the above systems. However, in some cases the
The CDI sensitivity is automatically coupled to the procedure may specify constraints on the system
operating mode of the receiver. Its setting are: used.
a. ±9.3 km (5.0 NM) in en-route mode; 4.3 To follow a procedure based on RNP, the
b. ±1.9 km (1.0 NM) in terminal mode; and RNAV system must be approved for the promulgated
RNP and it is assumed that all navaids on which the
c. ±0.6 km (0.3 NM) in approach mode.
RNP procedure is based are in service (see NOTAMs
1.4 DEPARTURE related to DME stations, GNSS, etc.).
1.4.2.2 The departure navigation routes must
be loaded into the active flight plan from a current
navigation database in order to fly the published SID.
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FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV) q$i
4.4 A route may consist of segments where differ-

ent RNP values are applicable. Note that the segment
with the lowest RNP value is the most demanding one
for the flight. Prior to the flight, the pilot must verify
that the aircraft is able to meet the RNP requirements
specified for each segment. In some cases, this may
require the pilot to manually update the aircraft’s nav-
igation system immediately before take-off.
4.5 During the flight, the pilot must check that the
system complies with the RNP requirements of the
current segment. The pilot must also check in partic-
ular the RNP changes along the route.
4.6 The pilot will use the system’s information to
intervene and keep the flight technical error (FTE)
within the tolerances established during the system
certification process.
4.7 There are for kinds of turns:
a. turn at a fly-by waypoint;
b. turn at a fly-over waypoint;
c. turn at an altitude/height; and
d. fixed radius turn (generally associated with pro-
cedures based on RNP).
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION

APPROACH PROCEDURES
1 AREA NAVIGATION (RNAV) 1.4.7 Approaches must be flown in accordance
ARRIVAL AND APPROACH with the aircraft operating manual and the procedure
depicted on an appropriate instrument approach
PROCEDURES FOR NAVIGATION chart.
SYSTEMS USING BASIC GNSS
1.4.9 Procedures must be established in the
RECEIVERS event that GNSS outages occur. In these situations,
1.2.3 Navigation database the operator must rely on other instrument proce-
Departure and approach waypoint information is dures. For installations where the FMC includes an
contained in a navigation database. If the navigation AAIM capability, there may be no disruption to the
database does not contain the departure or approach operation unless the outage exceeds the FMC capa-
procedure, then the basic GNSS stand-alone receiver bility to sustain the required level of performance.
or FMC shall not be used for these procedures. 1.4.10 To begin the basic GNSS approach, the
1.4 GNSS APPROACH PROCEDURES appropriate airport, runway/approach procedure and
initial approach fix (IAF) must first be selected. Pilots
1.4.1 Usually, flying a basic GNSS non-preci- must maintain situational awareness to determine the
sion instrument approach procedure is very similar bearing and distance to the GNSS procedure IAF
to a traditional approach. The differences include the before flying the procedure. This can be critical to
navigation information displayed on the GNSS equip- ascertain whether entering a right or left base when
ment control and display unit and the terminology entering the terminal approach area in the vicinity of
used to describe some of the features. the extended runway centre line. All sectors and step-
1.4.2 Flying a basic GNSS approach is nor- downs are based on the bearing and distance to the
mally point-to-point navigation and independent of IAF for that area, which the aircraft should be pro-
any ground-based navaids. ceeding direct to, unless on radar vectors.
1.4.3 GNSS procedures utilize a straight 1.4.11 Pilots must fly the full approach from the
line (TO-TO) flight from waypoint to waypoint, as IAF unless specifically cleared otherwise. Randomly
sequenced in the database. Slight differences joining an approach at an intermediate fix does not
between the published track and track presented ensure terrain clearance.
may occur. These differences are usually due to 1.4.13 The pilot must be aware of the bank angle/
rounding of the track bearing and/or the application turn rate that the particular GNSS avionics implemen-
of magnetic variation. tation uses to compute turn anticipation, and whether
1.4.4 The approach cannot be flown unless that wind and airspeed are included in the calculations.
instrument approach is retrievable from the avionics This information must be in the manual describing
database which: avionics functionality. Over- or under-banking the turn
a. contains all the waypoints depicted in the onto the final approach course may significantly delay
approach to be flown; achieving course alignment and may result in high
descent rates to achieve the next segment altitude.
b. presents them in the same sequence as the
published procedure chart; and 1.4.14 Pilots must pay particular attention to the
c. is updated for the current AIRAC cycle. exact operation of the basic GNSS avionics imple-
mentations for performing holding patterns and, in
1.4.5 To ensure the correctness of the GNSS the case of overlay approaches, operations such as
database display, pilots should check the data dis- procedure turns and course reversals. These proce-
played as reasonable for the GNSS approach after dures may require manual intervention by the pilot
loading the procedure into the active flight plan and to stop the sequencing of waypoints by the receiver
prior to flying the procedure. Some GNSS avion- and to resume automatic GNSS navigation sequenc-
ics implementations provide a moving map display ing once the manoeuvre is complete. The same way-
which aids the pilot in conducting this reasonable- point may appear in the route of flight more than
ness check. one consecutively (IAF, FAF, MAHF on a procedure
1.4.6 Pilots should no attempt to fly any turn/course reversal).
approach unless the procedure is contained in 1.4.19 All FMCs and some stand-alone basic
the current navigation database. Flying from one GNSS receivers provide altitude information. How-
approach waypoint to another waypoint that has ever, the pilot must still comply with the published
not been loaded from a database does not ensure minimum altitudes using the barometric altime-
compliance with the published approach procedure. ter. Where the FMC provides vertical information,
For the basic GNSS receiver, the proper RAIM alert flight director guidance cues, or coupled autopilot
limit will not be selected and the CDI sensitivity operation, the pilot should follow the appropriate
will not automatically change to ±0.6 km (0.3 NM). information or cues along with any necessary cross
An FMC using GNSS may contain either the same checks with the barometric altimetry.
RAIM alert limits as the basic GNSS receiver, or
appropriate navigation performance indications and
alerts for ±0.6 km (0.3 NM ). For both basic GNSS
and FMCs, manually setting CDI sensitivity does not
automatically change the RAIM alert limit on some
avionics implementations.
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APPROACH PROCEDURES q$i
1.5 INITIAL APPROACH SEGMENT 1.8 MISSED APPROACH SEGMENT

1.5.1 Offset IAFs 1.8.1 CDI Sensitivity
1.5.1.1 Offset IAFs in procedures based on 1.8.1.1 For basic GNSS receivers, sequenc-
the “Y” or “T” bar design concept for basic GNSS are ing of the guidance past the MAPt activitates transi-
aligned such that a course change of 70° to 90° is tion of the CDI sensitivity and RAIM alert limit to ter-
required at the IF. A capture region is associated with minal mode (1.9 km (1.0 NM)).
each IAF of the basic GNSS procedure from which
the aircraft will enter the procedure. The capture
region for tracks inbound to the offsets IAFs extends
180° about the IAFs, thus providing a Sector 3 entry
in cases where the track change at the IF is 70°. The
central IAF is aligned with the final approach track,
the angle being identical to the track change at the
IF for the corresponding offset IAF. In this way, there
are no gaps between the capture regions of all IAFs
regardless of the course change at the IF. Its capture
region is 70° to 90° either side of the final track. For
turns greater than 110° at the IAFs, Sector 1 or 2
entries should be used.
1.5.1.2 When used, the central initial
approach segment has no maximum length. The
optimum length is 9.3 km (5.0 NM). The minimum
segment length is established by using the highest
initial approach speed of the fastest category of
aircraft for which the approach is designed and the
minimum distance between waypoints required by
the aircraft avionics in order to correctly sequence
the waypoints.
1.6 INTERMEDIATE APPROACH
SEGMENT
1.6.1 The intermediate segment consists of two
components — a turning component abeam the IF
followed by a straight component immediately before
the final approach fix (FAF). The length of the straight
component is variable but will not be less than 3.7 km
(2.0 NM) allowing the aircraft to be stabilized prior to
overflying the FAF.
1.7 FINAL APPROACH SEGMENT
1.7.1 The final approach segment for a GNSS
approach will begin at a named waypoint normally
located 9.3 km (5.0 NM) form the runway threshold.
1.7.3 Stepdown fixes
1.7.3.1 A stepdown fix is flown in the same
manner as a ground-based approach. Any required
stepdown fixes prior to the missed approach waypoint
will be identified by along-track distances.
1.7.3.2 Where the FMC includes a vertical
navigation capability, the navigation database pro-
cedure may contain a continuous descent flight path
that remains above the stepdown procedure vertical
profile. Use of FMC vertical navigation capability will
be subject to flight crew familiarity, training and any
other requirements of the operational approval.
1.7.4 Descent gradient/angle
The optimum descent gradient/angle is 5.2 per cent/
3°, however, where a higher gradient/angle is neces-
sary, the maximum permissible is 6.5 per cent/3.7°.
The descent gradient/angle is published.
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Figure II-3-1-1. Basic GNSS RNAV approach
1243255990000
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2 AREA NAVIGATION (RNAV) 3 AREA NAVIGATION (RNAV)

ARRIVAL AND APPROACH ARRIVAL AND APPROACH
PROCEDURES BASED ON PROCEDURES BASED ON
DME/DME VOR/DME
2.1 Area navigation (RNAV) approach pro- 3.1 Area navigation (RNAV) approach proce-
cedures based on DME/DME are non-precision dures based on VOR/DME are assumed to be based
approach procedures. These procedures are not on one reference facility composed of a VOR and
required to specify a reference facility, and are based collocated DME equipment. The reference facility will
on two different cases: be indicated.
a. only two DME stations are available; and 3.2 The VOR/DME RNAV approach procedure is
b. more than two DME stations are available. a non-precision approach procedure.
2.4 The factors on which the navigation accuracy 3.6 NAVIGATION ACCURACY FACTORS
of the DME/DME RNAV depends are:
3.6.1 The factors on which the navigation accu-
a. DME tolerance based on the specified altitude/ racy of the VOR/DME RNAV depends are:
height at the waypoints;
a. ground system tolerance;
b. flight technical tolerance; and
b. airborne receiving system tolerance;
c. system computation tolerance.
c. flight technical tolerance;
2.5 For procedures based on two DME stations
only, the maximum DME tolerance is factored in order d. system computation tolerance; and
to take into account both the effects of track orien- e. distance from the reference facility.
tation relative to the DME facilities and the intersect 3.6.2 The fixes used in the procedure are indi-
angle between the two DME stations. cated as waypoints. These waypoints are referred to
2.7 If only two DME station are available, the by alphanumeric indicators. Their positions are spec-
protected airspace required for obstacle clearance ified in latitude and longitude (degrees, minutes and
is larger than if more than two DME stations are seconds with an accuracy to the nearest second of
available. arc or equivalent). A radial and DME distance (to an
accuracy of 0.18 km (0.1 NM)) from the reference
2.8 Arrival. Standard instrument arrivals (STARs) facility are also provided.
can be based on required navigation performance
(RNP) criteria (limited to RNP 1 or better) or on spe- 3.7 ARRIVAL SEGMENT
cific RNAV criteria. When specific RNAV criteria are Standard instrument arrivals (STARs) can be based
used, the same principles apply to the protection of all on RNP criteria (limited to RNP 1 or better) or on spe-
of the arrival phase. The FTT, however, is assumed to cific RNAV criteria. When specific criteria are used,
be equal to: the same principles apply to the protection of all of
a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the the arrival phase. The FTT, however, is assumed to
IAF; and be equal to:
b. 1.9 km (1.0 NM) after this point. a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the
IAF; and
2.9 The FMS DME/DME navigation sensor may
revert to VOR/DME or IRS (inertial Reference Sys- b. 1.9 km (1.0 NM) after this point.
tem) navigation in a specific order. When this occurs, 3.8 INITIAL APPROACH SEGMENT
the following steps must be taken:
When the procedure requires a track reversal, a race-
a. the approach procedure must be discontinued; track pattern may be established.
b. a missed approach must be initiated; and
3.9 FINAL APPROACH SEGMENT
c. ATC must be informed that the navigation accu-
racy fails to meet the requirements. 3.9.1 The final approach segment is generally
aligned with the runway.
2.10 If the FMS reverts to IRS, the route or proce-
dure can be continued for a limited amount of time. 3.9.2 The minimum obstacle clearance in the
This is due to the drift factor inherent in IRS. The primary area of the final approach segment is 75 m
exact amount of time that the IRS system may be (246 ft).
used depends on its certification and the navigation
3.9.3 Waypoints in the final approach
accuracy to which the procedure has been designed.
The maximum flight times which are acceptable for 3.9.3.1 The FAF is defined by a fly-by way-
the different phases of flight appear in Table II-3-2-1. point.
3.9.3.2 A flyover waypoint is also provided at
Table II-3-2-1. Maximum flight times under IRS
the runway threshold.
Flight Phase Time (minutes)
Enroute 50
TMA 25
Approach 12
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3.10 MISSED APPROACH SEGMENT

3.10.1 The missed approach waypoint (MAPt) is
defined by a flyover waypoint. From the earliest MAPt,
the area splays at 15° on each side of the missed
approach track, at least until the SOC is reached. This
allows for the limitations of some RNAV systems, and
the pilot’s workload at the beginning of the missed
approach phase.
3.10.2 A missed approach holding fix (MAHF)
defines the end of the missed approach segment. It is
located at or after the point where the aircraft, climb-
ing at the minimum prescribed gradient, reaches the
minimum altitude for enroute or holding, whichever
is appropriate.

ARRIVAL AND APPROACH
PROCEDURES BASED ON GBAS
No arrival criteria specifically designed for GBAS
exist. Arrival operations based upon basic GNSS
or SBAS may be flown by aircraft with a navigation
system that is compatible with the optional GBAS
positioning service. Such operations may not be
flown using a navigation system meeting only the
minimum GBAS avionics requirements, unless it is
also equipped with basic GNSS or SBAS avionics as
appropriate.
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FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES

WITH VERTICAL GUIDANCE
1 APV/BARO-VNAV APPROACH ing surfaces (extended as necessary above the inner
PROCEDURES horizontal surface to OCH) with a high degree of prob-
ability.
NOTE: Barometric vertical navigation (baro-VNAV) is
a navigation system that presents to the pilot com- 1.2.2 Atmospheric effects
puted vertical guidance referenced to a specified ver-
1.2.2.1 Atmospheric errors associated with
tical path angle (VPA), normally 3°. The computer-
non-standard temperatures are considered in the
resolved vertical guidance is based on barometric
design of the approach obstacle clearance surface.
altitude and is specified as a VPA from reference
When temperatures are lower than standard, the
datum height (RDH).
aircraft’s true altitude will be lower than its barometric
1.1.1 Procedure classification indicated altitudes.
1.1.1.1 The information in this section 1.2.2.2 Most existing VNAV systems do not
refers only to the procedures designed using correct for non-standard temperatures. At tempera-
APV/baro-VNAV criteria found in Volume II. Part tures below standard, these errors can be significant
III, Section 3, Chapter 4. APV/baro-VNAV approach and increase in magnitude as altitude above the sta-
procedures are classified as instrument approach tion increases. The gradient of the approach obstacle
procedures in support of approach and landing oper- clearance surface is reduced as a function of the min-
ations with vertical guidance. Such procedures are imum temperature promulgated for the procedure.
promulgated with a decision altitude/height (DA/H).
They should not be confused with classical non-pre- 1.2.3 Along-track position uncertainty
cision approach (NPA) procedures, which specify All RNAV systems have some amount of along-track
a minimum descent altitude/height (MDA/H) below error. This along-track uncertainty can mean that the
which the aircraft must not descend. VNAV system will start the descent too early and
1.1.1.2 APV/baro-VNAV procedures pro- result in an error in the vertical path. This is com-
vide a greater margin of safety than non-precision pensated for in procedure design by relocating the
approach procedures by providing for a guided, threshold level origin of the approach obstacle clear-
stabilized descent to landing. They are particularly ance surface.
relevant to large commercial jet transport aircraft, for 1.2.4 Flight technical error (FTE)
which they are considered safer than the alternative
technique of an early descent to minimum altitudes. Flight technical error (FTE) is assumed to be con-
An independent altimeter cross-check which is avail- tained within the standard non-precision margin of 75
able for ILS, MLS, GLS, APV I/II or CAT I is not m (246 ft). This is added below the VPA before the
available with APV/baro-VNAV since the altimeter obstacle clearance surface is adjusted for cold tem-
is also the source on which the vertical guidance perature and along-track error.
is based. Mitigation of altimeter failures or incorrect 1.2.5 Other system errors
settings shall be accomplished by means of standard
operating procedures similar to those applied to Other errors include static source error, non-homoge-
non-precision approach procedures. nous weather phenomena and latency effects. These
are insignificant compared with the other errors
1.1.1.3 However, the inaccuracies inherent in already addressed and are considered as contained
barometric altimeters, combined with the certificated within the existing margin.
performance of the specific area navigation (RNAV)
mode used, make these procedures less accurate 1.2.6 Blunder errors
than precision approach systems. In particular, with Application of an incorrect or out-of-fate altimeter set-
certain systems the aircraft may not arrive within the ting, either by air traffic control of the pilot, is possi-
Annex 14 obstacle-free surfaces, and the pilot should ble and must be prevented by appropriate operational
consider this possibility when making the decision to techniques.
land at DA/H.
1.3 EQUIPMENT REQUIREMENTS
1.1.1.4 The lateral portions of APV/baro-
VNAV criteria are based on RNAV non-preci- 1.3.1 APV/baro-VNAV procedures are intended
sion criteria. However, the FAF is not part of the for use by aircraft equipped with flight management
APV/baro-VNAV procedure and is replaced by a systems (FMS) or other RNAV systems capable of
final approach point, although the RNAV FAF may computing baro-VNAV paths and displaying the rele-
be used as a final approach course fix in database vant deviations on the instrument display.
design. Similarly, the MAPt is replaced by an aircraft 1.4 OPERATIONAL CONSTRAINTS
category dependent DA/H.
1.4.1 Pilots are responsible for any necessary
1.1.1.5 The APV/baro-VNAV minimum DH is cold temperature corrections to all published mini-
75 m (246 ft) plus a height loss margin. However, this mum altitudes/heights. This includes:
minimum DH limit must be increased by the opera- a. the altitudes/heights for the initial and intermedi-
tor to at least 90 m (295 ft) plus a height loss mar- ate segment(s);
gin when the lateral navigation system is not certifi-
b. the DA/H; and
cated to ensure the aircraft will arrive within the Annex
14 inner approach, inner transitional and balked land- c. subsequent missed approach altitudes/heights.
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WITH VERTICAL GUIDANCE q$i
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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WITH VERTICAL GUIDANCE q$i
2.4.5 Charting of the SBAS approach ID. The

FAS data block also includes an SBAS approach ID.
This ID consists of four alphanumeric characters (e.g.
S24A). This would imply an SBAS (S) procedure to
runway 24 (24) and it is the first (A) SBAS procedure
to this runway. Charting of the approach ID is the
equivalent of charting the identity of a conventional
navigation aid.
2.4.6 Non-applicability of the charted temper-
ature restriction for SBAS LNAV/VNAV procedures.
Charted barometric VNAV temperature restrictions
do not apply when vertical guidance is provided by
SBAS.
2.4.7 Reduced level of SBAS NOTAM service.
A reduced level of SBAS NOTAM service can be
provided at specific area edge locations without
overburdening the NOTAM system. Since degrada-
tion of SBAS lateral service to HPL values greater
than 556 meters is extremly unlikely, the reduced
SBAS NOTAM service monitors SBAS lateral perfor-
mance only at these locations.
2.4.8 Promulgation of information concerning
SBAS NOTAM service. The information that has to
be promulgated to the pilot, is the identification of
the level of SBAS NOTAM service that is provided in
specific locations. The State is responsible to identify
the level of SBAS NOTAM service that is available.
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FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES

1 GBAS PRECISION APPROACH
PROCEDURES
1.1 APPROACH CONDUCT
A precision approach using GBAS is selected by use
of a channel number in the airborne equipment. The
GBAS precision approach is carried out in a manner
very similar to an ILS precision approach by using lat-
eral guidance on the intermediate segment until inter-
cepting the glide path, whereupon vertical guidance
is initiated and continued, along with lateral guidance,
for landing.
1.2 GBAS APPROACH DISPLAY
CRITERIA
1.2.1 GBAS provides precision approach ser-
vice equivalent to ILS Category I approach service.
Minimum required GBAS display functionality is
equivalent to ILS. GBAS continuously provides very
accurate distance to landing threshold information.
System failure display and annunciation are equiva-
lent to ILS.
1.2.2 The GBAS path is defined differently from
an ILS path. Data defining the path, including the
glide path, lateral sector width, lateral sensitivity
and other characteristics of the guidance sector, are
transmitted by ground equipment to the airborne
system using a high-integrity digital data message.
The digital message defines the final approach seg-
ment (FAS) path and guidance characteristics. The
airborne system geometrically calculates the path
and defines the guidance characteristics specified
in the transmitted digital data. The airborne system
generates guidance with characteristics similar to
other precision approach systems such as ILS that
transmit electronic beams for the aircraft equipment
to track.
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FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING

1 GENERAL 2 HOLDING PATTERNS
1.2 AIRCRAFT EQUIPPED WITH 2.2 RNAV holding may be conducted in specifi-
cally designed holding patterns. These holding pat-
RNAV SYSTEMS WITH HOLDING
terns utilize the criteria and flight procedure assump-
FUNCTIONALITY tions of conventional holding with orientations that
1.2.1 These systems are approved by the State may be referenced either by an overhead position or
of the Operator for the appropriate level of RNAV by radial and DME distance from a VOR/DME facility.
operations and may be used to carry out RNAV hold- These holding patterns assume:
ing. a. that automatic radio navigation updating is uti-
1.3 AIRCRAFT EQUIPPED WITH RNAV lized. This ensures that the navigation tolerance
SYSTEMS WITHOUT HOLDING stays within the limits assumed by the procedure
designer;
FUNCITONALITY
b. that the pilot is provided with tracking informa-
1.3.1 For aircraft equipped with RNAV systems
tion in a suitable form such as HSI and/or EFIS
without holding functionality, it is possible to fly man-
presentation or cross-track error data; and
ually a published RNAV holding procedure overhead
a waypoint. c. that the pilot confirms the holding waypoints
by cross-reference to the published VOR/DME
1.3.2 Only the holding waypoint is retrieved from fixes.
the database. The desired inbound course and the
2.3 RNP holdings are characterized by a maxi-
end of the outbound shall be published by the State.
mum track geometrically defined by the length of the
1.3.3 The pilot shall fly the holding manually by inbound track and diameter of the turn.
at least:
2.4 An RNP system is assumed to be able to
a. changing the automatic sequencing of waypoint remain within the RNP limit for 95 per cent of the time
to manual; spent in the holding pattern.
b. designating the holding waypoint as active
2.5 RNAV area holding is specified by an area
(Direct to);
holding waypoint and an associated circle. The radius
c. selecting the desired inbound course (by means of this circle is always such that the pilot may select
of numerical keypad entry, HSI course pointer, any inbound track to the fix and join and follow a stan-
or CDI omnidirectional bearing selector (OBS)) dard left or right holding pattern based on the fix and
to the designated holding waypoint. selected track. Alternatively, any other pattern may be
1.3.4 This type of holding will be flown manu- flown, which will remain within the specified area.
ally and RNAV track guidance is provided only on the
2.6 The waypoints for VOR/DME RNAV holding
inbound track.
are defined by radio navigation fixes which determine
NOTE: The holding waypoint may not be charted as the minimum accuracy required to fly the procedure.
a flyover waypoint, but the pilot and/or aircraft navi-
gation system is expected to treat the waypoint as a 3 HOLDING ENTRY
flyover waypoint while flying the holding. 3.1 Except where it is published that specific
1.3.5 The end of the outbound leg of the holding entries are required, entries into an RNAV holding
is defined by timing or by a distance from the holding overhead a waypoint are the same as for conven-
waypoint (WD) provided by the RNAV system. tional holding.
1.3.5.1 Outbound leg defined by timing. Out- 3.2 For area holding, any entry procedure which
bound timing begins when turn to outbound is com- is contained within the given area is permissible.
pleted or abeam the waypoint, whichever occurs later.
1.3.5.2 Outbound leg defined by an RNAV dis-
tance from the waypoint. When the end of the out-
bound leg is defined by an RNAV distance from the
holding waypoint (WD), the outbound leg terminates
as soon as the distance is reached.
1.4 Conventional holding patterns may be flown
with the assistance of an RNAV system. In this case,
the RNAV system has no other function than to pro-
vide guidance for the autopilot or flight director. The
pilot remains responsible for ensuring that the aircraft
complies with the speed, bank angle, timing and dis-
tance assumptions contained in chapter Holding Cri-
teria.
1.5 PILOT RESPONSIBILITIES
1.5.1 When RNAV equipment is used for
non-RNAV holding procedures, the pilot shall verify
positional accuracy at the holding fix on each pas-
sage of the fix.
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FLIGHT PROCEDURES (DOC 8168) - ENROUTE

AND RNP-BASED EN-ROUTE
PROCEDURES
1.1 STANDARD CONDITIONS
1.1.1 The general criteria for VOR and NDB
routes apply except that the area has a constant
width and no angular limits.
1.1.2 The standard assumptions on which
enroute RNAV/RNP procedures are developed are:
a. the fix tolerance area of the waypoint is a circle
of radius equal to the enroute RNP;
b. the system provides information which the pilot
monitors and uses to intervene and thus limit
excursions of the FTT to values within those
taken into account during the system certifica-
tion process; and
c. enroute procedures are normally based on RNP
4 or higher. Where necessary and appropriate,
they may be based on RNP 1.
1.2 DEFINITION OF TURNS
1.2.1 Turns in an RNAV route only allow the use
of fly-by waypoints.
1.2.2 There are two kinds of turns for RNP
routes:
a. the turn at a fly-by waypoint ; and
b. the controlled turn. For this kind of turn, used on
RNP 1 routes, the radius of turn is:
1. 28 km (15 NM) at and below FL 190; and
2. 41.7 km (22.5 NM) at and above FL 200.
q$z

AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES

1 INTRODUCTION TO ALTIMETER or the Procedures for Air Navigation Services — Air
SETTING PROCEDURES Traffic Management (PANS-ATM, Doc 4444) or the
Regional Supplementary Procedures (Doc 7030).
1.1 These procedures describe the method for
providing adequate vertical separation between air- 2 BASIC ALTIMETER SETTING
craft and for providing adequate terrain clearance
during all phases of a flight. This method is based on
REQUIREMENTS
the following basic principles: 2.1.1 System of flight levels
a. States may specify a fixed altitude known as the 2.1.1.1 Flight level zero shall be located at the
transition altitude. In flight, when an aircraft is at atmospheric pressure level of 1013.2 hPa. Consec-
or below the transition altitude, its vertical posi- utive flight levels shall be separated by a pressure
tion is expressed in terms of altitude, which is interval corresponding to at least 500 ft (152.4 m) in
determined from an altimeter set to sea level the standard atmosphere.
pressure (QNH).
2.1.2 Transition altitude
b. In flight above the transition altitude, the verti-
2.1.2.1 A transition altitude shall normally be
cal position of an aircraft is expressed in terms
specified for each aerodrome by the State in which
of flight levels, which are surfaces of constant
the aerodrome is located.
atmospheric pressure based on an altimeter set-
ting of 1013.2 hPa. 2.1.2.2 Where two or more closely spaced
c. The change in reference from altitude to flight aerodromes are located so that coordinated pro-
levels, and vice versa, is made: cedures are required, a common transition altitude
shall be established. This common transition altitude
1. at the transition altitude, when climbing;
shall be the highest that would be required if the
and
aerodromes were considered separately.
2. at the transition level, when descending.
2.1.2.4 The height above the aerodrome of
d. The transition level may be nearly coincident
the transition altitude shall be as low as possible but
with the transition altitude to maximize the num-
normally not less than 900 m (3000 ft).
ber of flight levels available. Alternatively, the
transition level may be located 300 m (or 1000 2.1.2.5 The calculated height of the transition
ft) above the transition altitude to permit the tran- altitude shall be rounded up to the next full 300 m
sition altitude and the transition level to be used (1000 ft).
concurrently in cruising flight, with vertical sepa-
2.1.2.7 Transition altitudes shall be published
ration ensured. The airspace between the tran-
in aeronautical information publications and shown
sition level and the transition altitude is called the
on the appropriate charts.
transition layer.
e. Where no transition altitude has been estab- 2.1.3 Transition level
lished for the area, aircraft in the en-route phase 2.1.3.1 States shall make provision for the
shall be flown at a flight level. determination of the transition level to be used at any
f. The adequacy of terrain clearance during any given time at each of their aerodromes.
phase of a flight may be maintained in any 2.1.3.2 Where two or more closely spaced
of several ways, depending upon the facilities aerodromes are located so that coordinated proce-
available in a particular area. The recommended dures and a common transition altitude are required,
methods in the order of preference are: a common transition level shall also be used at those
1. the use of current QNH reports from an aerodromes.
adequate network of QNH reporting sta-
2.1.4 References to vertical position
tions;
2.1.4.1 The vertical position of aircraft oper-
2. the use of such QNH reports as are avail-
ating at or below the transition altitude shall be
able, combined with other meteorological
expressed in terms of altitude. Vertical position at or
information such as forecast lowest mean
above the transition level shall be expressed in terms
sea level pressure for the route or portions
of flight levels. This terminology applies during:
thereof; and
a. climb;
3. where relevant current information is not
available, the use of values of the lowest b. en-route flight; and
altitudes or flight levels, derived from clima- c. approach and landing
tological data. 2.1.4.2 Passing through the transition layer
g. During the approach to land, terrain clearance
While passing through the transition layer, vertical
may be determined by using:
position shall be expressed in terms of:
1. the QNH altimeter setting (giving altitude);
a. flight levels when climbing; and
or
b. altitude when descending.
2. under specified circumstances a QFE set-
ting (giving height above the QFE datum). 2.2 TAKE-OFF AND CLIMB
1.3 These procedures apply to all IFR flights and A QNH altimeter setting shall be made available to
to other flights which are operating at specific cruising aircraft in taxi clearance prior to take-off.
levels in accordance with Annex 2 — Rules of the Air
q$z

AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES q$i
2.3 ENROUTE b. Vibrate the instrument by tapping unless

mechanical vibration is provided. A service-
2.3.2 Terrain clearance
able altimeter indicates the elevation of the
2.3.2.1 QNH altimeter setting reports should point selected, plus the height of the altimeter
be provided from sufficient locations to permit deter- above this point, within a tolerance of:
mination of terrain clearance with an acceptable
1. ±20 m or 60 ft for altimeters with a test
degree of accuracy.
range of 0 to 9000 m (0 to 30000 ft); and
2.3.2.2 For areas where adequate QNH
altimeter setting reports cannot be provided, the 2. ±25 m or 80 ft for altimeters with a test
appropriate authorities shall provide the information range of 0 to 15000 m (0 to 50000 ft).
required to determine the lowest flight level which will
QFE Setting
ensure adequate terrain clearance. This information
shall be made available in the most usable form. a. With the aircraft at a known elevation on the
aerodrome, set the altimeter pressure scale to
2.4 APPROACH AND LANDING the current QFE setting.
2.4.1 The QNH altimeter setting shall be made b. Vibrate the instrument by tapping unless
available to aircraft in approach clearances and in mechanical vibration is provided. A serviceable
clearances to enter the traffic circuit. altimeter indicates the height of the altimeter
2.4.2 A QFE altimeter setting, clearly identified in relation to the QFE reference point, within a
as such, should be made available in approach and tolerance of:
landing clearances. This should be available on 1. ±20 m or 60 ft for altimeters with a test
request or on a regular basis, in accordance with range of 0 to 9000 m (0 to 30000 ft); and
local arrangements.
2.4.3 References to vertical positioning 2. ±25 m or 80 ft for altimeters with a test
after approach clearance range of 0 to 15000 m (0 to 50000 ft).
After approach clearance has been issued and the 3.3 TAKE-OFF AND CLIMB
descent to land is begun, the vertical positioning of an 3.3.1 Before taking off, one altimeter shall be set
aircraft above the transition level may be by reference on the latest QNH altimeter setting for the aerodrome.
to altitudes (QNH) provided that level flight above the
transition altitude is not indicated or anticipated. 3.3.2 During climb to, and while at the tran-
sition altitude, references to the vertical position of
2.5 MISSED APPROACH the aircraft in air-ground communications shall be
The relevant parts of 2.2, “Take-off and climb”, 2.3, expressed in terms of altitudes.
“Enroute”, and 2.4, “Approach and landing” shall 3.3.3 On climbing through the transition altitude,
apply in the event of a missed approach. the reference for the vertical position of the aircraft
3 PROCEDURES FOR OPERATORS shall be changed from altitudes (QNH) to flight levels
(1013.2 hPa), and thereafter the vertical position shall
AND PILOTS be expressed in terms of flight levels.
3.1 FLIGHT PLANNING 3.4 ENROUTE
3.1.1 The levels at which a flight is to be con-
ducted shall be specified in a flight plan: 3.4.1 Vertical separation
a. as flight levels if the flight is to be conducted at 3.4.1.1 During enroute flight at or below
or above the transition level (or the lowest usable the transition altitude, an aircraft shall be flown
flight level, if applicable); and at altitudes. References to the vertical position of
the aircraft in air-ground communications shall be
b. as altitudes if the flight is to be conducted at or expressed in terms of altitudes.
below the transition altitude.
3.4.1.2 During enroute flight at or above
3.2 PRE-FLIGHT OPERATIONAL TEST transition levels or the lowest usable flight level,
The following test should be carried out in an air- whichever is applicable, an aircraft shall be flown at
craft by flight crew members before flight. Flight crews flight levels. References to the vertical position of
should be advised of the purpose of the test and the the aircraft in air-ground-communications shall be
manner in which it should be carried out. They should expressed in terms of flight levels.
also be given specific instructions on the action to be
taken based on the test results. 3.5 APPROACH AND LANDING
3.5.1 Before beginning the initial approach to an
QNH Setting aerodrome, the number of the transition level shall be
a. With the aircraft at a known elevation on the obtained.
aerodrome, set the altimeter pressure scale to
the current QNH setting. 3.5.2 Before descending below the transition
level, the latest QNH altimeter setting for the aero-
drome shall be obtained.
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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
1243256021000
4.1.5.1 For IFR flights outside controlled where:

airspace, including flights operating below the lower hPAirplane = aircraft height above aerodrome (pres-
limit of controlled airspace, the determination of sure)
hGAirplane = aircraft height above aerodrome (geopo-
tential)
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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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AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON

PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1 MODES OF OPERATION 1.3 EQUIPMENT REQUIREMENTS
1.2 MODES OF OPERATION 1.3.1 Airborne avionics
1.2.1 There can be a variety of modes of opera- Normal instrument flight rules (IFR) avionics including
tion associated with the use of parallel or near-parallel full ILS or MLS capability are required for conducting
instrument runways. parallel approaches.
1.2.1.1 Modes One and Two — Simultaneous 1.5 VECTORING TO THE ILS
parallel instrument approaches LOCALIZER COURSE OR MLS
There are two basic modes of operation for FINAL APPROACH TRACK
approaches made to parallel runways: 1.5.1 When simultaneous independent parallel
a. Mode 1, Independent parallel approaches: In approaches are in progress, the following apply:
this mode, radar separation minima between a. The main objective is that both aircraft be estab-
aircraft using adjacent ILS and/or MLS are not lished on the ILS localizer course or MLS final
prescribed; and approach track before the 300 m (1000 ft) verti-
b. Mode 2, Dependent parallel approaches: In this cal separation is reduced; and
mode, radar separation minima between air- b. All approaches regardless of weather conditions
craft using adjacent ILS and/or MLS are pre- shall be radar-monitored. Control instructions
scribed. and information necessary to ensure separa-
1.2.1.2 Mode 3 — Simultaneous instrument tion between aircraft and to ensure that aircraft
departures do not enter the NTZ shall be issued. The air
traffic control procedure will be to vector arriv-
Mode 3, Independent parallel departures: In this ing aircraft to one or the other of the paral-
mode, aircraft are departing in the same direction lel ILS localizer courses and/or the MLS final
from parallel runways simultaneously. approach tracks. When cleared for an ILS or
1.2.1.3 Mode 4 — Segregated parallel MLS approach, a procedure turn is not permit-
approaches/departures ted.
c. When vectoring to intercept the ILS localizer
Mode 4, Segregated parallel operations: In this mode,
course or MLS final approach track, the final
one runway is used for approaches, and one runway
vector shall be such as to:
is used for departures.
1. allow the aircraft to intercept the ILS local-
1.2.1.4 Semi-mixed and mixed operations izer course or MLS final approach track at
1.2.1.4.1 In the case of parallel approaches an angle not greater than 30 degrees; and
and departures, there may be semi-mixed operations. 2. provide at least 2 km (1.0 NM) straight and
In this scenario: level flight prior to ILS localizer course or
a. one runway is used exclusively for departures, MLS final approach track intercept. The
while the other runway accepts a mixture of vector shall also be such as to enable the
approaches and departures; or aircraft to be established on the ILS local-
izer course or MLS final approach track
b. one runway is used exclusively for approaches
in level flight for at least 3.7 km (2.0 NM)
while the other runway accepts a mixture of
prior to intercepting the ILS glide path or
approaches and departures.
specified MLS elevation angle.
1.2.1.4.2 There may also be mixed oper-
d. Each pair of parallel approaches will have a
ations, i.e. simultaneous parallel approaches with
“high side” and a “low side” for vectoring, to
departures interspersed on both runways.
provide vertical separation until aircraft are
1.2.2.1 Normal operating zone (NOZ) established inbound on their respective parallel
ILS localizer course and/or MLS final approach
1.2.2.1.1 This is airspace of defined dimen-
track. The low side altitude will normally be such
sions extending to either side of an ILS localizer
that the aircraft will be established on the ILS
course and/or MLS final approach track centre line. It
localizer course or MLS final approach track well
extends from the runway threshold to the point where
before ILS glide path or specified MLS elevation
aircraft are established on the centre line.
angle interception. The high side altitude will be
1.2.2.2 No transgression zone (NTZ) 300 m (1000 ft) above the low side.
In the context of independent parallel approaches, e. When the aircraft is assigned its final heading
this is a corridor of airspace at least 610 m (2000 ft) to intercept the ILS localizer course or MLS final
wide located centrally between the two extended run- approach track, it shall be advised of:
way centre lines. It extends from the nearer runway 1. its final heading to intercept the ILS local-
threshold to the point where 300 m (1000 ft) vertical izer course (or MLS final approach track);
separation is reduced. Penetration of the NTZ by an 2. the altitude to be maintained until both:
aircraft requires a controller intervention to manoeu-
(a) the aircraft is established on the ILS
vre any threatened aircraft on the adjacent approach.
localizer centre line (or MLS final
approach track); and
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AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON

PARALLEL OR NEAR-PARALLEL INSTRUMENT RUNWAYS q$i
(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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AIRCRAFT OPERATING PROCEDURES - SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDER OPERATING PROCEDURES
1 OPERATION OF TRANSPONDERS a warning that an RA may follow. TAs indicate the
approximate positions of intruding aircraft that may
1.1 GENERAL later cause resolution advisories. RAs propose ver-
1.1.1 When an aircraft carries a serviceable tical manoeuvres that are predicted to increase or
transponder, the pilot shall operate the transponder maintain separation from threatening aircraft. ACAS
at all times during flight, regardless of whether the I equipment is only capable of providing TAs, while
aircraft is within or outside airspace where secondary ACAS II is capable of providing both TAs and RAs. In
surveillance radar (SSR) is used for ATS purposes. this chapter, reference to ACAS means ACAS II.
1.1.3 When the aircraft carries serviceable 3.1.2 ACAS indications shall be used by pilots
Mode C equipment, the pilot shall continuously oper- in the avoidance of potential collisions, the enhance-
ate this mode, unless otherwise directed by ATC. ment of situational awareness, and the active search
1.1.5 When requested by ATC to “CONFIRM for, and visual acquisition of, conflicting traffic.
SQUAWK [code]” the pilot shall: 3.1.3 Nothing in the procedures specified in
a. verify the Mode A code setting on the transpon- 3.2 hereunder shall prevent pilots-in-command from
der; exercising their best judgment and full authority in
b. reselect the assigned code if necessary; and the choice of the best course of action to resolve a
traffic conflict or avert a potential collision.
c. confirm to ATC the setting displayed on the con-
trols of the transponder. 3.2 USE OF ACAS INDICATIONS
1.1.6 Pilots shall not SQUAWK IDENT unless The indications generated by ACAS shall be used by
requested by ATC. pilots in conformity with the following safety consider-
ations:
1.2 USE OF MODE C
a. pilots shall not maneuver their aircraft in
Whenever Mode C is operated, pilots shall, in response to traffic advisories (TAs) only;
air-ground voice communications where level infor-
mation is required, give such information by stating b. on receipt of a TA, pilots shall use all available
their level to the nearest full 30 m or 100 ft as indi- information to prepare for appropriate action if
cated on the pilot’s altimeter. an RA occurs; and
c. in the event of an RA, pilots shall:
1.3 USE OF MODE S
1. respond immediately by following the RA
Pilots of aircraft equipped with Mode S having an air- as indicated, unless doing so would jeop-
craft identification feature shall set the aircraft iden- ardize the safety of the aeroplane;
tification in the transponder. This setting shall corre-
2. follow the RA even if there is a conflict
spond to the aircraft identification specified in item 7
between the RA and an air traffic control
of the ICAO flight plan, or, if no flight plan has been
(ATC) instruction to manoeuvre;
filed, the aircraft registration.
3. not manoeuvre in the opposite sense to
1.7 TRANSPONDER FAILURE an RA;
PROCEDURES WHEN THE 4. as soon as possible, as permitted by flight
CARRIAGE OF A FUNCTIONING crew workload, notify the appropriate ATC
TRANSPONDER IS MANDATORY unit of any RA which requires a deviation
1.7.1 In case of a transponder failure after from the current ATC instruction or clear-
departure, ATC units shall attempt to provide for con- ance;
tinuation of the flight to the destination aerodrome in 5. promptly comply with any modified RAs;
accordance with the flight plan. Pilots may, however, 6. limit the alterations of the flight path to the
expect to comply with specific restrictions. minimum extent necessary to comply with
the RAs;
2 PHRASEOLOGY
7. promptly return to the terms of the ATC
2.2 PHRASEOLOGY USED BY PILOTS instruction or clearance when the conflict
Pilots shall read back the mode and code to be set is resolved; and
when they acknowledge mode/code setting instruc- 8. notify ATC when returning to the current
tions. clearance.
3 OPERATION OF AIRBORNE
COLLISION AVOIDANCE SYSTEM
(ACAS) EQUIPMENT
3.1.1 The information provided by an ACAS
is intended to assist pilots in the safe operation of
aircraft by providing advice on appropriate action to
reduce the risk of collision. This is achieved through
resolution advisories (RAs), which propose manoeu-
vres, and through traffic advisories (TAs), which are
intended to prompt visual acquisition and to act as
q$z

AIRCRAFT OPERATING PROCEDURES - SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDER OPERATING PROCEDURES q$i
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.
Figure III-3-3-B-1. Representative HVR encounter geometry
1243256034000
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AIRCRAFT OPERATING PROCEDURES - OPERATIONAL FLIGHT INFORMATION

1 AERODROME SURFACE f. maximum sink rate; and
OPERATIONS g. completion of checklists and crew briefings.
1.1 Operators shall develop and implement stan- 3.3 ELEMENTS OF THE STABILIZED
dard operating procedures (SOPs) for aerodrome
APPROACH
surface operations. The development and implemen-
tation of SOPs shall take into consideration the risk The elements of a stabilized approach (according to
factors (listed in 1.3) associated with the following the parameters in 3.2) shall be stated in the operator’s
operations: SOPs. These elements should include as a minimum:
a. runway intersection take-offs; a. that in instrument meteorological conditions
(IMC), all flights shall be stabilized by no lower
b. line-up and wait clearances;
than 300 m (1000 ft) height above threshold;
c. land and hold-short clearances; and
d. take-offs from displaced runway thresholds; b. that all flights of any nature shall be stabilized
e. hazards associated with runway crossing traffic; by no lower than 150 m (500 ft) height above
f. hazards associated with runway crossing traffic threshold.
in the case of closely spaced parallel runways; 3.4 GO-AROUND POLICY
and
Standard operating procedures should include the
g. hazards associated with the risk of collision at operator’s policy with regard to the parameters in 3.2
hot spot locations on aerodromes. and the elements in 3.3. This policy should state that
1.3 Operators should ensure that flight personnel if an approach is not stabilized in accordance with 3.3,
are aware of the risk factors in the aerodrome sur- or has become destabilized at any subsequent point
face operations listed in 1.1. Such risk factors should during an approach, a go-around is required. Opera-
include, but not be limited to: tors should reinforce this policy through training.
a. human error due to excessive workload, loss of
vigilance and fatigue;
b. potential distractions associated with the per-
formance of flight deck tasks; and
c. failure to use standard phraseology in aeronau-
tical communications.
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;
q$z

AIRCRAFT OPERATING PROCEDURES - STANDARD OPERATING

PROCEDURES (SOPS) AND CHECKLISTS
1 STANDARD OPERATING a. runway in use, aircraft configuration and take-off
PROCEDURES (SOPs) speeds;
b. taxi-out route and relevant hot spots;
1.1 GENERAL
c. departure procedures;
Operators shall established standard operating pro-
cedures (SOPs) that provide guidance to flight oper- d. departure routes;
ations personnel to ensure safe, efficient, logical and e. navigation and communications equipment
predictable means of carrying out flight procedures. set-up;
f. aerodrome, terrain and performance restric-
1.4 SOPs IMPLEMENTATION AND USE
tions, including noise abatement procedures (if
Operators should established a formal process applicable);
of feedback from flight operations personnel to
g. take-off alternates (if applicable);
ensure standardization, compliance and evaluation
of reasons for non-compliance during SOPs imple- h. any item(s) included in the minimum equipment
mentation and use. list (if applicable);
i. review of applicable emergency procedures;
2 CHECKLISTS and
2.1 GENERAL j. applicable standard call-outs.
Operators shall establish checklists as an integral 3.5.4 Flight crew arrival briefings should priori-
part of standard operating procedures (SOPs). tize all relevant conditions that exist for the descent,
Checklists should describe the actions relevant to approach and landing. They should include, but not
specific phases of operations (engine start, taxi, be limited to:
take-off etc.) that flight crews must perform or verify a. terrain restrictions and minimum safe altitudes
and which relate to flight safety. Checklists should during descent;
also provide a framework for verifying aircraft and b. arrival routes;
systems configuration that guards against vulnera-
bilities in human performance. c. instrument or visual approach procedures and
runway in use;
2.3.2 Number of checklist items d. operational minima, aircraft configuration, and
The number of items in checklists should be restricted landing speeds;
to those critical to flight safety. e. navigation and communications equipment
2.3.3 Checklists interruptions set-up;
SOPs should include techniques to ensure a f. taxi-in route and relevant hot spots;
step-by-step, uninterrupted sequence of completing g. missed approach procedures;
checklists. SOPs should unambiguously indicate the h. alternate aerodromes and fuel considerations;
actions by flight crews in case of checklist interrup-
tions. i. review of applicable emergency procedures;
j. applicable standard call-outs; and
2.3.4 Checklist ambiguity
k. cold temperature correction.
Checklist responses should portray the actual sta-
tus or the value of the item (switches, levers, lights,
quantities, etc.). Checklists should avoid non-specific
responses such as “set”, “checked”, or “completed”.
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:
q$z

11 DEC 09 AIR TRAFFIC CONTROL 301
ICAO RULES OF THE AIR – ANNEX 2

Extracted from ICAO Rules of the Air, Annex 2
CHAPTER 1 — DEFINITIONS 2.3 RESPONSIBILITY FOR

See AIR TRAFFIC CONTROL – International Civil COMPLIANCE WITH THE
Aviation Organization Definitions. RULES OF THE AIR
CHAPTER 2 — APPLICABILITY OF 2.3.1 Responsibility of Pilot-in-Command
THE RULES OF THE AIR The pilot-in-command of an aircraft shall, whether
manipulating the controls or not, be responsible for
2.1 TERRITORIAL APPLICATION OF the operation of the aircraft in accordance with the
THE RULES OF THE AIR rules of the air, except that the pilot-in-command may
2.1.1 The rules of the air shall apply to air- depart from these rules in circumstances that render
craft bearing the nationality and registration marks such departure absolutely necessary in the interests
of a Contracting State, wherever they may be, to of safety.
the extent that they do not conflict with the rules 2.3.2 Pre-Flight Action
published by the State having jurisdiction over the
Before beginning a flight, the pilot-in-command of
territory overflown.
an aircraft shall become familiar with all available
NOTE: The council of the International Civil Aviation information appropriate to the intended operation.
Organization resolved, in adopting Annex 2 in April Pre-flight action for flights away from the vicinity of
1948 and Amendment 1 to the said Annex in Novem- an aerodrome, and for all IFR flights, shall include a
ber 1951, that the Annex constitutes “Rules relating to careful study of available current weather reports and
the flight and manoeuvre of aircraft” within the mean- forecasts, taking into consideration fuel requirements
ing of Article 12 of the Convention. Over the high and an alternative course of action if the flight cannot
seas, therefore, these rules apply without exception. be completed as planned.
2.1.2 If, and so long as, a Contracting State has
not notified the International Civil Aviation Organiza- 2.4 AUTHORITY OF PILOT-IN-
tion to the contrary, it shall be deemed, as regards COMMAND OF AN AIRCRAFT
aircraft of its registration, to have agreed as follows: The pilot-in-command of an aircraft shall have final
authority as to the disposition of the aircraft while in
For purposes of flight over those parts of the high
command.
seas where a Contracting State has accepted, pur-
suant to a regional air navigation agreement, the 2.5 PROBLEMATIC USE OF
responsibility of providing air traffic services, the PSYCHOACTIVE SUBSTANCES
“appropriate ATS authority” referred to in this Annex
No person whose function is critical to the safety of
is the relevant authority designated by the State
aviation (safety-sensitive personnel) shall undertake
responsible for providing those services.
that function while under the influence of any psy-
NOTE: The phrase “regional air navigation agree- choactive substance, by reason of which human per-
ment” refers to an agreement approved by the Coun- formance is impaired. No such person shall engage
cil of ICAO normally on the advice of a Regional Air in any kind of problematic use of substances.
Navigational Meeting.
CHAPTER 3 — GENERAL RULES
2.2 COMPLIANCE WITH THE RULES
OF THE AIR 3.1 PROTECTION OF PERSONS
The operation of an aircraft either in flight or on the AND PROPERTY
movement area of an aerodrome shall be in compli- 3.1.1 Negligent or Reckless Operation
ance with the general rules and, in addition, when in of Aircraft
flight, either with:
An aircraft shall not be operated in a negligent or reck-
a. the visual flight rules, or less manner so as to endanger life or property of oth-
b. the instrument flight rules. ers.
NOTE 1: Information relevant to the services pro- 3.1.2 Minimum Heights
vided to aircraft operating in accordance with both
Except when necessary for take-off or landing, or
visual flight rules and instrument flight rules in the
except by permission from the appropriate authority,
seven ATS airspace classes contained in Annex 11
aircraft shall not be flown over the congested areas
are published as ICAO ATS AIRSPACE CLASSIFI-
of cities, towns or settlements or over an open-air
CATIONS – ANNEX 11, 2.6 CLASSIFICATION OF
assembly of persons, unless at such a height as will
AIRSPACES.
permit, in the event of an emergency arising, a land-
NOTE 2: A pilot may elect to fly in accordance with ing to be made without undue hazard to persons or
instrument flight rules in visual meteorological condi- property on the surface.
tions or he may be required to do so by the appropri-
NOTE: See 4.6 for minimum heights for VFR flights
ate ATS authority.
and 5.1.2 for minimum levels for IFR flights.
3.1.3 Cruising Levels
The cruising levels at which a flight or a portion of a
flight is to be conducted shall be in terms of:
q$z

302 AIR TRAFFIC CONTROL 11 DEC 09
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.

3.2.2.4 Overtaking 3.2.2.7.3 An aircraft taxiing on the manoeu-

An overtaking aircraft is an aircraft that approaches vring area shall stop and hold at all lighted stop bars
another from the rear on a line forming an angle of and may proceed further when the lights are switched
less than 70 degrees with the plane of symmetry of off.
the latter; i.e., is in such a position with reference 3.2.3 Lights to be Displayed by Aircraft
to the other aircraft that at night it should be unable
NOTE 1: The characteristics of lights intended to
to see either of the aircraft’s left (port) or right (star-
meet the requirements of 3.2.3 for aeroplanes are
board) navigation lights. An aircraft that is being over-
specified in Annex 8. Specifications for navigation
taken has the right-of-way and the overtaking air-
lights for aeroplanes are contained in the Appen-
craft, whether climbing, descending or in horizontal
dices to Parts I and II of Annex 6. Detailed technical
flight, shall keep out of the way of the other aircraft by
specifications for lights for aeroplanes are contained
altering its heading to the right, and no subsequent
in Volume II, Part A, Chapter 4 of the Airworthiness
change in the relative positions of the two aircraft
Manual (Doc 9760) and for helicopters in Part A,
shall absolve the overtaking aircraft from this obliga-
Chapter 5 of that document. (Annex 6 and 8, and
tion until it is entirely past and clear.
Doc 9760 not published herein).
3.2.2.5 Landing NOTE 2: In the context of 3.2.3.2c. and 3.2.3.4a., an
3.2.2.5.1 An aircraft in flight, or operating on aircraft is understood to be operating when it is taxiing
the ground or water, shall give way to aircraft landing or being towed or is stopped temporarily during the
or in the final stages of an approach to land. course of taxiing or being towed.
3.2.2.5.2 When two or more heavier-than- NOTE 3: For aircraft on the water see 3.2.6.2.
air aircraft are approaching an aerodrome for the pur- 3.2.3.1 Except as provided by 3.2.3.5, from
pose of landing, aircraft at the higher level shall give sunset to sunrise or during any other period which
way to aircraft at the lower level, but the latter shall not may be prescribed by the appropriate authority all air-
take advantage of this rule to cut in front of another craft in flight shall display:
which is in the final stages of an approach to land, or a. anti-collision lights intended to attract attention
to overtake that aircraft. Nevertheless, power-driven to the aircraft; and
heavier-than-air aircraft shall give way to gliders.
b. navigation lights intended to indicate the rela-
3.2.2.5.3 Emergency Landing tive path of the aircraft to an observer and other
An aircraft that is aware that another is compelled to lights shall not be displayed if they are likely to
land shall give way to that aircraft. be mistaken for these lights.
NOTE: Lights fitted for other purposes, such as
3.2.2.6 Taking Off
landing lights and airframe floodlights, may be
An aircraft taxiing on the manoeuvre area of an aero- used in addition to the anti-collision lights speci-
drome shall give way to aircraft taking off or about to fied in the Airworthiness Manual Volume II (Doc
take off. 9760) to enhance aircraft conspicuity.
3.2.2.7 Surface Movement of Aircraft 3.2.3.2 Except as provided by 3.2.3.5, from
3.2.2.7.1 In case of danger of collision sunset to sunrise or during any other period pre-
between two aircraft taxiing on the movement area scribed by the appropriate authority:
of an aerodrome the following shall apply: a. all aircraft moving on the movement area of
a. when two aircraft are approaching head on, or an aerodrome shall display navigation lights
approximately so, each shall stop or where prac- intended to indicate the relative path of the
ticable alter its course to the right so as to keep aircraft to an observer and other lights shall not
well clear; be displayed if they are likely to be mistaken for
these lights;
b. when two aircraft are on a converging course,
the one which has the other on its right shall give b. unless stationary and otherwise adequately illu-
way; minated, all aircraft on the movement area of an
aerodrome shall display lights intended to indi-
c. an aircraft which is being overtaken by another
cate the extremities of their structure;
aircraft shall have the right-of-way and the over-
taking aircraft shall keep well clear of the other c. all aircraft operating on the movement area of an
aircraft. aerodrome shall display lights intended to attract
attention to the aircraft; and
NOTE: For the description of an overtaking air-
craft see 3.2.2.4. d. all aircraft on the movement area of an aero-
drome whose engines are running shall display
3.2.2.7.2 An aircraft taxiing on the manoeu-
lights which indicate that fact.
vring area shall stop and hold at all runway-holding
positions unless otherwise authorized by the aero- NOTE: If suitably located on the aircraft, the nav-
drome control tower. igation lights referred to in 3.2.3.1b. may also
meet the requirements of 3.2.3.2b. Red anti-col-
NOTE: For runway-holding position markings and
lision lights fitted to meet the requirements of
related signs, see Annex 14, Volume I, 5.2.10 and
3.2.3.1a. may also meet the requirements of
5.4.2 or the INTRODUCTION – Signs and Markings
3.2.3.2c. and 3.2.3.2d. provided they do not sub-
– ICAO Recommended Airport Signs and Taxiway
ject observers to harmful dazzle.
Markings.

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.

3.6.2.1.2 Subject to the overriding require- change of route is to commence; revised

ment in 3.6.2.1.1, an aircraft operating along an ATS time estimates; alternate aerodrome(s);
route segment defined by reference to very high any other pertinent information.
frequency omnidirectional radio ranges shall change
3.6.2.4 Weather Deterioration Below
over for its primary navigation guidance from the
the VMC
facility behind the aircraft to that ahead of it at, or as
close as operationally feasible to, the change-over When it becomes evident that flight in VMC in accor-
point, where established. dance with its current flight plan will not be practica-
ble, a VFR flight operated as a controlled flight shall:
3.6.2.1.3 Deviation from the requirements in
a. request an amended clearance enabling the air-
3.6.2.1.1 shall be notified to the appropriate air traffic
craft to continue in VMC to destination or to an
services unit.
alternative aerodrome, or to leave the airspace
3.6.2.2 Inadvertent Changes within which an ATC clearance is required; or
In the event that a controlled flight inadvertently devi- b. if no clearance in accordance with a. can be
ates from its current flight plan, the following action obtained, continue to operate in VMC and notify
shall be taken: the appropriate ATC unit of the action being
a. Deviation from Track: If the aircraft is off track, taken either to leave the airspace concerned or
action shall be taken forthwith to adjust the to land at the nearest suitable aerodrome; or
heading of the aircraft to regain track as soon c. if operated within a control zone, request autho-
as practicable. rization to operate as a special VFR flight; or
b. Variation in True Airspeed: If the average true d. request clearance to operate in accordance with
airspeed at cruising level between reporting the instrument flight rules.
points varies or is expected to vary by plus or
3.6.3 Position Reports
minus 5 percent of the true airspeed, from that
given in the flight plan, the appropriate air traffic 3.6.3.1 Unless exempted by the appropriate
services unit shall be so informed. ATS authority or by the appropriate air traffic services
unit under conditions specified by that authority, a
c. Change in Time Estimate: If the time estimate
controlled flight shall report to the appropriate air traf-
for the next applicable reporting point, flight
fic services unit, as soon as possible, the time and
information region boundary or destination
level of passing each designated compulsory report-
aerodrome, whichever comes first, is found to
ing point, together with any other required informa-
be in error in excess of three minutes from
tion. Position reports shall similarly be made in rela-
that notified to air traffic services, or such
tion to additional points when requested by the appro-
other period of time as is prescribed by the
priate air traffic services unit. In the absence of desig-
appropriate ATS authority or on the basis of air
nated reporting points, position reports shall be made
navigation regional agreements, a revised esti-
at intervals prescribed by the appropriate ATS author-
mated time shall be notified as soon as possible
ity or specified by the appropriate air traffic services
to the appropriate air traffic services unit.
unit.
3.6.2.2.1 Additionally, when an ADS agree-
ment is in place, the air traffic services unit (ATSU) 3.6.3.1.1 Controlled flights providing posi-
shall be informed automatically via data link when- tion information to the appropriate air traffic services
ever changes occur beyond the threshold values stip- unit via data link communications shall only provide
ulated by the ADS event contract. voice position reports when requested.
NOTE: The conditions and circumstances in which
3.6.2.3 Intended Changes
SSR Mode C transmission of pressure-altitude sat-
Requests for flight plan changes shall include infor- isfies the requirement for level information in position
mation as indicated hereunder: reports are indicated in the PANS-RAC, Part II (Doc
a. Change of Cruising Level: Aircraft identification; 4444). (Air Traffic Control pages, Series 400)
requested new cruising level and cruising speed
3.6.4 Termination of Control
at this level, revised time estimates (when appli-
cable) at subsequent flight information region A controlled flight shall, except when landing at a con-
boundaries. trolled aerodrome, advise the appropriate ATC unit as
soon as it ceases to be subject to air traffic control
b. Change of Route:
service.
1. Destination Unchanged: Aircraft identifica-
tion; flight rules; description of new route 3.6.5 Communications
of flight including related flight plan data 3.6.5.1 An aircraft operated as a controlled
beginning with the position from which flight shall maintain continuous air-ground voice com-
requested change of route is to communication watch on the appropriate communication
mence; revised time estimates; any other channel of, and establish two-way communication
pertinent information. as necessary with, the appropriate air traffic control
2. Destination changed: aircraft identification; unit, except as may be prescribed by the appropriate
flight rules; description of revised route ATS authority in respect of aircraft forming part of
of flight to revised destination aerodrome aerodrome traffic at a controlled aerodrome.
including related flight plan data, beginning
with the position from which requested

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
TABLE 3-1* (see 4.1)

Altitude band Airspace class Flight visibility Distance from cloud
At and above 3050m “A”*** “B” “C” “D” “E” “F” “G” 8km 1500m horizontally
(10,000 ft) AMSL 300m (1000 ft) vertically
Below 3050m (10,000 ft) “A”*** “B” “C” “D” “E” “F” “G” 5km 1500m horizontally
AMSL and above 900m 300m (1000 ft) vertically
(3000 ft) AMSL, or above
300m (1000 ft) above
terrain, whichever is the
higher
At and below 900m (3000 “A”*** “B” “C” “D” “E” 5km 1500m horizontally
ft) AMSL, or 300m (1000 300m (1000 ft) vertically
ft) above terrain, whichever “F” “G” 5km** Clear of cloud and with the
is the higher surface in sight
* When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL100 should be used in
lieu of 10,000 ft.
** When so prescribed by the appropriate ATS authority:
a) flight visibilities reduced to not less than 1500m may be permitted for flights operating:
1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic
or any obstacles in time to avoid collision; or
2) in circumstances in which the probability of encounters with other traffic would normally be low,
e.g. in areas of low volume traffic and for aerial work at low levels.
b) HELICOPTERS may be permitted to operate in less than 1500m flight visibility, if manoeuvred at a
speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid
collision.
***The VMC minima in Class “A” airspace are included for guidance to pilots and do not imply acceptance of
VFR flights in Class “A” airspace.
CHAPTER 4 — VISUAL FLIGHT 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;

b. at transonic and supersonic speeds. 5.1.2 Minimum Levels

4.5 Authorization for VFR flights to operate above Except when necessary for take-off or landing, or
FL290 shall not be granted in areas where a verti- except when specifically authorized by the appro-
cal separation minimum of 300m (1000 ft) is applied priate authority, an IFR flight shall be flown at a
above FL290. level which is not below the minimum flight altitude
established by the State whose territory is overflown,
4.6 Except when necessary for take-off or land-
or, where no such minimum flight altitude has been
ing, or except by permission from the appropriate
established:
authority, a VFR flight shall not be flown:
a. over high terrain or in mountainous areas, at
a. over the congested areas of cities, towns or set-
a level which is at least 600m (2000 ft) above
tlements or over an open-air assembly of per-
the highest obstacle located within 8km of the
sons at a height less than 300m (1000 ft) above
estimated position of the aircraft;
the highest obstacle within a radius of 600m
from the aircraft; b. elsewhere than as specified in a., at a level
which is at least 300m (1000 ft) above the high-
b. elsewhere than as specified in 4.6a., at a height
est obstacle located within 8km of the estimated
less than 150m (500 ft) above the ground or
position of the aircraft.
water.
NOTE 1: The estimated position of the aircraft will
NOTE: See also 3.1.2.
take account of the navigational accuracy which can
4.7 Except where otherwise indicated in air traf- be achieved on the relevant route segment, having
fic control clearances or specified by the appropriate regard to the navigational facilities available on the
ATS authority, VFR flights in level cruising flight when ground and in the aircraft.
operated above 900m (3000 ft) from the ground or
NOTE 2: See also 3.1.2.
water, or a higher datum as specified by the appropri-
ate ATS authority, shall be conducted at a flight level 5.1.3 Change from IFR Flight to VFR Flight
appropriate to the track as specified in the Tables of 5.1.3.1 An aircraft electing to change the
cruising levels in Appendix 3. conduct of its flight from compliance with the instru-
4.8 VFR flights shall comply with the provisions ment flight rules to compliance with the visual flight
of 3.6: rules shall, if a flight plan was submitted, notify the
appropriate air traffic services unit specifically that
a. when operated within Classes “B”, “C” and “D”
the IFR flight is canceled and communicate thereto
airspace;
the changes to be made to its current flight plan.
b. when forming part of aerodrome traffic at con-
trolled aerodromes; or 5.1.3.2 When an aircraft operating under the
instrument flight rules is flown in or encounters visual
c. when operated as special VFR flights.
meteorological conditions it shall not cancel its IFR
4.9 A VFR flight operating within or into areas, flight unless it is anticipated, and intended, that the
or along routes, designated by the appropriate ATS flight will be continued for a reasonable period of time
authority in accordance with 3.3.1.2c. or d., shall in uninterrupted visual meteorological conditions.
maintain continuous air-ground voice communication
watch on the appropriate communication channel of, 5.2 RULES APPLICABLE TO IFR
and report its position as necessary to, the air traffic FLIGHTS WITHIN CONTROLLED
services unit providing flight information service. AIRSPACE
NOTE: See Note following 3.6.5.1. 5.2.1 IFR flights shall comply with the provisions
4.10 An aircraft operated in accordance with the of 3.6 when operated in controlled airspace.
visual flight rules which wishes to change to compli- 5.2.2 An IFR flight operating in cruising flight in
ance with the instrument flight rules shall: controlled airspace shall be flown at a cruising level,
a. if a flight plan was submitted, communicate the or, if authorized to employ cruise climb techniques,
necessary changes to be effected to its current between two levels or above a level, selected from:
flight plan, or a. the Tables of cruising levels in Appendix 3; or
b. when so required by 3.3.1.2, submit a flight b. a modified table of cruising levels, when so pre-
plan to the appropriate air traffic services unit scribed in accordance with Appendix 3 for flight
and obtain a clearance prior to proceeding IFR above FL410;
when in controlled airspace.
except that the correlation of levels to track prescribed
CHAPTER 5 — INSTRUMENT therein shall not apply whenever otherwise indicated
FLIGHT RULES in air traffic control clearances or specified by the
appropriate ATS authority in Aeronautical Information
5.1 RULES APPLICABLE TO ALL Publications.
IFR FLIGHTS
5.1.1 Aircraft Equipment
Aircraft shall be equipped with suitable instruments
and with navigation equipment appropriate to the
route to be flown.

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.
5.3.1 Cruising Levels APPENDIX 1 — SIGNALS

An IFR flight operating in level cruising flight outside NOTE: See Chapter 3, para 3.4 of the Annex.
of controlled airspace shall be flown at a cruising level
appropriate to its track as specified in: 1 DISTRESS AND URGENCY
a. the Tables of cruising levels in Appendix 3, SIGNALS
except when otherwise specified by the appro- See EMERGENCY Section for complete information.
priate ATS authority for flight at or below 900m NOTE: None of the provisions contained in the Emer-
(3000 ft) above mean sea level; or gency Section shall prevent the use, by an aircraft in
b. a modified table of cruising levels, when so pre- distress, of any means at its disposal to attract atten-
scribed in accordance with Appendix 3 for flight tion, make known its position and obtain help.
above FL410.
NOTE: This provision does not preclude the use
2 SIGNALS FOR USE IN THE EVENT
of cruise climb techniques by aircraft in super- OF INTERCEPTION
sonic flight. See EMERGENCY Section for complete information.
5.3.2 Communications 3 VISUAL SIGNALS USED TO WARN
An IFR flight operating outside controlled airspace AN UNAUTHORIZED AIRCRAFT
but within or into areas, or along routes, designated
by the appropriate ATS authority in accordance
FLYING IN, OR ABOUT TO ENTER
with 3.3.1.2c. or d., shall maintain an air-ground A RESTRICTED, PROHIBITED
voice communication watch on the appropriate OR DANGER AREA
communication channel and establish two-way com- By day and by night, a series of projectiles dis-
munication, as necessary, with the air traffic services charged from the ground at intervals of 10 seconds,
unit providing flight information service. each showing, on bursting, red and green lights or
NOTE: See Note following 3.6.5.1. stars will indicate to an unauthorized aircraft that it
is flying in or about to enter a restricted, prohibited
5.3.3 Position Reports
or danger area, and that the aircraft is to take such
An IFR flight operating outside controlled airspace remedial action as may be necessary.
and required by the appropriate ATS authority to:
– submit a flight plan; 4 SIGNALS FOR AERODROME
– maintain an air-ground voice communication TRAFFIC
watch on the appropriate communication channel 4.1 LIGHT AND PYROTECHNIC
and establish two-way communication, as nec-
SIGNALS
essary, with the air traffic services unit providing
flight information service; 4.1.1 Instructions
shall report position as specified in 3.6.3 for controlled Light signals are directed from Aerodrome Control to
flights. aircraft concerned. (See Figure 4-1.)
NOTE: Aircraft electing to use the air traffic advisory
service whilst operating IFR within specified advisory
airspace are expected to comply with the provisions
of 3.6, except that the flight plan and changes thereto
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Steady green Cleared to land Cleared for take-off
Give way to other aircraft and continue
Steady red Stop
circling
Series of green flashes Return for landing* Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Land at this aerodrome and proceed Return to starting point on the
Series of white flashes
to apron* aerodrome
Notwithstanding any previous
Red pyrotechnic instructions do not land for the time
being
*Clearances to land and to taxi will be given in due course.
4.1.2 Acknowledgment by an Aircraft — – by rocking the aircraft’s wings;

a. When in flight: NOTE: This signal should not be expected
1. during the hours of daylight: on the base and final legs of the approach.

2. during the hours of darkness: – by moving the aircraft’s ailerons or rud-

– by flashing on and off twice the aircraft’s der;
landing lights or, if not so equipped, by 2. during the hours of darkness:
switching on and off twice its navigation – by flashing on and off twice the aircraft’s
lights. landing lights or, if not so equipped, by
b. When on the ground: switching on and off twice its navigation
1. during the hours of daylight: lights.
Figure 4-1 (see 4.1.1)
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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.

4.2.6 Right-Hand Traffic

When displayed in a signal area, or horizontally at the
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end of the runway or strip in use, a right-hand arrow of
conspicuous color indicates that turns are to be made
4.2.3.2 The same horizontal white dumb-bell to the right before landing and after take-off.
as in 4.2.3.1 but with a black bar placed perpendicular
to the shaft across each circular portion of the dumb-
bell when displayed in a signal area indicates that
aircraft are required to land and take-off on runways
only, but other manoeuvres need not be confined to
runways and taxiways.
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4.2.7 Air Traffic Services Reporting Office

The letter C displayed vertically in black against a
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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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4.2.8 Glider Flights in Operation

A double white cross displayed horizontally in the sig-
nal area indicates that the aerodrome is being used
by gliders and that glider flights are being performed.
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4.2.5 Directions for Landing or Take-off

4.2.5.1 A horizontal white or orange landing T
indicates the direction to be used by aircraft for land-
ing and take-off, which shall be in a direction parallel
to the shaft of the T towards the cross arm. 1218141140000
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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where best seen by the pilot; and

NOTE: When used at night, the landing T is either b) for helicopters: where the signalman can best
illuminated or outlined in white colored lights. be seen by the pilot.
4.2.5.2 A set of two digits displayed vertically NOTE 2: The meaning of the relevant signals remains
at or near the aerodrome control tower indicates to the same if bats, illuminated wands or torchlights are
aircraft on the manoeuvring area the direction for held.
take-off, expressed in units of 10 degrees to the
nearest 10 degrees of the magnetic compass. NOTE 3: The aircraft engines are numbered for the
signalman facing the aircraft, from right to left (i.e.,
No.1 engine being the port outer engine).
NOTE 4: Signals marked with an asterisk are
designed for use by hovering helicopters.
NOTE 5: References to wands may also be read
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to refer to daylight-fluorescent table-tennis bats or
gloves (daytime only).
NOTE 6: References to the signalman may also be
read to refer to marshaller.

5.1.1 Prior to using the following signals, the sig-

nalman shall ascertain that the area within which an
aircraft is to be guided is clear of objects which the air-
craft, in complying with 3.4.1, might otherwise strike.
NOTE: The design of many aircraft is such that the
path of the wing tips, engines and other extremities
cannot always be monitored visually from the flight
deck while the aircraft is being manoeuvred on the
ground.
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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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b) Turn right (from pilot’s point of view): With left

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

5.1.1.2 Identify Gate the rate of aircraft turn.
Raise fully extended arms straight above head with
wands pointing up.
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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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5.1.1.3 Proceed To Next Signalman or as

Directed by Tower/Ground Control
Point both arms upward; move and extend arms out-
ward to sides of body and point with wands to direc-
tion of next signalman or taxi area.
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b) Emergency stop: Abruptly extend arms and

wands to top of head, crossing wands.
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5.1.1.4 Straight Ahead

Bend extended arms at elbows and move wands up
and down from chest height to head.

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5.1.1.9 Start Engine(s)

5.1.1.7 Brakes Raise right arm to head level with wand pointing up
a) Set brakes: Raise hand just above shoulder and start a circular motion with hand; at the same
height with open palm. Ensuring eye contact time, with left arm raised above head level, point to
with flight crew, close hand into a fist. Do not engine to be started.
move until receipt of “thumbs up” acknowledge-
ment from flight crew.
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5.1.1.10 Cut Engines

1218141140000 Extend arm with wand forward of body at shoulder
b) Release brakes: Raise hand just above shoul- level; move hand and wand to top of left shoulder and
der height with hand closed in a fist. Ensuring draw wand to top of right shoulder in a slicing motion
eye contact with flight crew, open palm. Do not across throat.
move until receipt of “thumbs up” acknowledge-
ment from flight crew.
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5.1.1.8 Chocks
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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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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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5.1.1.13 Move Back 5.1.1.16 Hover

With arms in front of body at waist height, rotate arms Fully extend arms and wands at a 90-degree angle to
in a forward motion. To stop rearward movement, use sides.
signal 5.1.1.6 a) or b).
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5.1.1.17 Move Upwards

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Fully extend arms and wands at a 90-degree angle
to sides and, with palms turned up, move hands
5.1.1.14 Turns While Backing upwards. Speed of movement indicates rate of
a) For tail to starboard: Point left arm with wand ascent.
down and bring right arm from overhead ver-
tical position to horizontal forward position,
repeating right-arm movement.
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5.1.1.18 Move Downwards

b) For tail to port: Point right arm with wand down Fully extend arms and wands at a 90-degree angle
and bring left arm from overhead vertical posi- to sides and, with palms turned down, move hands
tion to horizontal forward position, repeating downwards. Speed of movement indicates rate of
left-arm movement. descent.
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5.1.1.19 Move Horizontally

5.1.1.15 Affirmative/All Clear a) Left (from pilot’s point of view): Extend arm hor-
Raise right arm to head level with wand pointing up izontally at a 90-degree angle to right side of
or display hand with “thumbs up”; left arm remains at body. Move other arm in same direction in a
side by knee. sweeping motion.
NOTE: This signal is also used as a technical/servic-
ing communication signal.

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5.1.1.23 Do Not Touch Controls (Technical/

1218141140000
Servicing Communication Signal)

b) Right (from pilot’s point of view): Extend arm Extend right arm fully above head and close fist or
horizontally at a 90-degree angle to left side of hold wand in horizontal position; left arm remains at
body. Move other arm in same direction in a side by knee.
sweeping motion.
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5.1.1.24 Connect Ground Power (Technical/

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Servicing Communication Signal)
5.1.1.20 Land Hold arms fully extended above head; open left hand
horizontally and move finger tips of right hand into and
Cross arms with wands downwards and in front of touch open palm of left hand (forming a “T”). At night,
body. illuminated wands can also be used to form the “T”
above head.
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5.1.1.21 Hold Position/Stand By 1218141140000
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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5.1.1.22 Dispatch Aircraft

Perform a standard salute with right hand and/or
wand to dispatch the aircraft. Maintain eye contact
with flight crew until aircraft has begun to taxi.
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q$z

5.1.1.26 Negative (Technical/Servicing 5.2.1 Brakes

Communication Signal) NOTE: The moment the fist is clenched or the fingers
Hold right arm straight out at 90 degrees from shoul- are extended indicates, respectively, the moment of
der and point wand down to ground or display hand brake engagement or release.
with “thumbs down”; left hand remains at side by a. Brakes engaged: Raise arm and hand, with fin-
knee. gers extended, horizontally in front of face, then
clench fist.
b. Brakes released: Raise arm, with fist clenched,
horizontally in front of face, then extend fingers.
5.2.2 Chocks
a. Insert chocks: Arms extended, palms outwards,
move hands inwards to cross in front of face.
b. Remove chocks: Hands crossed in front of face,
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palms outwards, move arms outwards.
5.1.1.27 Establish Communication Via 5.2.3 Ready to Start Engine(s)

Interphone (Technical/Servicing Raise the appropriate number of fingers on one hand
Communication Signal) indicating the number of the engine to be started.
Extend both arms at 90 degrees from body and move 5.3 TECHNICAL/SERVICING
hands to cup both ears. COMMUNICATION SIGNALS
5.3.1 Manual signals shall only be used when
verbal communication is not possible with respect to
technical/servicing communication signals.
5.3.2 Signalmen shall ensure that an acknowl-
edgement is received from the flight crew with respect
to technical/servicing communication signals.
NOTE: The technical/servicing communication sig-
nals are included to standardize the use of hand sig-
nals used to communicate to flight crews during the
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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).
q$z

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
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6.3 Emergency contained established; and

No outside evidence of dangerous conditions or “all- e. In the case where an intercepted civil aircraft is
clear” required to land in the territory overflown, the
aerodrome designated for the landing is to be
Arms extended outward and down at a 45–degree suitable for the safe landing of the aircraft type
angle. Arms moved inward below waistline simulta-
concerned.
neously until wrists crossed, then extended outward
to starting position (umpire’s “safe” signal). NOTE: In the unanimous adoption by the 25th
Session (Extraordinary) of the ICAO Assembly
Night — same with wands. on 10 May 1984 of Article 3 bis to the Convention
on International Civil Aviation, the Contracting
States have recognized that “every State must
refrain from resorting to the use of weapons
against civil aircraft in flight”.
1.2 Contracting States shall publish a standard
method that has been established for the manoeu-
vring of aircraft intercepting a civil aircraft. Such
1258487164000
method shall be designed to avoid any hazard for the
6.4 Fire intercepted aircraft.
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.
3 RADIO COMMUNICATION DURING

INTERCEPTION
See EMERGENCY Section for related information.
APPENDIX 3 — TABLES OF
1258487164000
CRUISING LEVELS
The cruising levels to be observed when so required
by this Annex are as follows:
q$z

a. In areas where, in accordance with regional air

navigation agreements, a vertical separation
minimum (VSM) of 300m (1000 ft) is applied
between FL290 and FL410 inclusive:*
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° **
010 300 1000 — — — 020 600 2000 — — —
q$z

TRACK*
From 000° to 179 ° ** From 180° to 359° **
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).
APPENDIX 4 — UNMANNED 3. includes a package of 2kg or more with an

FREE BALLOONS area density of more than 13g per square
centimeter; or
NOTE: See Chapter 3, para 3.1.9 of the Annex.
4. uses a rope or other device for suspen-
1 CLASSIFICATION OF UNMANNED sion of the payload that requires an impact
FREE BALLOONS force of 230 N or more to separate the sus-
pended payload from the balloon.
Unmanned free balloons shall be classified as:
NOTE:
a. light: an unmanned free balloon which carries a
payload of one or more packages with a com- (a) The area density referred to in c.(3) is
bined mass of less than 4kg, unless qualifying determined by dividing the total mass
as a heavy balloon in accordance with c.(2), (3) in grams of the payload package by
or (4) below; or the area in square centimeters of its
smallest surface.
b. medium: an unmanned free balloon which car-
ries a payload of two or more packages with a (b) See the following figure.
combined mass of 4kg or more, but less than
6kg, unless qualifying as a heavy balloon in
accordance with c.(2), (3) or (4) below; or
c. heavy: an unmanned free balloon which carries
a payload which:
1. has a combined mass of 6kg or more; or
2. includes a package of 3kg or more; or

12

AIR TRAFFIC CONTROL 5 JUL 02 Eff ? 351
ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11

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

Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Continuous
A IFR only All aircraft Air traffic control service Not applicable Yes
two-way
Continuous
IFR All aircraft Air traffic control service Not applicable Yes
two-way
B
Continuous
VFR All aircraft Air traffic control service Not applicable Yes
two-way
IFR from IFR Continuous
IFR Air traffic control service Not applicable Yes
IFR from VFR two-way
1. Air traffic control ser-
vice for separation
C from IFR; 250 KT IAS below
Continuous
VFR VFR from IFR 2. VFR/VFR traffic infor- 3,050m (10,000 ft) two-way Yes
mation (and traffic AMSL
avoidance advice on
request);
Air traffic control service,
traffic information about 250 KT IAS below
Continuous
IFR IFR from IFR VFR flights (and traffic 3,050m (10,000 ft) Yes
two-way
avoidance advice on AMSL
D request)
IFR/VFR and VFR/VFR
250 KT IAS below
traffic information (and Continuous
VFR Nil 3,050m (10,000 ft) Yes
traffic avoidance advice two-way
AMSL
on request)
© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

352 5 JUL 02Eff ? AIR TRAFFIC CONTROL

Radio com- Subject to
Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Air traffic control service
250 KT IAS below
and, as far as practical, Continuous
IFR IFR from IFR 3,050m (10,000 ft) Yes
traffic information about two-way
AMSL
E VFR flights
250 KT IAS below
Traffic information as far
VFR Nil 3,050m (10,000 ft) No No
as practical
AMSL
IFR from IFR Air traffic advisory ser- 250 KT IAS below
Continuous
IFR as far as vice; flight information 3,050m (10,000 ft) No
two-way
practical service AMSL
F
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
250 KT IAS below
Continuous
IFR Nil Flight information service 3,050m (10,000 ft) No
two-way
AMSL
G
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in
lieu of 10,000 ft.
© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

AIR TRAFFIC MANAGEMENT (DOC 4444)

Extracted from ICAO Document 4444, Fifteenth Edition, PROCEDURES FOR AIR NAVIGATION SERVICES
— AIR TRAFFIC MANAGEMENT, herein known as PANS-ATM.
1 DEFINITIONS mitted, the flight plan should be amended or a new

Refer to ’International Civil Aviation Organization Def- flight plan submitted and the old flight plan cancelled,
initions’ chapter. whichever is applicable.
4.4.2.2 During Flight
4 GENERAL PROVISIONS FOR AIR
4.4.2.2.1 A flight plan to be submitted during
TRAFFIC SERVICES flight should normally be transmitted to the ATS unit
4.4 FLIGHT PLAN in charge of the FIR, control area, advisory area or
advisory route in or on which the aircraft is flying, or
4.4.1 Flight Plan Form in or through which the aircraft wishes to fly or to
NOTE: Procedures for the use of repetitive flight plans the aeronautical telecommunication station serving
are contained in Chapter 16, Section 16.4. the air traffic services unit concerned. When this is
4.1.1.1 A flight plan form based on the model not practicable, it should be transmitted to another
in Appendix 2 should be provided and should be used ATS unit or aeronautical telecommunication station
by operators and air traffic services units for the pur- for retransmission as required to the appropriate air
pose of completing flight plans. traffic services unit.
NOTE: A different form may be provided for use in NOTE: If the flight plan is submitted for the purpose
completing repetitive flight plan listings. of obtaining air traffic control service, the aircraft is
4.4.1.2 The flight plan form should be printed required to wait for an air traffic control clearance prior
and should include an English text in addition to the to proceeding under the conditions requiring compli-
language(s) of the State concerned. ance with air traffic control procedures. If the flight
plan is submitted for the purpose of obtaining air traf-
4.4.1.3 Operators and air traffic services units fic advisory service, the aircraft is required to wait for
should comply with the instructions for completion of acknowledgment of receipt by the unit providing the
a flight plan form and the repetitive flight plan listing service.
form given in Appendix 2.
4.4.3 Acceptance of a Flight Plan
NOTE: The instructions for completing the flight plan
form given in Appendix 2 may be conveniently printed 4.4.3.1 The first ATS unit receiving a flight
on the inside cover of flight plan form pads, or posted plan, or change thereto, shall:
in briefing rooms. a. check it for compliance with the format and data
4.4.1.4 An operator shall, prior to departure: conventions;
a. ensure that, where the flight is intended to oper- b. check it for completeness and, to the extent pos-
ate on a route or in an area where a required sible, for accuracy;
navigation performance (RNP) type is pre- c. take action, if necessary, to make it acceptable
scribed, the aircraft has an appropriate RNP to the air traffic services; and
approval, and that all conditions applying to that d. indicate acceptance of the flight plan or change
approval will be satisfied; thereto, to the originator.
b. ensure that, where operation in reduced ver-
4.5 AIR TRAFFIC CONTROL
tical separation minimum (RVSM) airspace is
planned, the aircraft has the required RVSM CLEARANCES
approval; and 4.5.1 Scope and Purpose
c. ensure that, where the flight is intended to oper- 4.5.1.1 Clearances are issued solely for
ate where an RCP type is prescribed, the aircraft expediting and separating air traffic and are based
has an appropriate RCP approval, and that all on known traffic conditions which affect safety in
conditions applying to that approval will be sat- aircraft operations. Such traffic conditions include
isfied. not only aircraft in the air and on the manoeuvring
4.4.2 Submission of a Flight Plan area over which control is being exercised, but also
any vehicular traffic or other obstructions not perma-
4.4.2.1 Prior to Departure nently installed on the manoeuvring area in use.
4.4.2.1.1 Except when other arrangements 4.5.1.2 If an air traffic control clearance is not
have been made for submission of repetitive flight suitable to the pilot-in-command of an aircraft, the
plans, a flight plan submitted prior to departure should flight crew may request and, if practicable, obtain an
be submitted to the air traffic services reporting office amended clearance.
at the departure aerodrome. If no such unit exists at
the departure aerodrome, the flight plan should be
submitted to the unit serving or designated to serve
the departure aerodrome.
4.4.2.1.2 In the event of a delay of thirty (30)
minutes in excess of the estimated off-block time for
a controlled flight or a delay of one hour for an uncon-
trolled flight for which a flight plan has been sub-
q$z

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-
q$z

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
q$z

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:

5. Condition prompting the issuance of the 5 SEPARATION METHODS AND

special air-report; to be selected from the MINIMA
list a. to k. presented under 4.12.3.1.
5.9 CLEARANCES TO FLY MAINTAINING
4.12.4 Compilation and Transmission of
OWN SEPARATION WHILE IN
Air-Reports by Voice Communications
VISUAL METEOROLOGICAL
4.12.4.1 Forms based on the model AIREP/
CONDITIONS
AIREP SPECIAL form at Appendix 1 shall be pro-
vided for the use of flight crews in compiling the NOTE 1: As indicated in this Section, the provision
reports. The detailed instructions for reporting as of vertical or horizontal separation by an air traffic
given at Appendix 1, shall be complied with. control unit is not applicable in respect of any speci-
fied portion of a flight cleared subject to maintaining
4.12.4.2 The detailed instructions, including the own separation and remaining in visual meteorologi-
formats of messages and the phraseologies given cal conditions. It is for the flight so cleared to ensure,
at Appendix 1, shall be used by flight crews when for the duration of the clearance, that it is not oper-
transmitting air-reports and by air traffic services units ated in such proximity to other flights as to create a
when retransmitting such reports. collision hazard.
NOTE: Increasing use of air-reports in automated NOTE 2: It is axiomatic that a VFR flight must remain
systems makes it essential that the elements of in visual meteorological conditions at all times.
such reports be transmitted in the order and form Accordingly, the issuance of a clearance to a VFR
prescribed. flight to fly subject to maintaining own separation and
4.12.5 Recording of Special Air-Reports remaining in visual meteorological conditions has
of Volcanic Activity no other object than to signify that, for the duration
of the clearance, the provision of separation by air
Special air-reports containing observations of vol-
traffic control is not entailed.
canic activity shall be recorded on the special air-
report of volcanic activity form. Forms based on the When so requested by an aircraft and provided it is
model form for special air-reports of volcanic activity agreed by the pilot of the other aircraft and so autho-
at Appendix 1 shall be provided for flight crews oper- rized by the appropriate ATS authority, an ATC unit
ating on routes which could be affected by volcanic may clear a controlled flight, including departing and
ash clouds. arriving flights, operating in airspace Classes D and E
in visual meteorological conditions during the hours of
NOTE: The recording and reporting instructions may
daylight to fly subject to maintaining own separation to
conveniently be printed on the back of the special
one other aircraft and remaining in visual meteorolog-
air-report of volcanic activity form.
ical conditions. When a controlled flight is so cleared,
4.15 DATA LINK COMMUNICATIONS the following shall apply:
INITIATION PROCEDURES a. the clearance shall be for a specified portion of
the flight at or above 3050m (10,000 ft), during
4.15.1 General
climb or descent and subject to further restric-
4.15.1.1 Before entering an airspace where tions as and when prescribed on the basis of
data link applications are required by the ATS unit, regional air navigation agreements;
data link communications shall be initiated between
b. if there is a possibility that flight under visual
the aircraft and the ATS unit in order to register the
meteorological conditions may become imprac-
aircraft and, when necessary, allow the start of a data
ticable, an IFR flight shall be provided with alter-
link application. This shall be initiated by the aircraft,
native instructions to be complied with in the
either automatically or by the pilot, or by the ATS unit
event that flight in visual meteorological condi-
on address forwarding.
tions (VMC) cannot be maintained for the term
4.15.2 Aircraft Initiation of the clearance;
Whenever the pilot or the aircraft initiates data link c. the pilot of an IFR flight, on observing that con-
communication procedures, an initiation message ditions are deteriorating and considering that
shall be sent. Except when the initiation message is operation in VMC will become impossible, shall
corrupted, it shall not be rejected by the ATS unit. inform ATC before entering instrument mete-
orological conditions (IMC) and shall proceed
4.15.4 Failure
in accordance with the alternative instructions
In the case of an initiation failure, the originator of the given.
data link initiation process shall be informed.
NOTE: See also 5.10.1.2.
5.10 ESSENTIAL TRAFFIC INFORMATION
5.10.1 General
5.10.1.1 Essential traffic is that controlled traffic
to which the provision of separation by ATC is appli-
cable, but which, in relation to a particular controlled
flight is not, or will not be, separated from other con-
trolled traffic by the appropriate separation minimum.
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5.10.1.2 Essential traffic information shall be 6.3.3 Departure Sequence

given to controlled flights concerned whenever they 6.3.3.1 Departing aircraft may be expedited by
constitute essential traffic to each other. suggesting a take-off direction which is not into the
NOTE: This information will inevitably relate to con- wind. It is the responsibility of the pilot-in-command of
trolled flights cleared subject to maintaining own sep- an aircraft to decide between making such a take-off
aration and remaining in visual meteorological condi- or waiting for normal take-off in a preferred direction.
tions and also whenever the intended separation min-
imum has been infringed. 6.5 PROCEDURES FOR ARRIVING
AIRCRAFT
5.10.2 Information to Be Provided
6.5.2 Standard Clearances for Arriving
Essential traffic information shall include:
Aircraft
a. direction of flight of aircraft concerned;
6.5.2.3 Contents
b. type and wake turbulence category (if relevant)
of aircraft concerned; Standard clearances for arriving aircraft shall contain
the following items:
c. cruising level of aircraft concerned; and
a. aircraft identification;
1. estimated time over the reporting point
nearest to where the level will be crossed; b. designator of the assigned STAR;
or c. runway-in-use, except when part of the STAR
2. relative bearing of the aircraft concerned description;
in terms of the 12-hour clock as well as d. initial level, except when this element is included
distance from the conflicting traffic; or in the STAR description; and
3. actual or estimated position of the aircraft e. any other necessary instructions or information
concerned. not contained in the STAR description, e.g.
change of communications.
6 SEPARATION IN THE VICINITY
6.5.2.4 Descent Below Levels Specified
OF AERODROMES in a STAR
6.3 PROCEDURES FOR DEPARTING When an arriving aircraft on a STAR is cleared to
AIRCRAFT descend to a level lower than the level or the level(s)
specified in a STAR, the aircraft shall follow the pub-
6.3.2 Standard Clearances for Departing
lished vertical profile of a STAR, unless such restric-
Aircraft
tions are explicitly cancelled by ATC. Published min-
6.3.2.1 General imum levels based on terrain clearance shall always
The appropriate ATS authority should, wherever pos- be applied.
sible, establish standardized procedures for transfer 6.5.3 Visual Approach
of control between the ATC units concerned, and
6.5.3.1 Subject to the conditions in 6.5.3.3,
standard clearances for departing aircraft.
clearance for an IFR flight to execute a visual
6.3.2.3 Contents approach may be requested by a flight crew or
Standard clearances for departing aircraft shall con- initiated by the controller. In the latter case, the
tain the following items: concurrence of the flight crew shall be required.
a. aircraft identification; 6.5.3.3 An IFR flight may be cleared to exe-
b. clearance limit, normally destination aerodrome; cute a visual approach provided that the pilot can
maintain visual reference to the terrain and;
c. designator of the assigned SID, if applicable;
a. the reported ceiling is at or above the level of the
d. initial level, except when this element is included
beginning of the initial approach segment for the
in the SID description;
aircraft so cleared; or
e. allocated SSR code;
b. the pilot reports at the level of the beginning of
f. any other necessary instructions or informa- the initial approach segment or at any time dur-
tion not contained in the SID description, e.g. ing the instrument approach procedure that the
instructions relating to change of frequency. meteorological conditions are such that with rea-
6.3.2.4 Climb Clearance Above Levels sonable assurance a visual approach and land-
Specified in a SID ing can be completed.
When a departing aircraft on a SID is cleared to climb 6.5.3.4 Separation shall be provided between
to a level higher than the initially cleared level or the an aircraft cleared to execute a visual approach and
level(s) specified in a SID, the aircraft shall follow the other arriving and departing aircraft.
published vertical profile of a SID, unless such restric-
tions are explicitly cancelled by ATC.

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 airway-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.
q$z

Figure 7-1. Designated Positions of Aircraft From an Aerodrome Control Tower Viewpoint (see 7.6.2)
1220022025000
Figure 7-2. Method of Holding Aircraft (see 7.6.3.1.3.2)
1220022025000
7.7 CONTROL OF TRAFFIC IN THE 8 ATS SURVEILLANCE SERVICES

TRAFFIC CIRCUIT
8.3 COMMUNICATIONS
7.7.3 Priority for Landing 8.3.2 Direct pilot-controller communications
7.7.3.2 In cases of emergency it may be nec- shall be established prior to the provision of ATS
essary, in the interests of safety, for an aircraft to enter surveillance services, unless special circumstances,
a traffic circuit and effect a landing without proper such as emergencies, dictate otherwise.
authorization. Controllers should recognize the possi-
bilities of emergency action and render all assistance 8.5 USE OF SSR TRANSPONDERS AND
possible. ADS-B TRANSMITTERS
8.5.1 To ensure the safe and efficient use of
7.7.3.3 Priority shall be given to:
SSR and ADS-B, pilots and controllers shall strictly
a. an aircraft which anticipates being compelled to adhere to published operating procedures and stan-
land because of factors affecting the safe oper- dard radiotelephony phraseology shall be used. The
ation of the aircraft (engine failure, shortage of correct setting of transponder codes and/or aircraft
fuel, etc.); identification shall be ensured at all times.
b. hospital aircraft or aircraft carrying any sick or
8.5.2 SSR Code Management
seriously injured persons requiring urgent med-
ical attention; 8.5.2.1 Codes 7700, 7600 and 7500 shall be
reserved internationally for use by pilots encountering
c. aircraft engaged in search and rescue opera-
a state of emergency, radio communication failure or
tions; and
unlawful interference, respectively.
d. other aircraft as may be determined by the
appropriate authority.
q$z

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.
q$z

12.2.3 Section 12.3 includes phrases for use by a. identification;

pilots, ATS personnel and other ground personnel. b. the condition;
12.2.4 During operations in or vertical tran- c. the clearance; and.
sit through reduced vertical separation minimum d. brief reiteration of the condition,
(RVSM) airspace with aircraft not approved for
For Example: “SAS 941, BEHIND DC9 ON SHORT
RVSM operations, pilots shall report non-approved
FINAL, LINE UP BEHIND”.
status in accordance with 12.3.1.12 c) as follows:
NOTE: This implies the need for the aircraft receiv-
a. at initial call on any channel within RVSM
ing the conditional clearance to identify the aircraft or
airspace;
vehicle causing the conditional clearance.
b. in all requests for level changes; and
12.2.8 The phraseology in Section 12.3 does not
c. in all read-backs of level clearances. include phrases and regular radiotelephony proce-
12.2.5 Air traffic controllers shall explicitly dure words contained in Annex 10, Volume II.
acknowledge receipt of messages from aircraft
12.2.9 Words in parentheses indicate that spe-
reporting RVSM non-approved status.
cific information, such as a level, a place or a time,
12.2.6 Phraseologies for the movement of vehi- etc., must be inserted to complete the phrase, or
cles, other than tow-tractors, on the manoeuvring alternatively that optional phrases may be used.
area shall be the same as those used for the move- Words in square parentheses indicate optional addi-
ment of aircraft, with the exception of taxi instructions, tional words or information that may be necessary in
in which case the word “PROCEED” shall be substi- specific instances.
tuted for the word “TAXI” when communicating with
12.2.10 Examples of the application of the phrase-
vehicles.
ologies may be found in the Manual of Radiotele-
12.2.7 Conditional phrases, such as “behind phony (Doc 9432).
landing aircraft” or “after departing aircraft”, shall
not be used for movements affecting the active 12.3 ATC PHRASEOLOGIES
runway(s), except when the aircraft or vehicles con- 12.3.1 General
cerned are seen by the appropriate controller and
pilot. The aircraft or vehicle causing the condition in
the clearance issued shall be the first aircraft/vehicle
to pass in front of the other aircraft concerned. In all
cases a conditional clearance shall be given in the
following order and consist of:
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.1.1 Description of Levels a. FLIGHT LEVEL (number); or
(subsequently referred to
b. (number) METRES; or
as “(level)”)
c. (number) FEET.
12.3.1.2 Level Changes, Reports and
Rates
. . . instruction that a climb a. CLIMB (or DESCEND); followed as necessary by:
(or descent) to a level within
1. TO (level);
the vertical range defined
is to commence 2. TO AND MAINTAIN BLOCK (level) TO (level);
- 3. TO REACH (level) AT (or BY) (time or significant
point);
-
4. REPORT LEAVING (or REACHING, or
-
PASSING) (level);
-
5. AT (number) METRES PER SECOND (or FEET
- PER MINUTE) [OR GREATER (or OR LESS)];
. . . for SST aircraft only 6. REPORT STARTING ACCELERATION (or
DECELERATION).
q$z


b. MAINTAIN AT LEAST (number) METRES (or FEET)
ABOVE (or BELOW) (aircraft call sign);
c. REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE)
CHANGE FROM (name of unit) [AT (time or significant
point)];
d. STOP CLIMB (or DESCENT) AT (level);
e. CONTINUE CLIMB (or DESCENT) TO (level);
f. EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING
(level)];
g. WHEN READY CLIMB (or DESCEND) TO (level);
h. EXPECT CLIMB (or DESCENT) AT (time or
significant point);
i. REQUEST DESCENT AT (time);
. . . to require action at a j. IMMEDIATELY;
specific time or place
k. AFTER PASSING (significant point);
l. AT (time or significant point);
. . . to require action when m. WHEN READY (instruction);
convenient
. . . to require an aircraft to n. MAINTAIN OWN SEPARATION AND VMC [FROM
climb or descend maintaining (level)] [TO (level)];
own separation and VMC
o. MAINTAIN OWN SEPARATION AND VMC ABOVE
(or BELOW, or TO) (level);
. . . when there is doubt that p. IF UNABLE (alternative instructions) AND ADVISE;
an aircraft can comply with a
clearance or instruction
. . . when a pilot is unable q. UNABLE;
to comply with a clearance
or instruction
. . . after a flight crew starts to r. TCAS RA
deviate from any ATC clearance
s. ROGER;
or instruction to comply with an
ACAS resolution advisory (pilot
and controller interchange)
. . . after the response to an t. CLEAR OF CONFLICT, RETURNING TO(assigned
ACAS RA is completed and a clearance);
return to the ATC clearance or
u. ROGER (or alternative instructions);
instruction is initiated (pilot and
controller interchange)
. . . after the response to v. CLEAR OF CONFLICT(assigned clearance),
an ACAS RA is completed RESUMED;
and the assigned ATC
w. ROGER (or alternative instructions);
clearance or instruction
has been resumed (Pilot and
controller interchange)
. . . after an ATC clearance x. UNABLE, TCAS RA;
or instruction contradictory to
y. ROGER;
the ACAS RA is received, the
flight crew will follow the RA
and inform ATC directly (Pilot
and controller interchange)
. . . clearance to cancel level z. CLIMB TO (level) [LEVEL RESTRICTION(S)
restriction(s) of the vertical (SID designator) CANCELLED (or) LEVEL
profile of a SID during climb RESTRICTION(S) (SID designator) AT (point)
CANCELLED];
. . . clearance to cancel aa. DESCEND TO (level) [LEVEL RESTRICTION(S)
level restriction(s) of the vertical (STAR designator) CANCELLED (or) LEVEL
profile of a STAR during descent RESTRICTION(S) (STAR designator) AT (point)
CANCELLED].
q$z


12.3.1.3 Transfer of Control and/or a. CONTACT (unit call sign) (frequency) [NOW];
Frequency Change
b. AT (or OVER) (time or place) [or WHEN]
[PASSING/LEAVING/REACHING (level)] CONTACT
(unit call sign) (frequency);
c. IF NO CONTACT (instructions);
NOTE: An aircraft may be d. STAND-BY FOR (unit call sign) (frequency);
requested to “STAND BY” on a e. REQUEST CHANGE TO (frequency);
frequency when it is intended
f. FREQUENCY CHANGE APPROVED;
that the ATS unit will initiate
communications soon and to g. MONITOR (unit call sign) (frequency);
“MONITOR” a frequency when h. MONITORING (frequency);
information is being broadcast i. WHEN READY CONTACT (unit call sign) (frequency);
thereon.
j. REMAIN THIS FREQUENCY.
12.3.1.4 8.33 kHz Channel Spacing
NOTE: In this paragraph, the
term “point” is used only in the
context of naming the 8.33 kHz
channel spacing concept and
does not constitute any change
to existing ICAO provisions or
phraseology regarding the use
of the term “decimal.”
. . . to request confirmation a. CONFIRM EIGHT POINT THREE THREE;
of 8.33 kHz capability
. . . to indicate 8.33 kHz b. AFFIRM EIGHT POINT THREE THREE;
capability
. . . to indicate lack of 8.33 c. NEGATIVE EIGHT POINT THREE THREE;
kHz capability
. . . to request UHF capability d. CONFIRM UHF;
. . . to indicate UHF capability e. AFFIRM UHF;
. . . to indicate lack of UHF f. NEGATIVE UHF;
capability
. . . to request status in respect g. CONFIRM EIGHT POINT THREE THREE
of 8.33 kHz exemption EXEMPTED;
. . . to indicate 8.33 kHz h. AFFIRM EIGHT POINT THREE THREE EXEMPTED;
exempted status
. . . to indicate 8.33 kHz i. NEGATIVE EIGHT POINT THREE THREE
non-exempted status EXEMPTED.
. . . to indicate that a certain j. DUE EIGHT POINT THREE THREE REQUIREMENT.
clearance is given because
otherwise a non-equipped
and/or non-exempted aircraft
would enter airspace of
mandatory carriage
12.3.1.5 Change of Call Sign
. . . to instruct an aircraft to a. CHANGE YOUR CALL SIGN TO (new call sign)
change its type of call sign [UNTIL FURTHER ADVISED];
. . . to advise an aircraft to b. REVERT TO FLIGHT PLAN CALL SIGN (call sign)
revert to the call sign indicated [AT (significant point)].
in the flight plan
12.3.1.6 Traffic Information
. . . to pass traffic information a. TRAFFIC (information);
b. NO REPORTED TRAFFIC;


. . . to acknowledge traffic c. LOOKING OUT;
information
d. TRAFFIC IN SIGHT;
e. NEGATIVE CONTACT [reasons];
f.[ADDITIONAL] TRAFFIC (direction) BOUND (type of
aircraft) (level) ESTIMATED (or OVER) (significant
point) AT (time);
g. TRAFFIC IS (classification) UNMANNED FREE
BALLOON(S) WAS [or ESTIMATED] OVER
(place) AT (time) REPORTED (level(s)) [or LEVEL
UNKNOWN] MOVING (direction) (other pertinent
information, if any).
12.3.1.7 Meteorological Conditions a. [SURFACE] WIND (number) DEGREES (speed)
(units);
b. WIND AT (level) (number) DEGREES (number)
KILOMETRES PER HOUR (or KNOTS);
NOTE: Wind is always expressed by giving the mean
direction and speed and any significant variations
thereof.
c. VISIBILITY (distance) (units) [direction];
d. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (distance) (units);
e. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] NOT AVAILABLE (or NOT REPORTED);
. . . for multiple RVR f. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
observations (number)] (first position) (distance) (units), (second
position) (distance) (units), (third position) (distance)
(units);
NOTE 1: Multiple RVR observations are always
representative of the touchdown zone, midpoint zone
and the roll-out / stop end zone respectively.
NOTE 2: Where reports for three locations are given,
the indication of these locations may be omitted,
provided that the reports are passed in the order of
touchdown zone, followed by the midpoint zone and
ending with the roll-out/stop end zone report.
. . . in the event that RVR g. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
information on any one (number)] (first position) (distance) (units), (second
position is not available this position) NOT AVAILABLE, (third position) (distance)
information will be included in (units);
the appropriate sequence
h. PRESENT WEATHER (details);
i. CLOUD (amount, [(type)] and height of base) (units)
(or SKY CLEAR);
NOTE: Details of the means to describe the amount
and type of cloud are in Chapter 11, 11.4.3.2.3.
j. CAVOK;
NOTE: CAVOK pronounced CAV-O-KAY.
k. TEMPERATURE [MINUS] (number) (and/or
DEW-POINT [MINUS] (number));
l. QNH (number) [(units)];
m. QFE (number) [(units)];
n. (aircraft type) REPORTED (description) ICING (or
TURBULENCE) [IN CLOUD] (area) (time);
o. REPORT FLIGHT CONDITIONS.
12.3.1.8 Position Reporting a. NEXT REPORT AT (significant point);


. . . to omit position reports b. OMIT POSITION REPORTS [UNTIL (specify)];
until a specified position
c. RESUME POSITION REPORTING.
12.3.1.9 Additional Reports a. REPORT PASSING (significant point);
. . . to request a report at a b. REPORT (distance) MILES (GNSS or DME) FROM
specified place or distance (name of DME station) (or significant point);
. . . to report at a specified c. (distance) MILES (GNSS or DME) FROM (name of
place or distance DME station) (or significant point);
d. REPORT PASSING (three digits) RADIAL (name of
VOR) VOR;
. . . to request a report of e. REPORT (GNSS or DME) DISTANCE FROM
present position (significant point) or (name of DME station);
. . . to report present position f. (distance) MILES (GNSS or DME) FROM (name of
DME station) (or significant point).
12.3.1.10 Aerodrome Information a. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) (condition);
b. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) NOT CURRENT;
c. LANDING SURFACE (condition);
d. CAUTION CONSTRUCTION WORK (location);
e. CAUTION (specify reasons) RIGHT (or LEFT), (or
BOTH SIDES) OF RUNWAY [number];
f. CAUTION WORK IN PROGRESS (or
OBSTRUCTION) (position and any necessary
advice);
g. RUNWAY REPORT AT (observation time) RUNWAY
(number) (type of precipitant) UP TO (depth of
deposit) MILLIMETERS. BRAKING ACTION GOOD
(or MEDIUM TO GOOD, or MEDIUM, or MEDIUM TO
POOR, or POOR or UNRELIABLE) [and/or BRAKING
COEFFICIENT (equipment and number)];
h. BRAKING ACTION REPORTED BY (aircraft type) AT
(time) GOOD (or MEDIUM, or POOR);
i. BRAKING ACTION [(location)] (measuring equipment
used), RUNWAY (number), TEMPERATURE [MINUS}
(number), WAS (reading) AT (time);
j. RUNWAY (or TAXIWAY) (number) WET [or DAMP,
WATER PATCHES, FLOODED (depth), or SNOW
REMOVED (length and width as applicable), or
TREATED, or COVERED WITH PATCHES OF
DRY SNOW (or WET SNOW, or COMPACTED
SNOW, or SLUSH, or FROZEN SLUSH, or ICE,
or ICE UNDERNEATH, or ICE AND SNOW, or
SNOWDRIFTS or FROZEN RUTS AND RIDGES)];
k. TOWER OBSERVES (weather information);
l. PILOT REPORTS (weather information);
12.3.1.11 Operational Status of Visual a. (specify visual or non-visual aid) RUNWAY (number)
and Non-Visual Aids (description of deficiency);
b. (type) LIGHTING (unserviceability)
c. GBAS/SBAS/MLS/ILS CATEGORY (category)
(serviceability state);
d. TAXIWAY LIGHTING (description of deficiency);
e. (type of visual approach slope indicator) RUNWAY
(number) (description of deficiency);
12.3.1.12 Reduced Vertical Separation
Minimum (RVSM) Operations


. . . to ascertain RVSM approval a. CONFIRM RVSM APPROVED;
status of an aircraft
. . . to report RVSM approved b. AFFIRM RVSM;
status
. . . to report RVSM c. NEGATIVE RVSM [(supplementary information, e.g.
non-approved status followed State Aircraft)];
by supplementary information
NOTE: See 12.2.4 and 12.2.5
for procedures relating to
operations in RVSM airspace
by aircraft with non-approved
status.
. . . to deny ATC clearance d. UNABLE ISSUE CLEARANCE INTO RVSM
into RVSM airspace AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB
TO] (level);
. . . to report when severe e. UNABLE RVSM DUE TURBULENCE;
turbulence affects the capability
of an aircraft to maintain
height-keeping requirements
for RVSM
. . . to report that the equipment f. UNABLE RVSM DUE EQUIPMENT;
of an aircraft has degraded
below minimum aviation system
performance standards
. . . to request an aircraft g. REPORT WHEN ABLE TO RESUME RVSM;
to provide information as
soon as RVSM-approved
status has been regained or
the pilot is ready to resume
RVSM operations
. . . to request confirmation h. CONFIRM ABLE TO RESUME RVSM;
that an aircraft has regained
RVSM-approved status or
a pilot is ready to resume
RVSM operations
. . . to report ability to resume i. READY TO RESUME RVSM.
RVSM operations after an
equipment or weather-related
contingency
12.3.1.13 GNSS Service Status a. GNSS REPORTED UNRELIABLE (or GNSS MAY
NOT BE AVAILABLE [DUE TO INTERFERENCE]);
1. IN THE VICINITY OF (location) (radius)
[BETWEEN (levels)]; or
2. IN THE AREA OF (description) (or IN (name)
FIR) [BETWEEN (levels)];
b. BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE
FOR (specify operation) [FROM (time) TO (time) (or
UNTIL FURTHER NOTICE)];
c. BASIC GNSS UNAVAILABLE [DUE TO (reason
e.g.LOSS OF RAIMor RAIM ALERT)];
d. GBAS (orSBAS) UNAVAILABLE.
12.3.1.14 Degradation of Aircraft UNABLE RNP (specify type) (or RNAV) [DUE TO (reason
Navigation Performance e.g. LOSS OF RAIM or RAIM ALERT)].

12.3.2 Area Control Services

12.3.2.1 Issuance of a Clearance a. (name of unit) CLEARS (aircraft call sign);
b. (aircraft call sign) CLEARED TO;
c. RECLEARED (amended clearance details) [REST
OF CLEARANCE UNCHANGED];
d. RECLEARED (amended route portion) TO (significant
point of original route) [REST OF CLEARANCE
UNCHANGED];
e. ENTER CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) [AT
(time)];
f. LEAVE CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) (or
CLIMBING, or DESCENDING);
g. JOIN (specify) AT (significant point) AT (level) [AT
(time)].
12.3.2.2 Indication of Route and Clearance a. FROM (location) TO (location);
Limit
b. TO (location), followed as necessary by:
1. DIRECT;
2. VIA (route and/or significant points);
3. VIA FLIGHT PLANNED ROUTE;
NOTE: Conditions associated with the use of
this phrase are in Chapter 4, 4.5.7.2.
4. VIA (distance) DME ARC (direction) OF (name
of DME station);
c. (route) NOT AVAILABLE DUE (reason)
ALTERNATIVE[S] IS/ARE (routes) ADVISE.
12.3.2.3 Maintenance of Specified Levels a. MAINTAIN (level) [TO (significant point)];
b. MAINTAIN (level) UNTIL PASSING (significant point);
c. MAINTAIN (level) UNTIL (minutes) AFTER PASSING
(significant point);
d. MAINTAIN (level) UNTIL (time);
e. MAINTAIN (level) UNTIL ADVISED BY (name of unit);
f. MAINTAIN (level) UNTIL FURTHER ADVISED;
g. MAINTAIN (level) WHILE IN CONTROLLED
AIRSPACE;
h. MAINTAIN BLOCK (level) TO (level).
NOTE: The term “MAINTAIN” is not to be used in
lieu of “DESCEND” or “CLIMB” when instructing an
aircraft to change level.
12.3.2.4 Specification of Cruising Levels a. CROSS (significant point) AT (or ABOVE, or BELOW)
(level);
b. CROSS (significant point) AT (time) OR LATER (or
BEFORE) AT (level);
c. CRUISE CLIMB BETWEEN (levels) (or ABOVE)
(level);
d. CROSS (distance) MILES, (GNSS or
DME)[(direction)] OF (name of DME station)
(or (distance) [(direction)] OF (significant point) AT (or
ABOVE or BELOW) (level).


12.3.2.5 Emergency Descent a. EMERGENCY DESCENT (intentions);
b. ATTENTION ALL AIRCRAFT IN THE VICINITY OF
[or AT] (significant point or location) EMERGENCY
DESCENT IN PROGRESS FROM (level) (followed as
necessary by specific instructions, clearances, traffic
information, etc.).
12.3.2.6 If Clearance Cannot be Issued EXPECT CLEARANCE (or type of clearance) AT (time).
Immediately upon Request
12.3.2.7 When Clearance for Deviation UNABLE, TRAFFIC (direction) BOUND (type of aircraft)
Cannot be Issued (level) ESTIMATED (or OVER) (significant point) AT (time)
CALL SIGN (call sign) ADVISE INTENTIONS.
12.3.2.8 Separation Instructions a. CROSS (significant point) AT (time) [OR LATER (or
OR BEFORE)];
b. ADVISE IF ABLE TO CROSS (significant point) AT
(time);
c. MAINTAIN MACH (number) [OR GREATER (or OR
LESS)] [UNTIL (significant point)];
d. DO NOT EXCEED MACH (number).
12.3.2.9 Instructions Associated with a. ADVISE IF ABLE TO PROCEED PARALLEL
Flying a Track (Offset), Parallel to OFFSET;
the Cleared Route
b. PROCEED OFFSET (distance) RIGHT/LEFT OF
(route) (track) [CENTRE LINE] [AT (significant point
or time)] [UNTIL (significant point or time)];
c. CANCEL OFFSET (instructions to rejoin cleared flight
route or other information).

12.3.3 Approach Control Services

12.3.3.1 Departure Instructions a. [AFTER DEPARTURE] TURN RIGHT (or LEFT)
HEADING (three digits) (or CONTINUE RUNWAY
HEADING) (or TRACK EXTENDED CENTRE LINE)
TO (level or significant point) [(other instructions as
required)];
b. AFTER REACHING (or PASSING) (level or significant
point) (instructions);
c. TURN RIGHT (or LEFT) HEADING (three digits) TO
(level) [TO INTERCEPT (track, route, airway, etc.)];
d. (standard departure name and number)
DEPARTURE;
e. TRACK (three digits) DEGREES [MAGNETIC (or
TRUE)] TO (or FROM) (significant point) UNTIL
(time, or REACHING (fix or significant point or level))
[BEFORE PROCEEDING ON COURSE];
f. CLEARED VIA (designation).
12.3.3.2 Approach Instructions a. CLEARED (or PROCEED) VIA (designation);
b. CLEARED TO (clearance limit) VIA (designation);
c. CLEARED (or PROCEED) VIA (details of route to
be followed);
d. CLEARED (type of approach) APPROACH [RUNWAY
(number)];
e. CLEARED (type of approach) RUNWAY (number)
FOLLOWED BY CIRCLING TO RUNWAY (number);
f. CLEARED APPROACH [RUNWAY (number)];
g. COMMENCE APPROACH AT (time);
h. REQUEST STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
i. CLEARED STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
j. REPORT VISUAL:
k. REPORT RUNWAY [LIGHTS] IN SIGHT;
. . . when a pilot requests a l. REQUEST VISUAL APPROACH;
visual approach
m. CLEARED VISUAL APPROACH RUNWAY (number);
. . . to request if a pilot is able to n. ADVISE ABLE TO ACCEPT VISUAL APPROACH
accept a visual approach RUNWAY (number);
NOTE: See 6.5.3 for provisions
relating to visual approach
procedures.
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. . . in case of successive visual o. CLEARED VISUAL APPROACH RUNWAY (number),
approaches when the pilot of a MAINTAIN OWN SEPARATION FROM PRECEDING
succeeding aircraft has reported (aircraft type and wake turbulence category as
having the preceding aircraft in sight appropriate) [CAUTION WAKE TURBULENCE];
p. REPORT (significant point); [OUTBOUND, or
INBOUND];
q. REPORT COMMENCING PROCEDURE TURN;
r. REQUEST VMC DESCENT;
s. MAINTAIN OWN SEPARATION;
t. MAINTAIN VMC;
u. ARE YOU FAMILIAR WITH (name) APPROACH
PROCEDURE;
v. REQUEST (type of approach) APPROACH
[RUNWAY (number)];
w. REQUEST (MLS/RNAV plain-language
designator);
x. CLEARED (MLS/RNAV plain-language designator).
12.3.3.3 Holding Clearances
. . . visual a. HOLD VISUAL [OVER] (position), (or BETWEEN (two
prominent landmarks));
. . . published holding procedures b. CLEARED (or PROCEED) TO (significant point,
over a facility or fix name of facility or fix) [MAINTAIN (or CLIMB or
DESCEND TO) (level) HOLD [(direction)] AS
PUBLISHED EXPECT APPROACH CLEARANCE (or
FURTHER CLEARANCE) AT (time);
c. REQUEST HOLDING INSTRUCTIONS;
. . . when a detailed holding d. CLEARED (or PROCEED) TO (significant point,
clearance is required name of facility or fix) [(MAINTAIN (or CLIMB
or DESCEND TO) (level)] HOLD [(direction)]
[(specified) RADIAL, COURSE, INBOUND TRACK
(three digits) DEGREES] [RIGHT (or LEFT) HAND
PATTERN] [OUTBOUND TIME (number) MINUTES]
EXPECT APPROACH CLEARANCE (or FURTHER
CLEARANCE) AT (time) (additional instructions, if
necessary);
e. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)] HOLD [(direction)]
[RIGHT (or LEFT) HAND PATTERN] [OUTBOUND
TIME (number) MINUTES] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
f. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN
(or CLIMB or DESCEND TO) (level)] HOLD
BETWEEN (distance) AND (distance) DME [RIGHT
(or LEFT) HAND PATTERN] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
12.3.3.4 Expected Approach Time a. NO DELAY EXPECTED;
b. EXPECTED APPROACH TIME (time);
c. REVISED EXPECTED APPROACH TIME (time);
d. DELAY NOT DETERMINED (reasons).

12.3.4 Phraseologies for use on and in the

Vicinity of the Aerodrome

12.3.4.1 Identification of Aircraft SHOW LANDING LIGHT.
12.3.4.2 Acknowledgment by Visual a. ACKNOWLEDGE BY MOVING AILERONS (or
Means RUDDER);
b. ACKNOWLEDGE BY ROCKING WINGS;
c. ACKNOWLEDGE BY FLASHING LANDING LIGHTS.
12.3.4.3 Starting Procedures
. . . to request permission to a. [aircraft location] REQUEST START UP;
start engines
b. [aircraft location] REQUEST START UP,
INFORMATION (ATIS identification);
. . . ATC replies c. START UP APPROVED;
d. START UP AT (time);
e. EXPECT START UP AT (time);
f. START UP AT OWN DISCRETION;
g. EXPECT DEPARTURE (time) START UP AT OWN
DISCRETION.
12.3.4.4 Push Back Procedures
NOTE: When local procedures so
prescribe, authorization for push
back should be obtained from the
control tower.
. . . aircraft/ATC a. [aircraft location] REQUEST PUSHBACK;
b. PUSHBACK APPROVED;
c. STANDBY;
d. PUSHBACK AT OWN DISCRETION;
e. EXPECT (number) MINUTES DELAY DUE (reason);
12.3.4.5 Towing Procedures a. * REQUEST TOW [company name] (aircraft type)
FROM (location) TO (location);
. . . ATC response b. TOW APPROVED VIA (specific routing to be
followed);
c. HOLD POSITION;
d. STANDBY.
* Denotes Transmission from Aircraft/Tow Vehicle
Combination
12.3.4.6 To Request Time Check and/or a. REQUEST TIME CHECK;
Aerodrome Data for Departure
b. TIME (time)
. . . when no ATIS broadcast c. REQUEST DEPARTURE INFORMATION;
is available
d. RUNWAY (number), WIND (direction and
speed) (units), QNH (or QFE) (number) [(units)]
TEMPERATURE [MINUS] (number), [VISIBILITY
(distance) (units) (or RUNWAY VISUAL RANGE (or
RVR) (distance) (units))] [(TIME (time)].
NOTE: If multiple visibility and RVR observations are
available, those that represent the roll-out/stop end
zone should be used for take-off.
12.3.4.7 Taxi Procedures


. . . for departure a. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] REQUEST TAXI
(intentions);
b. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] (flight rules) TO
(aerodrome of destination) REQUEST TAXI
(intentions);
c. TAXI TO HOLDING POINT [number] [RUNWAY
(number)] [HOLD SHORT OF RUNWAY (number) (or
CROSS RUNWAY (number))] [TIME (time)];
. . . where detailed taxi instructions d. [aircraft type] [wake turbulence category
are required if “heavy”] REQUEST DETAILED TAXI
INSTRUCTIONS;
e. TAXI TO HOLDING POINT [(number)] [RUNWAY
(number)] VIA (specific route to be followed) [TIME
(time)] [HOLD SHORT OF RUNWAY (number)] (or
CROSS RUNWAY (number))];
. . . where aerodrome information f. TAXI TO HOLDING POINT [(number)] (followed
is not available from an alternative by aerodrome information as applicable) [TIME
source such as ATIS (minutes)];
g. TAKE (or TURN) FIRST (or SECOND) LEFT (or
RIGHT);
h. TAXI VIA (identification of taxiway);
i. TAXI VIA RUNWAY (number);
j. TAXI TO TERMINAL (or other location, e.g.
GENERAL AVIATION AREA) [STAND (number)];
. . . for helicopter operations k. REQUEST AIR-TAXIING FROM (or VIA) TO
(location or routing as appropriate);
l. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.)];
m. AIR-TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel);
. . . after landing n. REQUEST BACKTRACK;
o. BACKTRACK APPROVED;
p. BACKTRACK RUNWAY (number);
. . . general q. [aircraft location] REQUEST TAXI TO (destination
on aerodrome);
r. TAXI STRAIGHT AHEAD;
s. TAXI WITH CAUTION;
t. GIVE WAY TO (description and position of other
aircraft);
u. GIVING WAY TO (traffic);
v. TRAFFIC (or type of aircraft) IN SIGHT;
w. TAXI INTO HOLDING BAY;
x. FOLLOW (description of other aircraft or vehicle);
y. VACATE RUNWAY;
z. RUNWAY VACATED;
aa. EXPEDITE TAXI [reason];
bb. EXPEDITING;
cc. [CAUTION] TAXI SLOWER [reason];
dd. SLOWING DOWN.


12.3.4.8 Holding a. *HOLD (direction) OF (position, runway number, etc.);
b. *HOLD POSITION;
c. *HOLD (distance) FROM (position);
. . . to hold not closer to a d. *HOLD SHORT OF (position);
runway than specified in Chapter
e. **HOLDING
7, 7.6.3.1.3.1.
f. **HOLDING SHORT.
* Requires specific acknowledgment from the pilot.
** The procedure words ROGER and WILCO are
insufficient acknowledgment of the instructions HOLD,
HOLD POSITION and HOLD SHORT OF (position). In
each case the acknowledgment shall be by the phraseology
HOLDING or HOLDING SHORT, as appropriate.
12.3.4.9 To Cross a Runway a. REQUEST CROSS RUNWAY (number);
NOTE: If the control tower is unable to see the
crossing aircraft (e.g., night, low visibility, etc.), the
instruction should always be accompanied by a
request to report when the aircraft has vacated the
runway.
b. CROSS RUNWAY (number) [REPORT VACATED];
c. EXPEDITE CROSSING RUNWAY (number)
TRAFFIC (aircraft type) (distance) KILOMETERS (or
MILES) FINAL;
d. TAXI TO HOLDING POSITION [number] [RUNWAY
(number)] VIA (specific route to be followed),
[HOLD SHORT OF RUNWAY (number)] or [CROSS
RUNWAY (number)];
NOTE: The pilot will, when e. RUNWAY VACATED.
requested, report “RUNWAY
VACATED” when the entire
aircraft is beyond the relevant
runway-holding position.
12.3.4.10 Preparation for Take-Off a. UNABLE TO ISSUE (designator) DEPARTURE
(reasons);
b. REPORT WHEN READY [FOR DEPARTURE];
c. ARE YOU READY [FOR DEPARTURE]?;
d. ARE YOU READY FOR IMMEDIATE DEPARTURE?;
e. READY:
. . . clearance to enter runway and f. LINE UP [AND WAIT];
await take-off clearance
g. *LINE UP RUNWAY (number);
h. LINE UP. BE READY FOR IMMEDIATE DEPARTURE;
. . . conditional clearances i. (condition) LINE UP (brief reiteration of the condition):
Provisions concerning the use of conditional
clearances are contained in 12.2.7
. . . acknowledgment of a j. (condition) LINING UP (brief reiteration of the
conditional clearance condition);
. . . confirmation or otherwise of the k. [THAT IS] CORRECT (or NEGATIVE) [I SAY
readback of conditional clearance AGAIN]... (as appropriate).
*When there is the possibility of confusion during multiple
runway operations.
12.3.4.11 Take-off Clearance a. RUNWAY (number) CLEARED FOR TAKE-OFF
[REPORT AIRBORNE];
. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED
separation is used FOR TAKE-OFF;
q$z


. . . when take-off clearance has c. TAKE OFF IMMEDIATELY OR VACATE RUNWAY
not been complied with [(instructions)];
d. TAKE OFF IMMEDIATELY OR HOLD SHORT OF
RUNWAY;
. . . to cancel a take-off clearance e. HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN
CANCEL TAKE-OFF (reasons);
f. *HOLDING;
. . . to stop a take-off after an aircraft g. STOP IMMEDIATELY (repeat aircraft call sign) STOP
has commenced take-off roll IMMEDIATELY;
h. *STOPPING;
. . . for helicopter operations i. CLEARED FOR TAKE-OFF [FROM (location)]
(present position, taxiway, final approach and take-off
area, runway and number);
j. REQUEST DEPARTURE INSTRUCTIONS;
k. AFTER DEPARTURE TURN RIGHT (or LEFT, or
CLIMB) (instructions as appropriate).
* HOLDING and STOPPING are the procedural responses
to e. and g respectively.
12.3.4.12 Turn or Climb Instructions After a. REQUEST RIGHT (or LEFT) TURN;
Take-Off
b. RIGHT (or LEFT) TURN APPROVED;
c. WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;
. . . to request airborne time d. REPORT AIRBORNE;
e. AIRBORNE (time);
f. AFTER PASSING (level) (instructions);
. . . heading to be followed g. CONTINUE RUNWAY HEADING (instructions);
. . . when a specific track is h. TRACK EXTENDED CENTRE LINE (instructions);
to be followed
i. CLIMB STRAIGHT AHEAD (instructions).
12.3.4.13 Entering an Aerodrome Traffic a. [aircraft type] (position) (level) FOR LANDING;
Circuit
b. JOIN (direction of circuit) (position in circuit) (runway
number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];
c. MAKE STRAIGHT-IN APPROACH, RUNWAY
(number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)];
. . . when ATIS information d. (aircraft type) (position) (level) INFORMATION
is available (ATIS identification) FOR LANDING;
e. JOIN (position in circuit) [RUNWAY (number) QNH (or
QFE) (number) [(units)] [TRAFFIC (detail)].
12.3.4.14 In the Circuit a. (position in circuit, e.g. DOWNWIND/FINAL);
b. NUMBER . . . FOLLOW (aircraft type and position)
[additional instructions if required].
12.3.4.15 Approach Instructions a. MAKE SHORT APPROACH;
NOTE: The report “LONG FINAL” b. MAKE LONG APPROACH (or EXTEND
is made when aircraft turn on to DOWNWIND);
final approach at a distance greater c. REPORT BASE (or FINAL, or LONG FINAL);
than 7km (4 NM) from touchdown
d. CONTINUE APPROACH [PREPARE FOR POSSIBLE
or when an aircraft on a straight-in
GO AROUND].
approach is 15km (8 NM) from
touchdown. In both cases a report
“FINAL” is required at 7km (4 NM)
from touchdown.
12.3.4.16 Landing Clearance a. RUNWAY (number) CLEARED TO LAND;


. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED
separation is used TO LAND;
. . . special operations c. CLEARED TOUCH AND GO;
d. MAKE FULL STOP;
. . . to make an approach along, or e. REQUEST LOW APPROACH (reasons);
parallel to a runway, descending
f. CLEARED LOW APPROACH [RUNWAY (number)]
to an agreed minimum level
[(altitude restriction if required) (go around
instructions)];
. . . to fly past the control tower g. REQUEST LOW PASS (reasons);
or other observation point for the
h. CLEARED LOW PASS [as in f.];
purpose of visual inspection by
persons on the ground
. . . for helicopter operations i. REQUEST STRAIGHT-IN (or CIRCLING
APPROACH, LEFT (or RIGHT) TURN TO (location);
j. MAKE STRAIGHT-IN (or CIRCLING APPROACH,
LEFT (or RIGHT) TURN TO (location, runway,
taxiway, final approach and take-off area) [ARRIVAL
(or ARRIVAL ROUTE) (number, name or code)].
[HOLD SHORT OF (active runway, extended runway
centre line, other)]. [REMAIN (direction or distance)
FROM (runway, runway centre line, other helicopter
or aircraft)]. [CAUTION (power lines, unlighted
obstructions, wake turbulence, etc.)]. CLEARED TO
LAND.
12.3.4.17 Delaying Aircraft a. CIRCLE THE AERODROME;
b. ORBIT (RIGHT, or LEFT) [FROM PRESENT
POSITION];
c. MAKE ANOTHER CIRCUIT.
12.3.4.18 Missed Approach a. GO AROUND;
b. GOING AROUND.
12.3.4.19 Information to Aircraft
. . . when pilot requested visual a. LANDING GEAR APPEARS DOWN;
inspection of landing gear
b. RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP
(or DOWN);
c. WHEELS APPEAR UP;
d. RIGHT (or LEFT, or NOSE) WHEEL DOES NOT
APPEAR UP (or DOWN);
. . . wake turbulence e. CAUTION WAKE TURBULENCE [FROM ARRIVING
(OR DEPARTING) (type of aircraft)] [(additional
information as required)];
. . . jet blast on apron or taxiway f. CAUTION JET BLAST;


. . . propeller-driven aircraft g. CAUTION SLIPSTREAM.
slipstream
12.3.4.20 Runway Vacating and a. CONTACT GROUND (frequency);
Communications After Landing
b. WHEN VACATED CONTACT GROUND (frequency);
c. EXPEDITE VACATING;
d. YOUR STAND (or GATE) (designation);
e. TAKE (or TURN) FIRST (or SECOND, or
CONVENIENT) LEFT (or RIGHT) AND CONTACT
GROUND (frequency).
. . . for helicopter operations f. AIR-TAXI TO HELICOPTER STAND (or)
HELICOPTER PARKING POSITION (area);
g. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.);
h. AIR TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel).
12.4 ATS SURVEILLANCE SERVICE

PHRASEOLOGIES
12.4.1 General ATS Surveillance Service
Phraseologies

12.4.1.1 Identification of Aircraft a. REPORT HEADING [AND FLIGHT LEVEL (or
ALTITUDE)];
b. FOR IDENTIFICATION TURN LEFT (or RIGHT)
HEADING (three digits);
c. TRANSMIT FOR IDENTIFICATION AND REPORT
HEADING;
d. RADAR CONTACT [position];
e. IDENTIFIED [position];
f. NOT IDENTIFIED [reason], [RESUME (or
CONTINUE) OWN NAVIGATION].
12.4.1.2 Position Information POSITION (distance) (direction) OF (significant point) (or
OVER or ABEAM (significant point)).
12.4.1.3 Vectoring Instructions a. LEAVE (significant point) HEADING (three digits);
b. CONTINUE HEADING (three digits);
c. CONTINUE PRESENT HEADING;
d. FLY HEADING (three digits);
e. TURN LEFT (or RIGHT) HEADING (three digits)
[reason];
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES [reason];
g. STOP TURN HEADING (three digits);
h. FLY HEADING (three digits), WHEN ABLE
PROCEED DIRECT (name) (significant point);
i. HEADING IS GOOD.
12.4.1.4 Termination of Vectoring a. RESUME OWN NAVIGATION (position of aircraft)
(specific instructions);
b. RESUME OWN NAVIGATION [DIRECT] (significant
point) [MAGNETIC TRACK (three digits) DISTANCE
(number) KILOMETRES (or MILES)].
q$z


12.4.1.5 Manoeuvres a. MAKE A THREE SIXTY TURN LEFT (or RIGHT)
[reason];
b. ORBIT LEFT (or RIGHT) [reason];
. . . (in case of unreliable directional c. MAKE ALL TURNS RATE ONE (or RATE HALF, or
instruments on board aircraft) (number) DEGREES PER SECOND) START AND
STOP ALL TURNS ON THE COMMAND "NOW";
NOTE: When it is necessary to d. TURN LEFT (or RIGHT) NOW;
specify a reason for vectoring or for e. STOP TURN NOW.
the above manoeuvres, the following
phraseologies should be used:
a. DUE TRAFFIC ;
b. FOR SPACING;
c. FOR DELAY;
d. FOR DOWNWIND (or BASE, or
FINAL).
12.4.1.6 Speed Control a. REPORT SPEED;
b. SPEED (number) KILOMETRES PER HOUR (or
KNOTS);
c. MAINTAIN (number) KILOMETRES PER HOUR
(or KNOTS) [OR GREATER (or OR LESS)] [UNTIL
(significant point)];
d. DO NOT EXCEED (number) KILOMETRES PER
HOUR (or KNOTS);
e. MAINTAIN PRESENT SPEED;
f. INCREASE (or REDUCE) SPEED TO (number)
KILOMETRES PER HOUR (or KNOTS) [OR
GREATER (or OR LESS)];
g. INCREASE (or REDUCE) SPEED BY (number)
KILOMETRES PER HOUR (or KNOTS);
h. RESUME NORMAL SPEED;
i. REDUCE TO MINIMUM APPROACH SPEED;
j. REDUCE TO MINIMUM CLEAN SPEED;
k. NO [ATC] SPEED RESTRICTIONS.
12.4.1.7 Position Reporting
. . . to omit position reports a. OMIT POSITION REPORTS [UNTIL (specify)];
b. NEXT REPORT AT (significant point);
c. REPORTS REQUIRED ONLY AT (significant
point(s));
d. RESUME POSITION REPORTING.
12.4.1.8 Traffic Information and Avoiding a. TRAFFIC (number) O’CLOCK (distance) (direction
Action of flight) [any other pertinent information]:
- 1. UNKNOWN;
- 2. SLOW MOVING;
- 3. FAST MOVING;
- 4. CLOSING;
- 5. OPPOSITE (or SAME) DIRECTION;
- 6. OVERTAKING;
- 7. CROSSING LEFT TO RIGHT (or RIGHT TO
- LEFT);
. . . (if known) 8. (aircraft type);
9. (level);
10. CLIMBING (or DESCENDING);
q$z


. . . to request avoiding action b. REQUEST VECTORS;
c. DO YOU WANT VECTORS?;
. . . when passing unknown traffic d. CLEAR OF TRAFFIC [appropriate instructions];
. . . for avoiding action e. TURN LEFT (or RIGHT) IMMEDIATELY HEADING
(three digits) TO AVOID [UNIDENTIFIED] TRAFFIC
(bearing by clock-reference and distance);
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES IMMEDIATELY TO AVOID
[UNIDENTIFIED] TRAFFIC AT (bearing by
clock-reference and distance).
12.4.1.9 a. [IF] RADIO CONTACT LOST (instructions);
b. IF NO TRANSMISSIONS RECEIVED FOR
(number) MINUTES (or SECONDS) (instructions);
c. REPLY NOT RECEIVED (instructions);
. . . if loss of communications d. IF YOU READ [manoeuvre instructions or
suspected SQUAWK (code or !DENT)];
e. (manoeuvre, SQUAWK or IDENT) OBSERVED.
POSITION (position of aircraft). [(instructions)].
12.4.1.10 Termination of Radar and/or a. RADAR SERVICE (or IDENTIFICATION)
ADS-B Service TERMINATED [DUE (reason)][(instructions)];
b. WILL SHORTLY LOSE IDENTIFICATION
(appropriate instructions or information);
c. IDENTIFICATION LOST [reasons] (instructions).
12.4.1.11 Radar and/or/ADS-B Equipment a. SECONDARY RADAR OUT OF SERVICE
Degradation (appropriate information as necessary);
b. PRIMARY RADAR OUT OF SERVICE (appropriate
information as necessary);
c. ADS-B OUT OF SERVICE (appropriate information
as necessary).
12.4.2 Radar in Approach Control Service
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in Bold Type)

12.4.2.1 Vectoring for Approach a. VECTORING FOR (type of pilot-interpreted aid)
APPROACH RUNWAY (number);
b. VECTORING FOR VISUAL APPROACH RUNWAY
(number) REPORT FIELD (or RUNWAY) IN SIGHT;
c. VECTORING FOR (positioning in the circuit);
d. VECTORING FOR SURVEILLANCE RADAR
APPROACH RUNWAY (number);
e. VECTORING FOR PRECISION APPROACH
RUNWAY (number);
f. (type) APPROACH NOT AVAILABLE DUE (reason)
(alternative instructions).
12.4.2.2 Vectoring for ILS and Other a. POSITION (number) KlLOMETRES (or MILES)
Pilot-Interpreted Aids from (fix). TURN LEFT (or RIGHT) HEADING (three
digits);
b. YOU WILL INTERCEPT (radio aid or track) (distance)
FROM (significant point or TOUCHDOWN);
. . . when a pilot wishes to be c. REQUEST(distance) FINAL;
positioned a specific distance
from touchdown
d. CLEARED FOR (type of approach) APPROACH
RUNWAY (number); .
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. . . instructions and information e. REPORT ESTABLISHED ON [ILS] LOCALIZER (or
ON GBAS/SBAS/MLS APPROACH COURSE);
f. CLOSING FROM LEFT (or RIGHT) [REPORT
ESTABLISHED];
g. TURN LEFT (or RIGHT) HEADING (three digits) [TO
INTERCEPT] or [REPORT ESTABLISHED];
h. EXPECT VECTOR ACROSS (localizer course or
radio aid) (reason);
i. THIS TURN WILL TAKE YOU THROUGH (localizer
course or radio aid) [reason];
j. TAKING YOU THROUGH (localizer course or radio
aid) [reason];
k. MAINTAIN (altitude) UNTIL GLIDE PATH
INTERCEPTION;
l. REPORT ESTABLISHED ON GLIDE PATH;
m. INTERCEPT (localizer course or radio aid) [REPORT
ESTABLISHED].
12.4.2.3 Manoeuvre During Independent a. CLEARED FOR (type of approach) APPROACH
and Dependent Parallel RUNWAY (number) LEFT (or RIGHT);
Approaches
b. YOU HAVE CROSSED THE LOCALIZER (or
GBAS/SBAS/MLS FINAL APPROACH COURSE).
TURN LEFT (or RIGHT) IMMEDIATELY AND
RETURN TO THE LOCALIZER (or GBAS/SBAS/MLS
FINAL APPROACH COURSE);
c. ILS (or MLS) RUNWAY (number) LEFT (or RIGHT)
LOCALIZER (or MLS) FREQUENCY IS (frequency);
... for avoidance action when an d. TURN LEFT (or RIGHT) (number) DEGREES
aircraft is observed penetrating (or HEADING) (three digits) IMMEDIATELY TO
the NTZ AVOID TRAFFIC [DEVIATING FROM ADJACENT
APPROACH], CLIMB TO (altitude);
... for avoidance action below 120 m e. CLIMB TO (altitude) IMMEDIATELY TO AVOID
(400 ft) above the runway threshold TRAFFIC [DEVIATING FROM ADJACENT
elevation where parallel approach APPROACH] (further instructions).
obstacle assessment surfaces
(PAOAS) criteria are being applied
12.4.2.4 Surveillance Radar Approach
12.4.2.4.1 Provision of Service a. THIS WILL BE A SURVEILLANCE RADAR
APPROACH RUNWAY (number) TERMINATING
AT (distance) FROM TOUCHDOWN, OBSTACLE
CLEARANCE ALTITUDE (or HEIGHT) (number)
METRES (or FEET) CHECK YOUR MINIMA [IN
CASE OF GO AROUND (instructions)];
b. APPROACH INSTRUCTIONS WILL BE TERMINATED
AT (distance) FROM TOUCHDOWN.
12.4.2.4.2 Elevation a. COMMENCE DESCENT NOW [TO MAINTAIN A
(number) DEGREE GLIDE PATH];
b. (distance) FROM TOUCHDOWN ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.4.3 Position (distance) FROM TOUCHDOWN.
12.4.2.4.4 Checks a. CHECK GEAR DOWN [AND LOCKED];
b. OVER THRESHOLD.
12.4.2.4.5 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5 PAR Approach
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12.4.2.5.1 Provision of Service a. THIS WILL BE A PRECISION RADAR APPROACH
RUNWAY (number);
b. PRECISION APPROACH NOT AVAILABLE DUE
(reason) (alternative instructions);
c. IN CASE OF GO AROUND (instructions).
12.4.2.5.2 Communications a. DO NOT ACKNOWLEDGE FURTHER
TRANSMISSIONS;
b. REPLY NOT RECEIVED. WILL CONTINUE
INSTRUCTIONS.
12.4.2.5.3 Azimuth a. CLOSING [SLOWLY (or QUICKLY)] [FROM THE
LEFT (or FROM THE RIGHT)];
b. HEADING IS GOOD;
c. ON TRACK;
d. SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT)
OF TRACK;
e. (number) METRES LEFT (or RIGHT) OF TRACK.
12.4.2.5.4 Elevation a. APPROACHING GLIDE PATH;
b. COMMENCE DESCENT NOW [AT (number) METRES
PER SECOND OR (number) FEET PER MINUTE (or
ESTABLISH A (number) DEGREE GLIDE PATH)];
c. RATE OF DESCENT IS GOOD;
d. ON GLIDE PATH;
e. SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW)
GLIDE PATH;
f. [STILL] (number) METRES (or FEET) TOO HIGH (or
TOO LOW);
g. ADJUST RATE OF DESCENT;
h. COMING BACK [SLOWLY (or QUICKLY)] TO THE
GLIDE PATH;
i. RESUME NORMAL RATE OF DESCENT;
j. ELEVATION ELEMENT UNSERVICEABLE (to be
followed by appropriate instructions);
k. (distance) FROM TOUCHDOWN. ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.5.5 Position a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS;
c. OVER THRESHOLD.
12.4.2.5.6 Checks a. CHECK GEAR DOWN AND LOCKED;
b. CHECK DECISION ALTITUDE (or HEIGHT).
12.4.2.5.7 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5.8 Missed Approach a. CONTINUE VISUALLY OR GO AROUND [missed
approach instructions];
b. GO AROUND IMMEDIATELY [missed approach .
instructions] (reason);
c. ARE YOU GOING AROUND?;
d. IF GOING AROUND (appropriate instructions);
e. GOING AROUND.
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12.4.3 Secondary Surveillance Radar (SSR)

and ADS-B Phraseologies

12.4.3.1 To Request the Capability of the a. ADVISE TRANSPONDER CAPABILITY;
SSR Equipment
b. TRANSPONDER (as shown in the flight plan);
c. NEGATIVE TRANSPONDER.
12.4.3.2 To Request the Capability of the a. ADVISE ADS-B CAPABILITY;
ADS-B Equipment
b. ADS-B TRANSMITTER (data link);
c. ADS-B RECEIVER (data link);
d. NEGATIVE ADS-B.
12.4.3.3 To Instruct Setting of a. FOR DEPARTURE SQUAWK (code);
Transponder
b. SQUAWK (code).
12.4.3.4 To Request the Pilot to Reselect a. RESET SQUAWK [(mode)] (code);
the Assigned Mode and Code
b. RESETTING (mode) (code).
12.4.3.5 To Request Reselection of RE-ENTER [ADS-B or MODE S] AIRCRAFT
Aircraft Identification IDENTIFICATION.
12.4.3.6 To Request the Pilot to Confirm a. CONFIRM SQUAWK (code);
the Code Selected on the
b. SQUAWKING (code).
Aircraft’s Transponder
12.4.3.7 To Request the Operation of the a. SQUAWK [(code)] [AND] IDENT;
IDENT Feature
b. SQUAWK LOW;
c. SQUAWK NORMAL;
d. TRANSMIT ADS-B IDENT.
12.4.3.8 To Request Temporary SQUAWK STANDBY.
Suspension of Transponder
Operation
12.4.3.9 To Request Emergency Code SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].
12.4.3.10* To Request Termination of a. STOP SQUAWK [TRANSMIT ADS-B ONLY];
Transponder and/or ADS-B
b. STOP ADS-B TRANSMISSION [SQUAWK (code)
Transmitter Operation
ONLY].
12.4.3.11 To Request Transmission of a. SQUAWK CHARLIE;
Pressure–Altitude
b. TRANSMIT ADS-B ALTITUDE.
12.4.3.12 To Request Pressure Setting CHECK ALTIMETER SETTING AND CONFIRM (level).
Check and Confirmation of Level
12.4.3.13* To Request Termination of a. STOP SQUAWK CHARLIE WRONG INDICATION;
Pressure–Altitude Transmission
b. STOP ADS-B ALTITUDE TRANSMISSION [(WRONG
Because of Faulty Operation
INDICATION, or reason)].
12.4.3.14 To Request Altitude Check CONFIRM (level)
*NOTE: Independent operations of Mode S
transponder and ADS-B may not be possible in
all aircraft (e.g. where ADS-B is solely provided
by 1 090 MHz extended squitter emitted from
the transponder). In such cases, aircraft may not
be able to comply with ATC instructions related
to ADS-B operation.
12.5 AUTOMATIC DEPENDENT

SURVEILLANCE – CONTRACT
(ADS-C) PHRASEOLOGIES
12.5.1 General ADS-C Phraseologies
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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12.6 ALERTING PHRASEOLOGIES

12.6.1 Alerting Phraseologies
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).
12.7 GROUND CREW/FLIGHT CREW

PHRASEOLOGIES
12.7.1 Ground Crew/Flight Crew
Phraseologies

12.7.1.1 Starting Procedures (Ground a. [ARE YOU] READY TO START UP?;
Crew/Cockpit)
b. STARTING NUMBER (engine number(s)).
NOTE 1: The ground crew should follow this exchange
by either a reply on the intercom or a distinct visual
signal to indicate that all is clear and that the start-up
as indicated may proceed.
NOTE 2: Unambiguous identification of the parties
concerned is essential in any communications
between ground crew and pilots.
12.7.1.2 Pushback Procedures
. . . (ground crew/cockpit) a. ARE YOU READY FOR PUSHBACK?;
b. READY FOR PUSHBACK;
c. CONFIRM BRAKES RELEASED;
d. BRAKES RELEASED;
e. COMMENCING PUSHBACK;
f. PUSHBACK COMPLETED;
g. STOP PUSHBACK;
h. CONFIRM BRAKES SET;
i. BRAKES SET;
j. DISCONNECT;
k. DISCONNECTING STAND BY FOR VISUAL AT
YOUR LEFT (or RIGHT).
NOTE: — This exchange is followed by a visual signal
to the pilot to indicate that disconnect is completed
and all is clear for taxiing.
13 AUTOMATIC a. the transmitting, receiving, processing and dis-

DEPENDENT–SURVEILLANCE playing of ADS-C messages related to flights
equipped for and operating within environments
CONTRACT (ADS-C) SERVICES where ADS-C services are being provided;
13.1 GENERAL b. the display of safety-related alerts and warnings;
The provision of air traffic services to aircraft, based c. position monitoring (the aircraft’s current posi-
on information received from aircraft via ADS-C, is tion as derived from ADS-C reports is displayed
generally referred to as the provision of ADS-C ser- to the controller for air traffic situation monitor-
vices. ing);
13.2 ADS-C GROUND SYSTEM d. conformance monitoring (the ADS-C reported
CAPABILITIES current position or projected profile is compared
to the expected aircraft position, which is based
13.2.3 Several significant functional require- on the current flight plan. Along track, lateral and
ments are necessary to permit the effective imple- vertical deviations that exceed a pre-defined tol-
mentation of an ADS-C service in a CNS/ATM erance limit will permit an out-of-conformance
environment. Ground systems shall provide for: alert to be issued to the controller);
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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.
13.4.1 General 14.2.2.2 When the ATC unit rejects a request

for CPDLC, it shall provide the pilot with the reason for
13.4.1.1 ADS-C may be used in the provision
the rejection using an appropriate CPDLC message
of an air traffic control service, provided identification
of the aircraft is unambiguously established. 14.2.3 ATC Unit-Initiated CPDLC
13.4.1.2 Flight data processing of ADS-C data 14.2.3.1 An ATC unit shall only establish
may be used in the provision of an air traffic control CPDLC with an aircraft if the aircraft has no CPDLC
service, provided the correlation between the ADS-C link established, or when authorized by the ATC unit
data downlinked by that aircraft and the flight plan currently having CPDLC established with the aircraft.
details held for the aircraft has been accomplished. 14.2.3.2 When a request for CPDLC is rejected
NOTE: A combination of information received from by an aircraft, the reason for the rejection shall be
the aircraft may be necessary to ensure unambigu- provided using CPDLC downlink message element
ous correlation, e.g. departure aerodrome, estimated NOT CURRENT DATA AUTHORITY or message
off-block time (EOBT), and destination aerodrome element NOT AUTHORIZED NEXT DATA AUTHOR-
might be used. ITY, as appropriate. Local procedures shall dictate
whether the reason for rejection is presented to the
14 CONTROLLER-PILOT DATA LINK controller. No other reasons for airborne rejection of
COMMUNICATIONS (CPDLC) ATC unit-initiation of CPDLC shall be permitted.
14.1 GENERAL 15 PROCEDURES RELATED
14.1.1 The CPDLC application provides a means TO EMERGENCIES,
of communication between the controller and pilot, COMMUNICATION FAILURE
using data link for ATC communication.
AND CONTINGENCIES
14.1.2 This application includes a set of clear- [See EMERGENCY Section for related information]
ance/information/request message elements which
correspond to the phraseologies used in the
radiotelephony environment.
14.1.2.1 The controller shall be provided with
the capability to respond to messages, including
emergencies, to issue clearances, instructions and
advisories, and to request and provide information,
as appropriate.
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13 NOV 09 AIR TRAFFIC CONTROL 437
15.1 EMERGENCY PROCEDURES NOTE: In applying this provision, account must

be taken of all the factors which may affect the
15.1.1 General
progress of the flight, including fuel endurance
15.1.1.1 The various circumstances surround- and the possibility of sudden changes in route
ing each emergency situation preclude the establish- and destination. The objective is to provide, as
ment of exact detailed procedures to be followed. The far in advance as is practicable in the circum-
procedures outlined herein are intended as a general stances, each ATS unit with appropriate infor-
guide to air traffic services personnel. Air traffic con- mation as to the expected or possible penetra-
trol units shall maintain full and complete co-ordina- tion of the aircraft into its area of responsibility.
tion, and personnel shall use their best in handling
d. notify:
emergency situations.
1. the operator or its designated representa-
15.1.2 Priority tive;
An aircraft known or believed to be in a state of emer- 2. the appropriate rescue coordination cen-
gency, including being subjected to unlawful interfer- tre in accordance with appropriate alerting
ence, shall be given priority over other aircraft. procedures;
15.1.3 Unlawful Interference and Aircraft 3. the appropriate authority designated by the
Bomb Threat State;
15.1.3.1 Air traffic services personnel shall be NOTE: It is assumed that the designated
prepared to recognize any indication of the occur- security authority and/or the operator will
rence of unlawful interference with an aircraft. in turn notify other parties concerned in
accordance with pre-established proce-
15.1.3.2 Whenever unlawful interference with
dures.
an aircraft is suspected, and where automatic distinct
display of SSR Mode A Code 7500 and Code 7700 is e. relay appropriate messages, relating to the cir-
not provided, the radar controller shall attempt to ver- cumstances associated with the unlawful inter-
ify his/her suspicion by setting the SSR decoder to ference, between the aircraft and designated
Mode A Code 7500 and thereafter to Code 7700. authorities.
NOTE: An aircraft equipped with an SSR transponder 15.1.4 Emergency Descent
is expected to operate the transponder on Mode A
15.1.4.1 General
Code 7500 to indicate specifically that it is the subject
of unlawful interference. The aircraft may operate the Upon receipt of advice that an aircraft is making an
transponder on Mode A Code 7700, to indicate that emergency descent through other traffic, all possi-
it is threatened by grave and imminent danger and ble action shall be taken immediately to safeguard
requires immediate assistance. An aircraft equipped all aircraft concerned. When deemed necessary, air
with other surveillance system transmitters, including traffic control units shall immediately broadcast by
ADS-B and ADS-C, might send the emergency and/or means of the appropriate radio aids, or if not possi-
urgency signal by all of the available means. ble, request the appropriate communications stations
immediately to broadcast an emergency message.
15.1.3.3 Whenever unlawful interference with
an aircraft is known or suspected or a bomb threat 15.1.4.2 Action by the Pilot-in-Command
warning has been received, ATS units shall promptly It is expected that aircraft receiving such a broad-
attend to requests by, or to anticipated needs of, the cast will clear the specified areas and stand by on
aircraft, including requests for relevant information the appropriate radio frequency for further clearances
relating to air navigation facilities, procedures and from the air traffic control unit.
services along the route of flight and at any aero-
drome of intended landing, and shall take such action 15.2 SPECIAL PROCEDURES FOR
as is necessary to expedite the conduct of all phases IN-FLIGHT CONTINGENCIES IN
of the flight. OCEANIC AIRSPACE
15.1.3.3.1 ATS units shall also: 15.2.1 Introduction
a. transmit, and continue to transmit, information 15.2.1.1 Although all possible contingencies
pertinent to the safe conduct of the flight, without cannot be covered, the procedures in 15.2.2 and
expecting a reply from the aircraft; 15.2.3 provide for the more frequent cases such as:
b. monitor and plot the progress of the flight with a. inability to comply with assigned clearance due
the means available and coordinate transfer of to meteorological conditions, aircraft perfor-
control with adjacent ATS units without requir- mance or pressurization failure;
ing transmissions or other responses from the b. en route diversion across the prevailing traffic
aircraft, unless communication with the aircraft flow; and
remains normal;
c. loss of, or significant reduction in, the required
c. inform, and continue to keep informed, appropri- navigation capability when operating in an
ate ATS units, including those in adjacent FIRs, airspace where the navigation performance
which may be concerned with the progress of accuracy is a prerequisite to the safe conduct of
the flight; flight operations.

438 AIR TRAFFIC CONTROL 13 NOV 09
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
q$z

– departure aerodrome 16.4.4 Changes to RPL Listings

– off-block time 16.4.4.1 Changes of a Permanent Nature
– cruising speed(s) 16.4.4.1.1 Changes of a permanent nature
– cruising level(s) involving the inclusion of new flights and the deletion
– route to be followed or modification of currently listed flights shall be
submitted in the form of amendment listings. These
– destination aerodrome
listings shall reach the air traffic services agency
– total estimated elapsed time concerned at least seven days prior to the change
– indication of the location where the following becoming effective.
information may be obtained immediately upon
16.4.4.1.2 Where RPL listings have been
request:
initially submitted by the use of media suitable for
– alternate aerodromes electronic data processing, it shall be permissible
– fuel endurance by mutual agreement between the operator and
– total number of persons on board the appropriate authority for some changes to be
submitted by means of RPL listing forms.
– emergency equipment
– other information 16.4.4.1.3 All RPL changes shall be submit-
ted in accordance with the instructions for preparation
16.4.3 Submission of Total Listings of RPL listings.
16.4.3.1 RPLs shall be submitted in the form of
16.4.4.2 Changes of a Temporary Nature
listings containing the required flight plan data using
an RPL listing form specially designed for the purpose 16.4.4.2.1 Changes of a temporary,
or by means of other media suitable for electronic non-recurring nature relating to RPLs concern-
data processing. The method of submission shall be ing aircraft type and wake turbulence category,
determined by local or regional agreement. speed and/or cruising level shall be notified for each
individual flight as early as possible and not later
NOTE: A model RPL listing form is contained in
than 30 minutes before departure to the ATS report-
Appendix 2.
ing office responsible for the departure aerodrome.
16.4.3.2 Initial submission of complete RPL list- A change of cruising level only may be notified by
ings and any subsequent seasonal resubmission of radiotelephony on initial contact with the ATS unit.
complete listings shall be made in sufficient time to
permit the data to be properly assimilated by the ATS 16.4.4.2.2 In case of an incidental change in
organization. The minimum lead time required for the the aircraft identification, the departure aerodrome,
submission of such listings shall be established by the route and/or the destination aerodrome, the RPL
the administrations concerned and published in their shall be cancelled for the day concerned and an indi-
AIPs. This minimum lead time shall be at least two vidual flight plan shall be submitted.
weeks. 16.4.4.2.3 Whenever it is expected by the
16.4.3.3 Operators shall submit listings to the operator that a specific flight, for which an RPL has
designated agency for distribution to the appropriate been submitted, is likely to encounter a delay of 30
air traffic services units. minutes or more in excess of the off-block time stated
in that flight plan, the ATS unit responsible for the
16.4.3.4 The information normally to be pro- departure aerodrome shall be notified immediately.
vided shall be that listed in 16.4.2.2 except that
NOTE: Because of the stringent requirements of flow
administrations may also require the provision of
control, failure by operators to comply with this pro-
estimate information of FIR boundaries and the
cedure may result in the automatic cancellation of the
primary alternate aerodrome. If so required, such
RPL for that specific flight at one or more of the ATS
information shall be provided as indicated on a repet-
units concerned.
itive flight plan listing form specially designed for the
purpose. 16.4.4.2.4 Whenever it is known to the oper-
ator that any flight for which an RPL has been sub-
16.4.3.5 Information regarding alternate aero- mitted is cancelled, the ATS unit responsible for the
drome(s) and supplementary flight plan data (infor- departure aerodrome shall be notified.
mation normally provided under Item 19 of the ICAO
flight plan form) shall be kept readily available by 16.4.4.3 Operator/Pilot Liaison
the operator at the departure aerodrome or another The operator shall ensure that the latest flight plan
agreed location, so that, on request by ATS units, it information, including permanent and incidental
can be supplied without delay. The name of the office changes, pertaining to a particular flight and duly
from which the information can be obtained shall be notified to the appropriate agency, is made available
recorded on the RPL listing form. to the pilot-in-command.
16.4.3.6 Acknowledgment of receipt of listings
of flight plan data and/or amendment thereto shall not
be required except by agreement between operators
and the appropriate agency.

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

NOTE 2: — The PHA is expected to contact the airline

representative or operating agency and aerodrome
authority, if applicable, for subsequent coordination
with the aircraft concerning clinical details and aero-
drome preparation. Depending on the communica-
tions facilities available to the airline representative or
operating agency, it may not be possible to commu-
nicate with the aircraft until it is closer to its destina-
tion. Apart from the initial notification to the ATS unit
whilst en-route, ATC communications channels are to
be avoided.
NOTE 3: — The information to be provided to the
departure aerodrome will prevent the potential spread
of communicable disease, or other public health risk,
through other aircraft departing from the same aero-
drome.
NOTE 4: — AFTN (urgency message), telephone,
facsimile or other means of transmission may be
used.

3 OCT 08 AIR TRAFFIC CONTROL 451
APPENDIX 1 -- INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

REPORTING INSTRUCTIONS—
MODEL AIREP/AIREP SPECIAL
ITEM PARAMETER TRANSMIT IN TELEPHONY as appropriate
Message-type designator: [AIREP]

routine air-report [AIREP] SPECIAL
special air-report
1 Aircraft identification (aircraft identification)
2 Position POSITION (latitude and longitude)

OVER (significant point)
ABEAM (significant point)
(significant point) (bearing) (distance)
Section 1
3 Time (time)
4 Flight level or altitude FLIGHT LEVEL (number) or (number) METRES or FEET

CLIMBING TO FLIGHT LEVEL (number) or (number) METRES or FEET
DESCENDING TO FLIGHT LEVEL (number) or (number) METRES or FEET
5 Next position and estimated time over (position) (time)
6 Ensuing significant point (position) NEXT
7 Estimated time of arrival (aerodrome) (time)

Section 2
8 Endurance ENDURANCE (hours and minutes)
9 Air temperature TEMPERATURE PLUS (degrees Celsius)

TEMPERATURE MINUS (degrees Celsius)
10 Wind direction WIND (number) DEGREES

or CALM
11 Wind speed (number) KILOMETRES PER HOUR or KNOTS
12 Turbulence TURBULENCE LIGHT

TURBULENCE MODERATE
TURBULENCE SEVERE
13 Aircraft icing ICING LIGHT

ICING MODERATE
ICING SEVERE
14 Humidity (if available) HUMIDITY (per cent)

Section 3
15 Phenomenon encountered or observed,

prompting a special air-report:
Severe turbulence TURBULENCE SEVERE
Severe icing ICING SEVERE
Severe mountainwave MOUNTAINWAVE SEVERE
Thunderstorms without hail THUNDERSTORMS
Thunderstorms with hail THUNDERSTORMS WITH HAIL
Heavy dust/sandstorm DUSTSTORM or SANDSTORM HEAVY
Volcanic ash cloud VOLCANIC ASH CLOUD
Pre-eruption volcanic activity PRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC
or volcanic eruption ERUPTION
1
1. ROUTINE AIR-REPORTS 2. SPECIAL AIR-REPORTS

1.1 Section 1 is obligatory, although Items 5 2.1 Special air-reports shall be made whenever
and 6 thereof may be omitted when prescribed in any of the phenomena listed under Item 15 are
Regional Supplementary Procedures; Section 2 shall observed or encountered. Items 1 to 4 of Section 1
be added, in whole or in part, only when so requested and the appropriate phenomenon specified in Sec-
by the operator or his designated representative, or tion 3, Item 15, are required from all aircraft.
when deemed necessary by the pilot-in-command;
2.2 In the case of special air-reports containing
Section 3 shall be added in accordance with Annex
information on volcanic activity, a post-flight report
3 and the Regional Supplementary Procedures, Part
shall be made on the volcanic activity reporting form
3 – Meteorology.
(Model VAR). All elements which are observed shall
1.2 Section 3 shall include all Items 9 to 13 and be recorded and indicated respectively in the appro-
Item 14, if available. priate places on the form Model VAR.
2.3 Special air-reports shall be made as soon as
practicable after a phenomenon calling for a special
air-report has been observed.
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452 AIR TRAFFIC CONTROL 3 OCT 08
APPENDIX 1 -- INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS
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
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APPENDIX 1 – INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS
• 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).

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

24 FEB 06 AIR TRAFFIC CONTROL 457
APPENDIX 2 — FLIGHT PLAN

1 ICAO MODEL FLIGHT PLAN FORM
© JEPPESEN SANDERSON, INC. 2000, 2006. ALL RIGHTS RESERVED.

458 AIR TRAFFIC CONTROL 24 FEB 06

2 INSTRUCTIONS FOR THE Aeronautical Authorities and Services (not pub-
lished herein).
COMPLETION OF THE FLIGHT
PLAN FORM
ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT
2.1 GENERAL (ONE OR TWO CHARACTERS)
Adhere closely to the prescribed formats and man-
– Flight rules
ner of specifying data.
INSERT one of the following letters to denote the
Commence inserting data in the first space provid-
ed. Where excess space is available leave unused category of flight rules with which the pilot intends to
comply:
spaces blank.
Insert all clock times in 4 figures UTC. I if IFR
Insert all estimated elapsed times in 4 figures (hours
and minutes). V if VFR
Shaded area preceding Item 3 — to be completed
by ATS and COM services, unless the responsibility Y if IFR first } and specify in Item 15 the
for originating flight plan messages has been dele- point or points where a change
Z if VFR } of flight rules is planned.
gated.
first}
NOTE: The term “aerodrome” where used in the
flight plan is intended to cover also sites other than – Type of flight
aerodromes which may be used by certain types of INSERT one of the following letters to denote the
aircraft; e.g., helicopters or balloons. type of flight when so required by the appropriate
ATS authority:
2.2 INSTRUCTIONS FOR INSERTION OF
ATS DATA S if scheduled air service
Complete Items 7 to 18 as indicated hereunder. N if non-scheduled air transport operation
Complete also Item 19 as indicated hereunder,
when so required by the appropriate ATS authority G if general aviation
or when otherwise deemed necessary.
M if military
NOTE: Item numbers on the form are not consecu-
tive, as they correspond to Field Type numbers in X if other than any of the defined categories
ATS messages. above.
ITEM 7: AIRCRAFT IDENTIFICATION ITEM 9: NUMBER AND TYPE OF AIRCRAFT

(MAXIMUM 7 CHARACTERS) AND WAKE TURBULENCE CATEGORY
INSERT one of the following aircraft identifications, – Number of aircraft (1 or 2 characters)

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

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


NOTE 3: If the letter J is used, specify in Item 18
H— HEAVY, to indicate an aircraft type with a the equipment carried, preceded by DAT/ fol-
maximum certificated take-off mass of lowed by one or more letters as appropriate.
136,000kg or more;
NOTE 4: Information on navigation capability is
M— MEDIUM, to indicate an aircraft type with provided to ATC for clearance and routing pur-
a maximum certificated take-off mass of poses.
less than 136,000kg but more than
7000kg; NOTE 5: Inclusion of R indicates that an aircraft
meets the RNP type prescribed for the route
L— LIGHT, to indicate an aircraft type with a segment(s), route(s) and/or area concerned.
maximum certificated take-off mass of
7000kg or less. – Surveillance equipment
INSERT one or two of the following letters to de-
scribe the serviceable surveillance equipment
ITEM 10: EQUIPMENT carried:
– Radio communication, navigation and ap-
SSR equipment:
proach aid equipment
INSERT one letter as follows: N Nil
N if no COM/NAV/approach aid equipment for
the route to be flown is carried, or the equipment A Transponder — Mode A (4 digits — 4096
is unserviceable; codes)
OR C Transponder — Mode A (4 digits — 4096
S if standard COM/NAV/approach aid equipment codes) and Mode C
for the route to be flown is carried and service-
able (see Note 1), X Transponder — Mode S without both aircraft
identification and pressure-altitude
AND/OR
transmission
INSERT one or more of the following letters to
indicate the COM/NAV/approach aid equipment P Transponder — Mode S, including
available and serviceable: pressure-altitude transmission, but no aircraft
identification transmission
A (Not allocated) M Omega
I Transponder — Mode S, including aircraft
B (Not allocated) O VOR identification transmission, but no
pressure-altitude transmission
C LORAN C P (Not allocated)
S Transponder — Mode S, including both
D DME Q (Not allocated) pressure-altitude and aircraft identification
transmission.
E (Not allocated) R RNP type
certification ADS equipment:
F ADF
(see Note 5)
D ADS capability
G (GNSS) T TACAN
H HF RTF U UHF RTF ITEM 13: DEPARTURE AERODROME AND

TIME
I Inertial Navigation V VHF RTF (8 CHARACTERS)
J (Data link) W* *When INSERT the ICAO four-letter location indicator of

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


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


– Degrees and minutes (11 characters): above which cruise climb is planned followed
by the letters “PLUS”, without a space be-
4 figures describing latitude in degrees
tween them.
and tens and units of minutes followed by
“N” (North) or “S” (South), followed by 5 EXAMPLE: C/48N050W/M082F290F350
figures describing longitude in degrees
and tens and units of minutes, followed C/48N050W/M082F290PLUS
by “E” (East) or “W” (West). Make up the C/52N050W/M220F580F620.
correct number of figures, where neces-
sary, by insertion of zeros; e.g.,
ITEM 16: DESTINATION AERODROME AND
4620N07805W.
TOTAL ESTIMATED ELAPSED TIME,
– Bearing and distance from a navigation ALTERNATE AERODROME(S)
aid:
The identification of the navigation aid – Destination aerodrome and total estimat-
(normally a VOR), in the form of 2 or 3 ed elapsed time (8 characters)
characters, THEN the bearing from the INSERT the ICAO four-letter location indica-
aid in the form of 3 figures giving degrees tor of the destination aerodrome followed,
magnetic, THEN the distance from the without a space, by the total estimated
aid in the form of 3 figures expressing elapsed time,
nautical miles. Make up the correct num-
OR, if no location indicator has been as-
ber of figures, where necessary, by inser-
signed,
tion of zeros; e.g., a point 180° magnetic
at a distance of 40 nautical miles from INSERT ZZZZ followed, without a space, by
VOR “DUB” should be expressed as the total estimated elapsed time, and SPECI-
DUB180040. FY in Item 18 the name of the aerodrome,
preceded by DEST/ .
3. Change of Speed or Level (Maximum 21
Characters) NOTE: For a flight plan received from an air-
The point at which a change of speed (5% craft in flight, the total estimated elapsed time
TAS or 0.01 Mach or more) or a change of is the estimated time from the first point of
level is planned, expressed exactly as in 2. the route to which the flight plan applies.
above, followed by an oblique stroke and – Alternate aerodrome(s) (4 characters)
both the cruising speed and the cruising lev-
el, expressed exactly as in a. and b. above, INSERT the ICAO four-letter location indica-
without a space between them, even when tor(s) of not more than two alternate aero-
only one of these quantities will be changed. dromes, separated by a space,
OR, if no location indicator has been as-
EXAMPLE: LN/N0284A045 signed to the alternate aerodrome,
MAY/N0305F180 INSERT ZZZZ and SPECIFY in Item 18 the
HADDY/N0420F330 name of the aerodrome, preceded by ALTN/ .
4602N07805W/N0500F350
ITEM 18: OTHER INFORMATION
46N078W/M082F330
DUB180040/N0350M0840 INSERT 0 (zero) if no other information,
4. Change of Flight Rules (Maximum 3 Char- OR, any other necessary information in the pre-
acters) ferred sequence shown hereunder, in the form of
the appropriate indicator followed by an oblique
The point at which the change of flight rules
stroke and the information to be recorded:
is planned, expressed exactly as in 2. or 3.
above as appropriate, followed by a space
and one of the following: EET/ Significant points or FIR boundary
designators and accumulated estimated
(a) VFR if from IFR to VFR elapsed times to such points or FIR
(b) IFR if from VFR to IFR boundaries, when so prescribed on the
basis of regional air navigation
EXAMPLE: LN VFR agreements, or by the appropriate ATS
LN/N0284A050 IFR authority.
5. Cruise Climb (Maximum 28 Characters) EXAMPLE: EET/CAP0745 XYZ0830

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

RIF/ The route details to the revised RALT/ Name of en-route alternate
destination aerodrome, followed by the aerodrome(s).
ICAO four-letter location indicator of the
aerodrome. The revised route is subject CODE/ Aircraft address (expressed in the form
to re-clearance in flight. of an alphanumerical code of six
hexadecimal characters) when required
EXAMPLE: RIF/DTA HEC KLAX by the appropriate ATS authority.
RIF/ESP G94 CLA APPH Example: “F00001” is the lowest aircraft
address contained in the specific block
RIF/LEMD administered by ICAO.
REG/ The registration markings of the aircraft, RMK/ Any other plain language remarks when
if different from the aircraft identification required by the appropriate ATS
in Item 7. authority or deemed necessary.
SEL/ SELCAL Code, if so prescribed by the
appropriate ATS authority.
OPR/ Name of the operator, if not obvious

from the aircraft identification in Item 7.
STS/ Reason for special handling by ATS;

e.g., hospital aircraft, one engine
inoperative; e.g., STS/HOSP, STS/ONE
ENG INOP.
TYP/ Type(s) of aircraft, preceded if

necessary by number(s) of aircraft, if
ZZZZ is inserted in Item 9.
PER/ Aircraft performance data, if so

prescribed by the appropriate ATS
authority.
COM/ Significant data related to

communication equipment as required
by the appropriate ATS authority; e.g.,
COM/UHF only.
DAT/ significant data related to data link

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

equipment as required by the
appropriate ATS authority.
DEP/ Name of departure aerodrome, if ZZZZ

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

is inserted in Item 16.
ALTN/ Name of destination alternate

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


(COLOUR) INSERT colour of dinghies if
ITEM 19: SUPPLEMENTARY INFORMATION carried.
– Endurance A/ (AIRCRAFT INSERT colour of aircraft and

After E/ INSERT a 4-figure group giving the COLOUR AND significant markings.
fuel endurance in hours and minutes. MARKINGS)
– Persons on board N/ (REMARKS) CROSS OUT indicator N if no
After P/ INSERT the total number of persons remarks, or INDICATE any
(passengers and crew) on board, when re- other survival equipment
quired by the appropriate ATS authority. carried and any other remarks
INSERT TBN (to be notified) if the total num- regarding survival equipment.
ber of persons is not known at the time of fil-
C/ (PILOT) INSERT name of
ing.
pilot-in-command.
– Emergency and survival equipment
R/ (RADIO) CROSS OUT U if UHF on 2.3 FILED BY

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

EQUIPMENT) survival equipment is not
carried.
CROSS OUT P if polar survival
equipment is not carried
CROSS OUT D if desert
survival equipment is not
carried.
CROSS OUT M if maritime
carried.
CROSS OUT J if jungle
carried.
J/ (JACKETS) CROSS OUT all indicators if

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

C if no dinghies are carried, or
(NUMBER) INSERT number of dinghies

carried; and
(CAPACITY) INSERT total capacity, in

persons, of all dinghies carried;
and
(COVER) CROSS OUT indicator C if

dinghies are not covered; and


5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM


6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM


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

flight is scheduled to operate as listed, or


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

INSERT appropriate ICAO designator as specified in
ICAO Document 8643 — Aircraft Type Designators
(not published herein).
INSERT H, M or L indicator as appropriate:
H— HEAVY to indicate an aircraft type with

a maximum certificated take-off mass
of 136,000kg or more,
M— MEDIUM to indicate an aircraft type

with a maximum certificated take-off
mass of less than 136,000kg but more
than 7000kg,
L— LIGHT to indicate an aircraft type with

a maximum certificated take-off mass
of 7000kg or less.
ITEM N: DEPARTURE AERODROME AND TIME

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

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


8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL)

APPENDIX 4 -- AIR TRAFFIC INCIDENT REPORT

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

For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included.
A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT
AIRPROX /PROCEDURE/FACILITY*
C — THE INCIDENT
1. General
a) Date / time of incident UTC
b) Position
2. Own aircraft
a) Heading and route

b) True airspeed measured in ( ) kt ( ) km/h
c) Level and altimeter setting
d) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
e) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
f) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
g) Restrictions to visibility (select as many as required)
( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen
( ) Other cockpit structure ( ) None
h) Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None
i) Traffic avoidance advice issued by ATS
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No
j) Traffic information issued
( ) No
k) Airborne collision avoidance system — ACAS
( ) Not carried ( ) Type ( ) Traffic advisory issued
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
l) Identification
( ) No ATS surveillance system ( ) Identification ( ) No identification
m) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
* Delete as appropriate. 1
q$z

n) Avoiding action taken

( ) Yes ( ) No
o) Type of flight plan IFR / VFR /none*
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
c) Aircraft climbing or decending

( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings Level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
f) Lights displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None ( ) Unknown
g) Traffic avoidance advice issued by ATS
( ) No ( ) Unknown
h) Traffic information issued
( ) No ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No ( ) Unknown
q$z

4. Distance
a) Closest horizontal distance
b) Closest vertical distance
5. Flight meteorological conditions

a) IMC / VMC*
b) Above / below* clouds / fog / haze or between layers*
c) Distance vertically from cloud m / ft* below m / ft* above
d) In cloud / rain / snow / sleet / fog / haze*
e) Flying into / out of* sun
f) Flight visibility m / km*
6. Any other information considered important by the pilot-in-command
D — MISCELLANEOUS
1. Information regarding reporting aircraft

a) Aircraft registration
b) Aircraft type
c) Operator
d) Aerodrome of departure
e) Aerodrome of first landing destination
f) Reported by radio or other means to (name of ATS unit) at time UTC
g) Date / time / place of completion of from
2. Function, address and signature of person submitting report

a) Function
b) Address
c) Signature
d) Telephone number
3. Function and signature of person receiving report

a) Function b) Signature
q$z

2 INSTRUCTIONS FOR THE C6 Attach additional papers as required. The

diagrams may be used to show aircraft’s
COMPLETION OF THE AIR positions.
TRAFFIC INCIDENT REPORT D1 f) State name of ATS unit and date/time in
FORM UTC.
D1 g) Date and time in UTC and place of
Item
completion of form.
A Aircraft identification of the aircraft filing
E2 Include details of ATS unit such as service
the report.
provided, radiotelephony frequency, SSR
B An AIRPROX report should be filed codes assigned and altimeter setting. Use
immediately by radio. diagram to show the aircraft’s position and
C1 Date/time UTC and position in bearing attach additional papers as required.
and distance from a navigation aid or in
LAT/LONG.
C2 Information regarding aircraft filing the
report, tick as necessary.
C2 c) E.g, FL 350/1013 hPa or 2,500 ft/QNH
1007 hPa or 1,200 ft/QFE 998 hPa.
C3 Information regarding the other aircraft
involved.
C4 Passing distance — state units used.

AERONAUTICAL TELECOMMUNICATIONS
Extracted from ICAO ANNEX 10 (Vol., II) Sixth Edition — AERONAUTICAL TELECOMMUNICATIONS.
5 AERONAUTICAL MOBILE SERVICE 12000 one two thousand

— VOICE COMMUNICATIONS
cloud height transmitted as
5.2 RADIOTELEPHONY PROCEDURES
2200 two thousand two
5.2.1 General hundred
5.2.1.2 Language to be Used
4300 four thousand three
5.2.1.2.1 The air-ground radiotelephony hundred
communications shall be conducted in the language
normally used by the station on the ground or in the visibility transmitted as
English language.
1000 visibility one thousand
NOTE 1: The language normally used by the station
on the ground may not necessarily be the language 700 visibility seven hundred
of the State in which it is located. A common lan-
guage may be agreed upon regionally as a require- runway visual transmitted as
ment for stations on the ground in that region. range
NOTE 2: The level of language proficiency required 600 RVR six hundred
for aeronautical radiotelephony communications is
specified in the Appendix to Annex 1. 1700 RVR one thousand seven
hundred
5.2.1.2.2 The English language shall be
available, on request from any aircraft station, at all 5.2.1.4.1.3 Numbers containing a decimal
stations on the ground serving designated airports point shall be transmitted as prescribed in
and routes used by international air services. 5.2.1.4.1.1 with the decimal point in appropriate se-
quence being indicated by the word “DECIMAL”.
5.2.1.2.3 The languages available at a giv-
en station on the ground shall form part of the Aero- NOTE: The following examples illustrate the applica-
nautical Information Publications and other pub- tion of this procedure.
lished aeronautical information concerning such
facilities.
Number Transmitted as
5.2.1.4 Transmission of Numbers in
Radiotelephony 100.3 ONE ZERO ZERO DECIMAL THREE
5.2.1.4.1 Transmission of Numbers 38143.9 THREE EIGHT ONE FOUR THREE
5.2.1.4.1.1 All numbers, except as pre- DECIMAL NINE
scribed in 5.2.1.4.1.2, shall be transmitted by pro-
nouncing each digit separately. NOTE: For identification of VHF frequencies the
number of digits after the decimal point are deter-
5.2.1.4.1.2 All numbers used in the trans- mined on the basis of channel spacing (5.2.1.7.3.4.3
mission of altitude, cloud height, visibility and run- refers to frequencies separated by 25 kHz,
way visual range (RVR), which contain whole hun- 5.2.1.7.3.4.4 refers to frequencies separated by 8.33
dreds and whole thousands, shall be transmitted by kHz.
pronouncing each digit in the number of hundreds or
thousands followed by the word “HUNDRED” or 5.2.1.4.1.4 PANS — When transmitting
“THOUSAND” as appropriate. Combinations of time, only the minutes of the hour should normally
thousands and whole hundreds shall be transmitted be required. Each digit should be pronounced sepa-
by pronouncing each digit in the number of thou- rately. However, the hour should be included when
sands followed by the word “THOUSAND” followed any possibility of confusion is likely to result.
by the number of hundreds followed by the word
“HUNDRED” NOTE: The following examples illustrate the applica-
tion of this procedure when applying the provisions
NOTE: The following examples illustrate the applica- of 5.2.1.2.2.
tion of this procedure (see 5.2.1.4.3.1 for pronuncia-
tion.
Time Statement
Altitude transmitted as 0920 (9:20 A.M.) TOO ZE-RO or

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

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.

17 APR 09 AIR TRAFFIC CONTROL 475
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

Extracted from ICAO Annex 11 — Air Traffic Services – Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND a. 10 minutes before entering the designated

APPLICABILITY OF BROADCASTS airspace or, for a pilot taking off from an aero-
drome located within the lateral limits of the
1.1 Traffic information broadcasts by aircraft are
designated airspace, as soon as appropriate
intended to permit reports and relevant supplemen-
after take-off;
tary information of an advisory nature to be trans-
mitted by pilots on a designated VHF radiotelephone b. 10 minutes prior to crossing a reporting point;
(RTF) frequency for the information of pilots of other c. 10 minutes prior to crossing or joining an ATS
aircraft in the vicinity. route;
1.2 TIBAs should be introduced only when nec- d. at 20-minute intervals between distant reporting
essary and as a temporary measure. points;
e. 2 to 5 minutes, where possible, before a change
1.3 The broadcast procedures should be applied
in flight level;
in designated airspace where:
f. at the time of a change in flight level; and
a. there is a need to supplement collision hazard
information provided by air traffic services out- g. at any other time considered necessary by the
side controlled airspace; or pilot.
b. there is a temporary disruption of normal air traf- 2.4 FORMS OF BROADCAST
fic services. 2.4.1 The broadcasts other than those indicat-
1.4 Such airspaces should be identified by the ing changes in flight level, i.e. the broadcasts referred
States responsible for provision of air traffic services to in 2.3 a., b., c., d. and g., should be in the following
within these airspaces, if necessary with the assis- form:
tance of the appropriate ICAO Regional Office(s), and
duly promulgated in aeronautical information publi- ALL STATIONS (necessary to identify a traffic
cations or NOTAM, together with the VHF RTF fre- information broadcast)
quency, the message formats and the procedures to (call sign)
be used. Where, in the case of 1.3 a., more than one
FLIGHT LEVEL (number) (or CLIMBING1 TO
State is involved, the airspace should be designated
FLIGHT LEVEL (number))
on the basis of regional air navigation agreements
and promulgated in Doc 7030. (direction)
1.5 When establishing a designated airspace, (ATS route) (or DIRECT FROM (position) TO
dates for the review of its applicability at intervals (position))
not exceeding 12 months should be agreed by the POSITION (position2 ) AT (time)
appropriate ATC authority(ies). ESTIMATING (next reporting point, or the point
of crossing or joining a designated ATS route) AT
2 DETAILS OF BROADCASTS (time)
2.1 VHF RTF FREQUENCY TO BE USED (call sign)
2.1.1 The VHF RTF frequency to be used FLIGHT LEVEL (number)
should be determined and promulgated on a regional (direction)
basis. However, in the case of temporary disruption
Fictitious example:
occurring in controlled airspace, the States respon-
sible may promulgate, as the VHF RTF frequency to “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350
be used within the limits of that airspace, a frequency NORTHWEST BOUND DIRECT FROM PUNTA
used normally for the provision of air traffic control SAGA TO PAMPA POSITION 5040 SOUTH
service within that airspace. 2010 EAST AT 2358 ESTIMATING CROSSING
ROUTE LIMA THREE ONE AT 4930 SOUTH 1920
2.1.2 Where VHF is used for air-ground commu- EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350
nications with ATS and an aircraft has only two ser- NORTHWEST BOUND OUT”
viceable VHF sets, one should be tuned to the appro-
priate ATS frequency and the other to the TIBA fre- 1 For the broadcast referred to in 2.3 a. in the case of
quency. an aircraft taking off from an aerodrome located within
the lateral limits of the designated airspace.
2.2 LISTENING WATCH 2 For broadcasts made when the aircraft is not near an
A listening watch should be maintained on the TIBA ATS significant point, the position should be given as
accurately as possible and in any case to the nearest
frequency 10 minutes before entering the designated
30 minutes of latitude and longitude.
airspace until leaving this airspace. For an aircraft
taking off from an aerodrome located within the lat- 2.4.2 Before a change in flight level, the broad-
eral limits of the designated airspace listening watch cast (referred to in 2.3 e.) should be in the following
should start as soon as appropriate after take-off and form:
be maintained until leaving the airspace.
2.3 TIME OF BROADCASTS
A broadcast should be made:
q$z

476 AIR TRAFFIC CONTROL 17 APR 09
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)
ALL STATIONS 3.2 COLLISION AVOIDANCE

(call sign) If, on receipt of a traffic information broadcast from
(direction) another aircraft, a pilot decides that immediate action
(ATS route) (or DIRECT FROM (position) TO is necessary to avoid an imminent collision risk, and
(position)) this cannot be achieved in accordance with the right-
of-way provisions of Annex 2, the pilot should:
LEAVING FLIGHT LEVEL (number) FOR FLIGHT
LEVEL (number) AT (position and time) a. unless an alternative manoeuvre appears more
appropriate, immediately descend 150 m (500
2.4.3 Except as provided in 2.4.4, the broadcast ft), or 300 m (1000 ft) if above FL 290 in an area
at the time of a change in flight level (referred to in 2.3 where a vertical separation minimum of 600 m
f.) should be in the following form: (2000 ft) is applied;
b. display all available aircraft lighting which would
ALL STATIONS improve the visual detection of the aircraft;
(call sign) c. as soon as possible, reply to the broadcast
(direction) advising action being taken;
(ATS route) (or DIRECT FROM (position) TO d. notify the action taken on the appropriate ATS
(position)) frequency; and
LEAVING FLIGHT LEVEL (number) NOW FOR e. as soon as practicable, resume normal flight
FLIGHT LEVEL (number) level, notifying the action on the appropriate ATS
frequency.
followed by:
3.3 NORMAL POSITION REPORTING
ALL STATIONS PROCEDURES
(call sign) Normal position reporting procedures should be con-
MAINTAINING FLIGHT LEVEL (number) tinued at all times, regardless of any action taken to
initiate or acknowledge a traffic information broad-
2.4.4 Broadcasts reporting a temporary flight cast.
level change to avoid an imminent collision risk
should be in the following form:
ALL STATIONS
(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR
FLIGHT LEVEL (number)
followed as soon as practicable by:
ALL STATIONS
(call sign)
RETURNING TO FLIGHT LEVEL (number) NOW
2.5 ACKNOWLEDGEMENT OF THE

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

MACH NUMBER TECHNIQUE

1 INTRODUCTION 3.2 AIRCRAFT INSTRUMENTATION
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.


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

19 DEC 08 AIR TRAFFIC CONTROL 551 q$i
REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV)

GENERAL Navigation parameters such as distance and bearing
to a way point are computed from the aircraft posi-
RNP tion to the location of the way point. Course guid-
The ICAO Special Committee on Future Air Naviga- ance is generally derived from the linear deviation
tion Systems (FANS) defines RNP as a statement of from the desired track of a great circle course. The
required navigation accuracy in the horizontal plane desired course may be pilot elect able or may be
(lateral and longitudinal position fixing) necessary for determined by the navigation computer through com-
operation in a defined airspace. RNP types are iden- putations based on the locations of successive way
tified by a single accuracy value, shown in the table points.
below. For example, the statement of RNP 1, refers to
a required navigation performance accuracy within 1 Precision RNAV (P-RNAV) P-RNAV is the aircraft
NM of the desired flight path at least 95% of the time and operator approval requirement that is introduced
flying. for RNAV procedures in ECAC Terminal Airspace.
Terminal Airspace procedures that require P-RNAV
Table of existing and future levels of approval are designed following common principles
navigation accuracy which ensure that procedure design and execution
are fully compatible. (RNP 1) - shall provide a 95%
Accuracy in the
containment value of ± 1 NM (± 1.85 km). This
RNP RNAV Type designated airspace
level of navigation accuracy can be achieved using
RNP 1 ± 1.0 NM DME/DME, GPS or VOR/DME. It can also be main-
RNP 4 ± 4.0 NM tained for short periods using IRS (the length of time
B-RNAV (RNP 5) ± 5.0 NM that a particular IRS can be used to maintain P-RNAV
accuracy without external update is determined at
RNP 10 ± 10.0 NM
the time of certification.
RNP 12.6 ± 12.6 NM
Basic RNAV (B-RNAV) B-RNAV is the forerunner of
RNP 20 ± 20.0 NM
the RNAV programme. It was introduced to enable
B-RNAV (RNP 5) is a derivate of RNP 4, allowing con- capacity gains to be achieved through modifications
tinued operation without modification of existing route to the enroute structure. (RNP 5) - shall provide a
95% containment value of ± 5 NM (± 9.26 km). This
structures and is implemented in the ECAC (Euro-
pean Civil Aviation Conference) Airspace. level is similar to that currently achieved by aircraft
without RNAV capability on ATS routes defined by a
Potential application for RNP airspace includes: VOR or VOR/DME, when VOR’s are less than 100
– a defined airspace, such as North Atlantic min- NM apart.
imum navigation performance specifications
(MNPS) airspace. RNP AND RNAV REQUIREMENTS
– a fixed ATS route, such as between Sydney, Aus- For RNP and RNAV operations, operators have
tralia and Auckland, New Zealand. the responsibility to ensure the required level accu-
racy, within the notified RNP/RNAV environment,
– random track operations, such as between Hawaii by means of appropriate equipment usage and pre-
and Japan. scribed procedures for the flight crew. It is essential
– a volume of airspace such as a block altitude on a that ATC receives an indication from the operator
specified route. that a flight, planned along RNP/RNAV routes or
The implementation of RNP allows enhancements of in a RNP/RNAV area, has the required navigation
ATC system capacity and efficiency while retaining or capability.
establishing enhanced system safety.
APPROVAL AND CERTIFICATION
RNAV A fundamental requirement for the implementation of
RNAV is the primary means of meeting RNP require- RNP is the approval of flight operations in the vari-
ments. RNAV operations within the RNP concept ous RNP type airspaces by the State of the operator.
permit flight in any airspace within prescribed accu- Approval will be granted individually for each operator
racy tolerances, without the need to fly directly over and each individual aircraft type used by the opera-
ground-based navigation facilities. The application of tor. RNAV and FMS equipment also needs to obtain
RNAV techniques provides a number of benefits, for airworthiness approval by the national authority. The
example: approving authority must ensure that aircraft equip-
ment be installed and operated in a manner appro-
– establishment of more direct routes reducing the
flight distances. priate to the RNP type approval being sought. An
approval for a certain RNP type does not mean that
– establishment of dual or parallel routes to accom- the aircraft may be operated wherever the RNP type
modate a greater flow of enroute traffic. applies. The RNP type approval is specific to a par-
– establishment of bypass routes for high density ticular type of navigation equipment and application,
traffic areas. and for the use of INS/IRS a time limit may apply. For
– establishment of contingency routes. example, an aircraft, having approval for RNP 5 in the
– establishment of optimum locations for holding B-RNAV airspace of Europe, using RNAV equipment
requiring input from ground based navigation facilities
patterns.
such as VOR/DME may not be operated in a RNP 10
– reduces the number of ground navigation facilities. airspace where such facilities are not available.
q$z

REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV) q$i
B-RNAV CERTIFICATION AND GNSS — During the pre-flight planning phase, if 24

OPERATIONAL REQUIREMENTS satellites (23 if baro aiding is incorporated into the
In order to comply with RNAV operational require- GPS installation) are projected to be operational for
ments, aircraft must be certified for B-RNAV opera- the flight, then the aircraft can depart without further
tion in order to file an IFR flight plan in the B-RNAV action. If 23 satellites or less (22 or less if baro aid-
FIR/UIR in the ECAC airspace. See Minimum Equip- ing is incorporated), are projected to be operational,
ment List (MEL) requirements and applicable aircraft then the availability of GPS integrity (RAIM) should
procedures related to navigation performance. The be confirmed for the intended flight (route and time).
JAA has published Guidance Material On Airworthi- SYSTEM AVAILABILITY
ness Approval And Operational Criteria For The Use
Navigation systems must demonstrate an accept-
Of Navigation Systems In European Airspace Des-
ably reliable continuity of function prior to approval.
ignated For Basic RNAV Operations. The complete
National authorities may choose to rely on redun-
P-RNAV aircraft and operator approval requirements
dancy of systems in order to obtain an average
are set out in JAA TGL-10.
airborne system availability of 99.99% of flight time
SYSTEM DESCRIPTION for B-RNAV. Navigation function availability may be
assured by the use of the multi sensor area navi-
RNP gation systems which incorporate various position
Many different types of equipment are currently fixing sensors, each of which is individually usable
available to meet requirements for one or more RNP for airborne area navigation. Some RNAV systems
types. For example, a VOR/DME navigation sys- permit the use of combinations of systems or pilot
tem in combination with a simple RNAV computer selection of one system in preference to another,
accepting VOR/DME input is the least sophisticated depending on factors such as reception and weather
equipment. conditions.
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.
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REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV) q$i
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-
q$z

12 FEB 10 AIR TRAFFIC CONTROL 601 q$i
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

1 GENERAL GNSS Landing System (GLS) — An approach
The following explanation is an excerpt based on operation using augmented GNSS information to
EU-OPS 1 regarding the use and methods used to provide guidance to the aircraft based on its lateral
determine AOM. It is not intended to describe all the and vertical GNSS position. It uses geometric alti-
requirements of the EU-OPS 1 document. tude reference for its final approach slope.
Head-up Display (HUD) — A display system, which
The EU-OPS 1 Aerodrome Operating Minimums will
presents flight information into the pilot’s forward
become European Standard and replaces the former
external field of view and which does not significantly
JAR-OPS 1. It is applicable to the operation of any
restrict the external view.
civil aircraft for the purpose of commercial air trans-
portation by any operator whose principal place of Head-up Guidance Landing System (HUDLS) —
business is in an EU Member State. The total airborne system which provides head-up
guidance to the pilot. It includes all sensors, comput-
Within this document the term “EU-OPS 1” is used ers, power supplies, indications and controls.
for the new version of AOM (Subpart E – Appendix
Hybrid Head-up Display Landing System (Hybrid
1 to OPS 1.430 new). The old version of AOM is –
HUDLS) — A system which consists of a primary
on Jeppesen Charts - still designated as “JAR-OPS”
fail-passive automatic landing system and a second
or “JAA MINIMUMS” even it is now also part of the
independent HUD/HUDLS enabling the pilot to com-
EU-OPS 1 as Subpart E – Appendix 1 to OPS 1.430
plete a landing manually after failure of the primary
old.
system.
On JEPPESEN approach and aerodrome charts an Low Visibility Procedures (LVP) — Procedures
inverse printed “Standard” label indicates that the applied at an aerodrome for the purpose of ensuring
minimums are established according the new Euro- safe operations during CAT III, CAT II, Other Than
pean Standard. Standard CAT II and Lower Than Standard CAT I
The JAR-OPS 1 (EU-OPS 1 Subpart E – Appendix approaches and Low Visibility Take-offs.
1 to OPS 1.430 old) Aerodrome Operating Minimums Low Visibility Take-off — A take-off on a runway
are described in paragraph 18 of this document. where the RVR is less than 400m.
Lower Than Standard CAT I Operation — A CAT
2 DEFINITIONS I instrument approach and landing operation using
APV Operation — An Approach Procedure with Ver- CAT I DH, but with an RVR lower than would normally
tical Guidance is an approach which utilizes lateral be associated with the applicable DH.
and vertical guidance, but does not meet the require-
Non-precision Approach (NPA) — Is an instrument
ments established for precision approach and land-
approach using any of the following facilities, Local-
ing operations, with a DH not lower than 250ft and an
izer with and without DME, SRA, RNAV (LNAV), VOR,
RVR not less than 600m.
VOR and DME, NDB, NDB and DME or VDF with
CAT I Operation — Is a precision instrument MDH or DH not lower than 250ft and RVR/CMV of
approach and landing using ILS, MLS, GLS or PAR not less than 750m.
with a DH not lower than 200ft and with an RVR not
Other Than Standard CAT II Operation — A CAT II
less than 550m.
instrument approach and landing operation to a run-
CAT II Operation — Is a precision instrument way where some or all of the elements of the ICAO
approach and landing using ILS or MLS with a DH Annex 14 CAT II lighting system are not available, with
below 200ft but not lower than 100ft and an RVR of a DH below 200ft but not lower than 100ft and an RVR
not less than 300m. of not less than 350/400m.
Continuous Descent Final Approach (CDFA) — A Stabilized Approach (SAp) — An approach which is
specific technique for flying the final approach seg- flown in a controlled and appropriate manner in terms
ment as a continuous descent, without level-off, from of configuration, energy and control of the flight path
an altitude at or above the FAF altitude to a point from a pre-determined point or altitude to a point 50ft
approximately 50ft above the landing threshold. above the landing threshold.
Converted Meteorological Visibility (CMV) — A
value (equivalent to an RVR) which is derived from 3 OPERATORS RESPONSIBILITY
the reported meteorological visibility by using particu- An operator shall establish, for each departure, des-
larly conversion factors. Jeppesen will publish all RVR tination or alternate aerodrome planned to be used,
values above 2000m as CMV. aerodrome operating minimums. The method of
Enhanced Vision System (EVS) — An electronic determination of such minimums must be acceptable
means of displaying a real-time image of the external by the authority. In-flight calculation of minimums for
scene through the use of imaging sensors. unplanned alternate aerodromes shall be carried out
with a method acceptable to the authority.
Fail Operational Hybrid Landing System — A
system which consists of a primary fail-passive auto- The operator must ensure that the new rules (Appen-
matic landing system and a secondary independent dix 1 to OPS 1.430 new) or the old rules (Appendix
guidance system enabling the pilot to complete a 1 to OPS 1.430 old - latest until 16 JUL 2011) are
landing manually after failure of the primary system. applied.
In establishing AOM which will apply to any particular
operation, an operator must take full account of:
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EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i
– 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,
Table 1 CONVERSION OF REPORTED MET VIS TO RVR/CMV

RVR/CMV = Reported MET VIS x
Lighting elements in operation
Day Night
HIALS and HIRL 1.5 2.0
Any type of lighting installation
1.0 1.5
other than above
No lighting 1.0 Not applicable
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
6 TAKE-OFF MINIMUMS (EU-OPS 1) VISUAL REFERENCE

GENERAL Take-off minimums must be determined to ensure
sufficient guidance to control the aircraft in case of
Take-off minimums established by the operator must discontinued take-off in adverse circumstances or
be expressed as VIS or RVR, taking into account all during continued take-off after failure of the critical
relevant factors for each aerodrome planned to be power unit.
used. Where there is a specific need to see and to
avoid obstacles a ceiling or climb gradient must be REQUIRED RVR/VIS
specified. a. For multi-engine aircraft, whose performance is
Take-off shall not be commenced unless weather such that in the event of a critical power unit fail-
conditions at the aerodrome of departure are equal ure at any point during take-off the aircraft can
to or better than applicable minimums for landing at either stop or continue the take-off to a height of
that aerodrome unless a suitable take-off alternate 1500ft above the aerodrome while clearing all
aerodrome is available. obstacles by the required margins, the take-off
minimums established by an operator must be
When the reported meteorological VIS is below the expressed as RVR/VIS values not lower than
VIS required for take-off and RVR is not reported (or those in Table 2 below.
no meteorological VIS or RVR report is available) a
b. For multi-engine aircraft whose performance
take-off may only be commenced if the commander
is such that they cannot comply with the per-
can determine that the RVR/VIS along the take-off
formance conditions specified in paragraph (a)
runway is equal to or better than the required mini-
above in the event of a critical power unit failure,
mum.
there may be a need to re-land immediately
q$z

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 2 TAKE-OFF RVR/VIS

RVR / VIS (m) 1 , 2
Facilities
CAT A, B & C CAT D
Approved Operators (with approved lateral guidance system) 3 75
Approved Operators 4 125 150
RL, CL & multiple RVR information 5 150 200
RL & CL 200 250
RL and/or RCLM 6 250 300
Nil (Day only) 500
1 For RVR/VIS below 400m Low Visibility Procedure must be in use.
2 The reported RVR/VIS of the initial part of take-off run can be replaced by pilot assessment.
3 For additional information about Approved Operators refer to the description below this table.
4 For additional information about Approved Operators refer to the description below this table.
5 The required RVR value must be achieved for all relevant RVR reporting points except the initial part of take-off run.
6 For night operations at least RL and runway end lights are required.
Approved Operators: 4. A 90m visual segment is available from the

a. Subject to the approval of the Authority and pro- cockpit at the start of the take-off run,
vided the requirements in paragraphs 1. to 5. 5. The required RVR value has been
below have been met, an operator may reduce achieved for all of the relevant RVR report-
the take-off minimum to 125m/150m when: ing points.
1. Low Visibility Procedures are in force, b. Subject to approval of the Authority, an operator
2. High intensity CL spaced 15m or less and of an aircraft using an approved lateral guidance
HIRL spaced 60m or less are in operation, system or an approved HUD/HUDLS for take-off
may reduce the take-off minimum to not lower
3. Crews have satisfactorily completed train-
than RVR 75m provided runway protection and
ing in a simulator approved for this proce-
facilities equivalent to Category III landing oper-
dure,
ations are available.
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.
q$z

Table 4 MDH/METEOROLOGICAL VIS FOR CIRCLING APPROACHES

Aircraft Category A B C D
MDH (ft) 400 500 600 700
VIS (m) 1500 1600 2400 3600
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).
Table 5 APPROACH LIGHT SYSTEMS

Length, Configuration and Intensity of
Class of Facility
Approach Lights
ICAO: CAT I precision approach lighting system
FALS (Full Approach Light System) (HIALS 720m or more), distance coded centerline,
barrette centerline.
ICAO: simple approach lighting system (HIALS 420m
IALS (Intermediate Approach Light System)
– 719m), single source, barrette.
Any other approach lighting system (HIALS 210m –
BALS (Basic Approach Light System)
419m, MIALS or ALS of 210m or more).
Any other approach lighting system (HIALS, MIALS or
NALS (No Approach Light System)
ALS less than 210m) or no approach lights.
RVR/CMV Required RVR/VIS(m) = [(DH or MDH(ft) x 0.3048)/

The minimum RVR/CMV shall be the highest of the tan α] – length of approach lights (m)
values derived from Table 6 and the minimum values The formula can also be used when calculating RVR
for the specific approach type but not greater than the values for steeper approaches angles (α) with the
maximum values for the specific type of approach. approval of the authority.
The values in Table 6 are derived from the following
formula:
Table 6 RVR/CMV (m) vs DH/MDH and Lights – All Aircraft Categories

RVR/CMV (m) depending on Class of Lighting Facilities
DH or MDH (ft)
FALS IALS BALS NALS
200 – 210 550 750 1000 1200
211 – 220 550 800 1000 1200
221 – 230 550 800 1000 1200
231 – 240 550 800 1000 1200
241 – 250 550 800 1000 1300
251 – 260 600 800 1100 1300
261 – 280 600 900 1100 1300
281 – 300 650 900 1200 1400
301 – 320 700 1000 1200 1400
321 – 340 800 1100 1300 1500
341 – 360 900 1200 1400 1600
361 – 380 1000 1300 1500 1700
381 – 400 1100 1400 1600 1800
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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
8.1 CAT I PRECISION (ILS, MLS,

GLS, PAR) and APV
The minimum and maximum RVR/CMV values are as
shown in Table 7.
Table 7 RVR/CMV (MIN/MAX)

RVR/CMV (m) depending on Aircraft Category
A B C D
Minimum According to Table 6
Maximum 1500 1500 2400 2400
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.
q$z

8.2 NON-PRECISION APPROACHES a. approach is flown using CDFA technique,

All non-precision approaches shall be flown using the b. descent angle not above 4.5° for CAT A & B and
continuous descent final approach technique (CDFA) not above 3.77° for CAT C & D, unless other
unless otherwise approved by the authority for a par- approach angles are approved by the authority,
ticular approach to a particular runway. c. final offset not more than 15° for CAT A & B and
The missed approach, after an approach has been not more than 5° for CAT C & D,
flown using CDFA technique, shall be executed d. final approach segment of at least 3nm,
when reaching the decision altitude (height) or e. FAF or appropriate fix where descent is initiated
the MAP, whichever occurs first. The lateral part is available, or distance to threshold is available
of the missed approach procedure must be flown by FMS, RNAV or DME,
via the MAP unless otherwise stated in the proce-
f. if MAP is defined by timing, the distance from
dure.
FAF to threshold is less than 8nm.
The RVR is the higher value of Table 6 (based on
DH/MDH) and 8 depending on fulfilling the follow-
ing requirements, but not above the maximum values
from Table 8:
Table 8 RVR/CMV (MIN/MAX) – FULFILLING ALL REQUIREMENTS

A B C D
Minimum 750 750 750 750
Maximum 1500 1500 2400 2400
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
Table 9 RVR/CMV (MIN/MAX) – NOT FULFILLING ALL REQUIREMENTS

A B C D
Minimum 1000 1000 1200 1200
According to Table 6 if flown using CDFA technique, otherwise an add-on of 200m for CAT
Maximum
A & B and 400m for CAT C & D applies to the values from Table 6, but not above 5000m.
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.
Table 10 LOWEST MDH/DH NON-PRECISION APPROACHES

Facility Lowest MDH/DH (ft)
LOC, LOC and DME, VOR and DME, SRA (terminating at ½nm) 250
VOR, NDB and DME, RNAV (LNAV), SRA (terminating at 1nm) 300
NDB, VDF, SRA (terminating at 2nm or more) 350
VISUAL REFERENCE – RL,

The pilot shall not continue an approach below mini- – other visual references accepted by the authority.
mum descent height unless at least one of the follow-
ing elements is distinctly visible and identifiable to the 9 LOWER THAN STANDARD CAT I
pilot: OPERATIONS (EU-OPS 1)
– elements of the approach light system, DECISION HEIGHT
– threshold, threshold markings, threshold lights or A decision height for Lower Than Standard CAT I
threshold identification lights, operations must not be lower than:
– visual glide slope indicator, – the DH specified in the Aircraft Flight Manual or
– touchdown zone or touchdown zone markings, equivalent documents,
– TDZ,
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– the minimum height to which the precision whichever is higher.

approach aid can be used without the required
visual reference, RVR/CMV
– the OCH for the aircraft category, The lowest RVR values to be used by an operator for
Lower Than Standard CAT I operations are shown in
– the decision height the flight crew is authorized to Table 11 below.
operate,
– 200ft
Table 11 RVR/CMV LOWER THAN STANDARD CAT I OPERATIONS

RVR/CMV (m) depending on Class of Lighting Facility 1 , 2
DH (ft) FALS IALS BALS NALS

200 – 210 400 3 500 600 750
211 – 220 450 550 650 800
221 – 230 500 600 700 900
231 – 240 500 650 750 1000
241 – 249 550 700 800 1100
1 For operations to a minimum RVR of 450m Class I/T/1 ILS required.
2 For operations with RVR less than 450m Class II/D/2 ILS required.
3 For operations with RVR below 450m TDZ and/or CL required.
VISUAL REFERENCE – Training shall be completed (low visibility opera-

The pilot shall not continue an approach below deci- tions – training & qualification applicable to CAT II
sion height unless visual reference containing one of operations as of Appendix 1 to OPS 1.450).
the following elements is attained and can be main- – The operator must ensure that Low Visibility Pro-
tained: cedures are established and in operation at the
– at least 3 consecutive lights being the centerline landing aerodrome.
of the approach lights, Due to the requirements above Jeppesen will
– TDZ, CL or RL, publish minimums for Lower Than Standard CAT
I operations on operator’s request on tailored
– or a combination of the above.
charts.
The visual reference must include a lateral element
of the ground pattern (like an approach lighting cross- 10 STANDARD CAT II OPERATIONS
bar, landing threshold, a barrette of the TDZ) unless (EU-OPS 1)
the operation is conducted utilizing an approved
HUDLS to at least 150ft above threshold. DECISION HEIGHT
An operator must ensure that the decision height is
TYPE OF FACILITY
not lower than:
An ILS/MLS which supports Lower Than Standard
– The minimum decision height specified in the Air-
CAT I operations must be an unrestricted facility with
craft Flight Manual or equivalent documents,
a straight-in course equal to or less than 3° offset and
the ILS must be certificated to: – the minimum height to which the precision
approach aid can be used without the required
– Class I/T/1 for operations to a minimum RVR of
visual reference,
450m,
– the OCH for the aircraft category,
– Class II/D/2 for operations to less than 450m RVR.
– the decision height to which the flight crew is
Single ILS facilities are only acceptable if Level 2 per-
authorized to operate,
formance is provided.
– 100ft,
APPROVAL whichever is higher.
To conduct Lower Than Standard CAT I operations:
RVR
– The operator shall be approved by the author-
ity. The lowest minimums to be used by an operator for
CAT II operations are shown in Table 12 below.
– The approach shall be flown auto-coupled to an
autoland or an approved HUDLS shall be used to
at least 150ft above threshold.
– The aircraft shall be certified in accordance to
CS-AWO to conduct CAT II operations.
– The autoland system shall be approved for CAT
IIIA operations.
– In service proving requirements shall be com-
pleted (aircraft, aerodrome, runway).
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Table 12 RVR STANDARD CAT II OPERATIONS

DH (ft) RVR (m) CAT A, B & C 1 RVR (m) CAT D 2
100 – 120 300 300/350 3

121 – 140 400
141 and above 450
1 Auto-coupled or Approved HUDLS to below DH – which means continued use of the automatic flight control
system or the HUDLS down to a height of 80% of the DH.
2 Auto-coupled or Approved HUDLS to below DH – which means continued use of the automatic flight control
system or the HUDLS down to a height of 80% of the DH.
3 RVR 300m may be used for aircraft conducting an autoland.
VISUAL REFERENCE – the minimum decision height specified in the Air-

The pilot shall not continue an approach below deci- craft Flight Manual or equivalent documents,
sion height unless visual reference containing one of – the minimum height to which the precision
the following elements is attained and can be main- approach aid can be used without the required
tained: visual reference,
– at least 3 consecutive lights being the centerline – the OCH for the aircraft category,
of the approach lights, – the decision height to which the flight crew is
– TDZ, CL or RL, authorized to operate,
– or a combination of the above. – 100ft,
The visual reference must include a lateral element whichever is higher.
of the ground pattern (like an approach lighting cross-
bar, landing threshold, a barrette of the TDZ) unless RVR
the operation is conducted utilizing an approved The lowest minimums depend on DH and available
HUDLS to touchdown. approach light system as shown in Table 13 below.
11 OTHER THAN STANDARD CAT II

OPERATIONS (EU-OPS 1)
DECISION HEIGHT
An operator must ensure that the decision height is
not lower than:
Table 13 RVR OTHER THAN STANDARD CAT II OPERATIONS

RVR (m) 1 , 2 , 3
FALS IALS BALS NALS

DH (ft) CAT A, B & C CAT D CAT A - D CAT A - D CAT A - D
100 – 120 350 4 400 5 450 600 700
121 – 140 400 6 450 500 600 700
141 – 160 450 500 500 600 750
161 – 199 450 500 550 650 750
1 For operations to a minimum RVR of 450m Class I/T/1 ILS required.
2 For operations with RVR less than 450m Class II/D/2 ILS required.
3 Autoland or approved HUDLS utilized to touchdown.
4 For operations in RVR of 400m or less CL must be available.
To conduct Other Than Standard CAT II operations – or a combination of the above.

the operator must ensure that appropriate low visibil- The visual reference must include a lateral element of
ity procedures are established and in operation at the the ground pattern (i.e. an approach lighting crossbar,
landing aerodrome. landing threshold, a barrette of the TDZ) unless the
VISUAL REFERENCE operation is conducted utilizing an approved HUDLS
to touchdown.
The pilot shall not continue an approach below deci-
sion height unless visual reference containing one of TYPE OF FACILITY
the following elements is attained and can be main- An ILS/MLS which supports Other Than Standard
tained: CAT II operations shall be an unrestricted facility with
– at least 3 consecutive lights being the centerline a straight-in course equal to or less than 3° offset and
of the approach lights, the ILS shall be certificated to:
– TDZ, CL or RL,
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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.
Table 14 CAT III OPERATIONS

Roll-out Control/ Guidance
CAT Decision Height (ft) 1 RVR (m)
System
IIIA Less than 100 Not required 200
IIIB Less than 100 Fail-passive 150 2
IIIB Less than 50 Fail-passive 125
Less than 50 or
IIIB Fail-operational 3 75
No Decision Height
1 Flight control system redundancy is determined under CS-AWO by the minimum certificated decision height.
2 For aircraft certificated in accordance with CS-AWO 321 (b)(3) or equivalent.
3 The fail-operational system referred to may consist of a fail-operational hybrid system.
VISUAL REFERENCE For CAT IIIB operations conducted either with

For CAT IIIA and for CAT IIIB operations either with fail-operational flight control systems or with a
fail-passive flight control systems or with the use of fail-operational hybrid landing system (comprising
an approved HUDLS, a pilot may not continue an e.g. a HUDLS) using a decision height a pilot may
approach below the decision height unless a visual not continue an approach below the decision height
reference of one of the following elements is attained unless a visual reference containing at least one
and can be maintained: centerline light is attained and can be maintained.
– at least 3 consecutive lights being the centerline 13 FAILED OR DOWNGRADED
of the approach lights,
EQUIPMENT (EU-OPS 1)
– TDZ, CL or RL,
The effect on landing minimums is shown in Table 15
– or a combination of the above. below.
Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS

Failed or Downgraded Effect on Landing Minimums
Equipment CAT IIIB CAT IIIA CAT II CAT I Non-precision
ILS stand-by transmitter Not allowed No effect
Outer Marker No effect if replaced by published equivalent position Not applicable
No effect unless
Middle Marker No effect
used as MAP
May be temporarily replaced with Midpoint RVR
TDZ RVR assessment
if approved by the State of the Aerodrome. RVR No effect
system
may be reported by human observation.
Midpoint or Rollout RVR No effect
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Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS (continued)

Failed or Downgraded Effect on Landing Minimums
Equipment CAT IIIB CAT IIIA CAT II CAT I Non-precision
Anemometer for runway in
No effect if other ground source available
use
Ceilometer No effect
Not allowed for operations
Approach Lights Not allowed 1 Minimums as for NALS
with DH > 50ft
Approach lights except the
No effect Not allowed 2 Minimums as for BALS
last 210m
Approach lights except the
No effect No effect 3 Minimums as for IALS
last 420m
Standby power for
No effect
approach lights
Day: Minimums as for NALS
Whole runway light system Not allowed
Night: Not allowed
Day only
Edge lights
Night: Not allowed
Day:
Day: RVR 300m RVR 300m
Centerline lights No effect
Night: Not allowed Night:
RVR 550m
CL lights spacing
RVR 150m No effect
increased to 30m
Day: RVR 200m Day: RVR 300m
TDZ lights No effect
Night: RVR 300m Night: RVR 550m
Standby power for runway
Not allowed No effect
lights
Taxiway light system No effect - except delays due to reduced movement rate
1 Other than Standard CAT II: No effect.
NOTE 1: Applicable conditions for the use of the table 14 ENHANCED VISION SYSTEMS
above: (EU-OPS 1)
– Multiple failures of runway lights are not accept- The Enhanced Vision System (EVS) may only be
able. used for ILS, MLS, PAR, GLS and APV operations
– Deficiencies of approach and runway lights are with a DH not lower than 200ft or on approaches
treated separately. when using approved vertical flight path guidance to
– CAT II/III operations: A combination of deficiencies a MDH or DH not below 250ft.
in runway lights and RVR assessment equipment A pilot using an EVS certificated for the purpose of
is not allowed. this paragraph and used in accordance with the pro-
– Failures other than ILS affect RVR only and not cedures and limitations of the approved flight manual,
DH . may:
NOTE 2: For CAT IIIB operations with no decision a. Continue an approach below DH or MDH to
height, an operator shall ensure that, for aircraft 100ft above threshold elevation provided that at
authorized to conduct no decision height operations least one of the following visual references is dis-
with the lowest RVR limitations, the following applies played and identifiable on the enhanced vision
in addition to the table above: system:
– RVR: At least one RVR value must be available at – elements of the approach lighting or
the aerodrome. – runway threshold, identified by the beginning
– Runway lights: of the runway landing surface, threshold
a. No RL or no CL: Day - RVR 200m. lights or by threshold identification lights and
b. No RL or no CL: Night - Not allowed. – touchdown zone identified by touchdown
zone landing surface, touchdown zone
c. No TDZ lights – No restriction.
lights, touchdown zone markings or by
d. No Stand-by power to RL: Day – RVR 200m. runway lights.
e. No Stand-by power to RL: Night – Not b. Reduce the calculated RVR/CMV for the
allowed. approach according the Table 16 below.
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Table 16 RVR/CMV REDUCTION WHEN USING EVS

Reduced RVR/CMV (m) Reduced RVR/CMV (m)
Required RVR/CMV (m) Required RVR/CMV (m)
when using EVS when using EVS
550 350 2700 1800
600 400 2800 1900
650 450 2900 1900
700 450 3000 2000
750 500 3100 2000
800 550 3200 2100
900 600 3300 2200
1000 650 3400 2200
1100 750 3500 2300
1200 800 3600 2400
1300 900 3700 2400
1400 900 3800 2500
1500 1000 3900 2600
1600 1100 4000 2600
1700 1100 4100 2700
1800 1200 4200 2800
1900 1300 4300 2800
2000 1300 4400 2900
2100 1400 4500 3000
2200 1500 4600 3000
2300 1500 4700 3100
2400 1600 4800 3200
2500 1700 4900 3200
2600 1700 5000 3300
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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– destination alternate aerodrome, when appropriate weather reports or forecasts or any

– isolated aerodrome, combination thereof indicate, that during a period
commencing one hour before and ending one hour
– enroute alternate aerodrome (ERA),
after the estimated time of arrival, the weather con-
– 3% ERA (an ERA selected for the purpose of ditions will be at or above the planning minimums as
reducing contingency fuel to 3%) in Table 17 below.
Table 17 PLANNING MINIMUMS

Type of Approach Planning Minimums
CAT II and III CAT I (Note 1)
CAT I Non-precision (Notes 1 and 2)
Non-precision Non-precision (Notes 1 and 2) plus 200ft / 1000m
Circling Circling
Note 1: RVR tional limits of Table 18 below will exist. An operator

shall include in the Operations Manual the method
Note 2: The ceiling must be at or above the MDH
for determining the operating minima at the planned
An operator shall not select an aerodrome as an ETOPS enroute alternate aerodrome.
ETOPS enroute alternate aerodrome when appropri-
Jeppesen will publish planning minimums on
ate weather reports or forecasts or any combination
request only.
thereof indicate, that between the anticipated time of
landing until one hour after the latest possible time
of landing, conditions calculated by adding the addi-
Table 18 PLANNING MINIMUMS – ETOPS

Approach Facility Alternate Airfield Ceiling Weather Minimums (VIS/RVR)
Precision approach Authorized DH + 200ft Authorized VIS + 800m
Non-precision approach or
Authorized MDH + 400ft Authorized VIS + 1500m
Circling approach
17 COMMENCEMENT AND The touchdown zone RVR is always controlling. If

CONTINUATION OF AN reported and relevant, the mid-point and stop-end
RVR are also controlling. The minimum RVR for the
APPROACH - APPROACH mid-point is 125m or the RVR required for the touch-
BAN (EU-OPS 1) down zone if less. The minimum RVR for the stop-end
An instrument approach may be commenced regard- is 75m. For aircraft equipped with a roll-out guidance
less of the reported RVR/VIS but the approach shall or control system, the minimum RVR value for the
not be continued beyond the outer marker or equiva- mid-point is 75m.
lent position, if the reported RVR/VIS is less than the
Relevant in this context means that part of the run-
applicable minima. Where RVR is not available, RVR
way used during the high speed phase of the landing
values may be derived by converting the reported vis-
down to a speed of approximately 60kt.
ibility. If, after passing the outer marker or equivalent
position the reported RVR/VIS falls below the appli- 18 JAR-OPS 1 AOM (EU-OPS 1
cable minimum, the approach may be continued to
DA(H) or MDA(H).
Subpart E – Appendix 1 to
OPS 1.430 old)
Where no outer marker or equivalent position exist,
the pilot shall make the decision to continue or aban- 18.1 GENERAL
don the approach before descending below 1000ft The following explanation is an excerpt based on
above the aerodrome on the final approach segment. EU-OPS 1 (Subpart E – Appendix 1 to OPS 1.430
If the MDA(H) is 1000ft or more about aerodrome the old) which is the same as the former JAR-OPS 1
operator shall establish a height for each approach regarding the use and method used to determine
procedure, below which the approach shall not be AOM. The lighting requirements are the same as
continued if RVR/VIS is less than the applicable min- described in the EU-OPS section.
imum.
This paragraph focuses on the differences, applicable
The approach may be continued below DA(H) or to JAR-OPS 1 operators.
MDA(H) and the landing may be completed provided
that the required visual reference is established at The following table identifies the relevant paragraphs
the DA(H) or MDA(H) and is maintained. for JAR-OPS 1 operators.
VIS to RVR conversion Refer to paragraph 5

Lighting Facilities Refer to table 5
Take-off Refer to paragraph 6 and 18.2
q$z

CAT III Precision Approaches Refer to paragraph 12 and 18.8

CAT II Precision Approaches Refer to paragraph 10 and 18.7
CAT I Precision Approaches Refer to paragraph 18.5
Non-Precision Approaches Refer to paragraph 18.4
Circling Approaches Refer to paragraph 7 and 18.3
Failed or Downgraded Equipment Refer to paragraph 13
Planning Minimums Refer to paragraph 16
APV Minimums Refer to paragraph 8.1
Approach Ban Refer to paragraph 17
Single Pilot Operations Refer to paragraph 18.6
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.
Table 19 LOWEST MDH FOR NON-PRECISION APPROACHES – JAR-OPS

Approach Facility MDH
LOC (GS out), VOR and DME, SRA (terminating at ½nm) 250ft
VOR, NDB, VDF, SRA (terminating at 1nm) 300ft
SRA (terminating at 2nm) 350ft
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
Table 20 RVR FOR NON-PRECISION APPROACHES – JAR-OPS

Intermediate
MDH (ft) Full Facilities Basic Facilities Nil Facilities
Facilities
A: 1000m A: 1200m
AB: 1500m
ABC: 800m B: 1100m B: 1300m
250 – 299 C: 1600m
D: 1200m C: 1200m C: 1400m
D: 1800m
D: 1400m D: 1600m
A: 1200m A: 1300m
A: 900m AB: 1500m
B: 1300m B: 1400m
300 – 449 BC: 1000m C: 1800m
C: 1400m C: 1600m
D: 1400m D: 2000m
D: 1600m D: 1800m
A: 1400m
A: 1000m AB: 1500m
B: 1500m AB: 1500m
450 – 649 BC: 1200m C: 1800m
C: 1600m CD: 2000m
D: 1600m D: 2000m
D: 1800m
A: 1200m AB: 1500m
AB: 1500m AB: 1500m
650 and above BC: 1400m C: 1800m
CD: 2000m CD: 2000m
D: 1800m D: 2000m
q$z

18.5 CAT I PRECISION APPROACH whichever is higher.

MINIMUMS An operator must ensure that the RVR for a precision
An operator must ensure that the DH for a precision approach is not below the values given in the Table
approach is not lower than: 21 below and not below any State given value. The
– The minimum DH specified in the operator’s flight table is only applicable to conventional approaches
operations manual, with a glide slope angle up to and including 4°. The
– The minimum height to which the precision figures may be either reported RVR or meteorological
approach aid can be used without the required VIS converted to RVR as described in paragraph 5.
visual reference, The DH in Table 21 refers to the initial calculation of
DH.
– The OCH/OCL for the aircraft category,
– 200ft,
Table 21 RVR FOR CAT I PRECISION APPROACHES – JAR-OPS

Intermediate
DH (ft) Full Facilities Basic Facilities Nil Facilities
Facilities
200 550m 700m 800m 1000m
201 – 250 600m 700m 800m 1000m
251 - 300 650m 800m 900m 1200m
301 and above 800m 900m 1000m 1200m
18.6 SINGLE PILOT OPERATIONS

For single pilot operations an RVR of less than 800m
is not permitted, except when using a suitable autopi-
lot coupled to an ILS or MLS, in which case normal
minimums apply. The DH applied must not be less
than 1.25x the minimum height for the autopilot.
18.7 CAT II PRECISION APPROACH
MINIMUMS
The CAT II minimums are the same as for the
EU-OPS. JAR-OPS 1 operators can use both, Stan-
dard and JAR-OPS CAT II minimums.
18.8 CAT III PRECISION APPROACH
MINIMUMS
The CAT III minimums are nearly the same as for
the EU-OPS. JAR-OPS 1 operators can use both,
Standard and JAR-OPS CAT III minimums.
VISUAL REFERENCE
For CAT IIIA operations and for CAT IIIB operations
with fail-passive flight control systems, a pilot may
not continue an approach below the decision height
unless a visual reference of one of the following ele-
ments is attained and can be maintained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ or CL or RL,
– or a combination of the above.
For CAT IIIB operations with fail-operational flight
control systems using a decision height, a pilot may
not continue an approach below the decision height
unless a visual reference containing at least one
centerline light is attained and can be maintained.
For CAT III operations with no decision height there
is no requirement for visual contact with the runway
prior to touchdown.
RVR
The Note 3 of Table 14 is not applicable to JAR-OPS
1 operators.
q$z

30 OCT 09 AIR TRAFFIC CONTROL ME-1 q$i
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) MIDDLE EAST

AREA OF APPLICABILITY NOTE 3: Aircraft that have not received State
RVSM shall be applicable in that volume of airspace approval for RVSM operations will be referred to as
between FL290 and FL410 inclusive in the flight infor- ‘non-RVSM approved aircraft’.
mation regions (FIR/UIR). Guidance material of use to those involved in the
initial achievement and continued maintenance of
the height-keeping performance capability has been
issued by ICAO under the title “Guidance Material on
the Implementation of a 300m (1000ft) Vertical Sep-
aration Minimum (VSM) in the ME RVSM Airspace”.
Detailed technical guidance material on the airwor-
thiness, continued airworthiness, and the operational
practices and procedures for the ME RVSM airspace
is provided in the Joint Aviation Authorities “Adminis-
trative and Guidance Material, Section One: General,
Part 3: Temporary Guidance Leaflet No. 6”.
Monitoring of flight operations in the ME RVSM
airspace shall be conducted to assess the contin-
1193664557000
uing compliance of aircraft with the height-keeping
performance requirements.
AIRCRAFT EQUIPMENT NOTE: Monitoring will be conducted in accordance
On behalf of the ME-Region ATS providers a web site with the appropriate material issued by ICAO. When
is containing documents and policy on: notified, operators will be required to cooperate in the
http://www.midrma.com. monitoring program.
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.
MEANS OF COMPLIANCE Operators of formation flights of the State aircraft

shall not insert the letter ‘W’ in item 10 of the ICAO
Except for State aircraft, operators intending to con- flight plan form, regardless of the RVSM approval
duct flights within the volume of airspace where status of the aircraft concerned.
RVSM is applied shall require an RVSM approval
either from the State in which the operator is based Operators of formation flights of State aircraft intend-
or from the State in which the aircraft is registered. ing to operate within the ME RVSM airspace as gen-
To obtain such an RVSM approval, operators shall eral air traffic (GAT) shall include STS/NONRVSM in
satisfy the said State that: the item 18 of the ICAO flight plan form.
a. aircraft for which the RVSM approval is sought Operators of RVSM approved aircraft shall also
have the vertical navigational performance include the letter ‘W’ in item Q of the RPL, regardless
capability required for RVSM operations through of the requested flight level. If a change of aircraft
compliance with the criteria of the RVSM min- operated in accordance with an RPL results in a
imum aircraft systems performance specifica- modification of the RVSM approval status in item Q,
tions (MASPS). a modification message (CHG) shall be submitted by
b. they have instituted procedures in respect of the operator.
continued airworthiness (maintenance and Operators of RVSM approved aircraft and non-RVSM
repair) practices and programs, and approved State aircraft intending to operate from
c. they have instituted flight crew procedures for non-RVSM airspace to adjacent RVSM airspace
operations in the ME RVSM airspace. shall include, in item 15 of the ICAO flight plan form,
NOTE 1: An RVSM approval is not restricted to a spe- the entry point at the lateral limits of RVSM airspace
cific region instead. It is valid globally on the under- and the requested flight level for that portion of the
standing that any operating procedures specific to a route commencing at the entry point.
given region in this case the ME Region, should be Operators of RVSM approved aircraft and non-RVSM
stated in the operations manual or appropriate crew approved State aircraft intending to operate from
guidance. RVSM airspace to adjacent non-RVSM airspace
NOTE 2: Aircraft that have received State approval shall include, in item 15 of the ICAO flight plan form,
for RVSM operations will be referred to as ‘RVSM the exit point at the lateral limit of RVSM airspace
approved aircraft’. and the requested flight level for that portion of the
route commencing at the exit point.
q$z

ME-2 AIR TRAFFIC CONTROL 30 OCT 09
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) MIDDLE EAST q$i
Operators on non-RVSM approved State aircraft with AIR TRAFFIC CONTROL

a requested cruising level of FL290 or above shall CLEARANCES INTO THE ME
insert STS/NONRVSM in item 18 of the ICAO flight
plan form.
RVSM AIRSPACE
Except for operations within the ME RVSM tran-
RVSM ENTRY/EXIT POINTS sition airspace, only RVSM approved aircraft and
See Enroute Charts. non-RVSM approved State aircraft shall be issued
an ATC clearance in to the ME RVSM airspace.
FLIGHT PLANNING FOR NON-RVSM
ATC clearance into the ME RVSM airspace shall not
APPROVED AIRCRAFT be issued to formation flights of aircraft.
Except for the operations within the ME RVSM tran-
sition airspace. SEPARATION OF AIRCRAFT
Operators of non-RVSM approved aircraft shall flight VERTICAL SEPARATION
plan to operate outside the ME RVSM airspace. Between FL290 and FL410 inclusive, within the ME
Operators of non-RVSM approved aircraft intending RVSM airspace, the vertical separation minimum
to operate from a departure airport outside the lateral shall be:
limits of the ME RVSM airspace at a cruising level a. 300m (1000ft) between RVSM approved air-
of FL290 or above to a destination airport within the craft,
lateral limits of the ME RVSM airspace shall include b. 600m (2000ft) between:
the following in item 15 of the flight plan:
– non-RVSM approved State aircraft and any other
– the entry point at the lateral limits of the ME RVSM aircraft operating within the ME RVSM airspace,
airspace, and
– all formation flights of State aircraft and any other
– the requested flight level below FL290 for that por- aircraft operating within the ME RVSM airspace,
tion of the route commencing at the entry point. and
– Operators of non-RVSM approved aircraft intend- – non-RVSM approved aircraft and any other aircraft
ing to operate from a departure aerodrome to a operating within the ME RVSM airspace.
destination aerodrome, both of which are within
ATC shall provide a minimum vertical separation of
the lateral limits of ME RVSM airspace, shall
600m (2000ft) between an aircraft experiencing a
include in item 15 of the ICAO flight plan form, a
communication failure in flight and any other aircraft
requested cruising level below FL290.
when both aircraft are operating in the ME RVSM
Operators of non-RVSM approved aircraft intending airspace.
to operate from a departure aerodrome within the lat-
eral limits of RVSM airspace to a destination aero- SPECIAL PROCEDURES
drome outside the lateral limits of ME RVSM airspace APPLICABLE IN DESIGNATED
at a cruising level of FL290 or above shall include the
following in item 15 of the flight plan:
AIRSPACES
– a requested flight level below FL290 for that por- PROVISIONS FOR THE TRANSITIONS
tion of the route within the lateral limits of RVSM OF AIRCRAFT TO/FROM THE ME
airspace; and RVSM AIRSPACE
– the exit point at the lateral limits of RVSM airspace RVSM approved aircraft and non-RVSM approved
and the requested flight level for that portion of the State aircraft entering the ME RVSM airspace from
route commencing at the exit point. a non-RVSM environment shall be established at a
Operators of non-RVSM approved aircraft intending flight level in accordance with:
to operate at a cruising level between FL290 to FL410 – the table of cruising levels, as published in ICAO
inclusive from a departure aerodrome to a destination Annex 2, Appendix 3, and/or
aerodrome, both of which are outside the lateral limits – a flight level allocation scheme, if applicable,
of RVSM airspace, with a portion of the route within and/or
the lateral limits of RVSM airspace, shall include the
following in item 15 of the flight plan: – as specified in an inter-area control center (ACC)
letter of agreement.
– the entry point of the lateral limits of the ME RVSM
airspace and a requested flight level below FL290 Any changes from non-RVSM levels to RVSM flight
or above FL410 for that portion of the route com- levels shall be initiated by the first ACC/upper area
mencing at the entry point; and control center (UAC) providing ATC service to the
aircraft within the ME RVSM airspace and shall be
– the exit point at the lateral limits of the ME RVSM achieved before the aircraft passes the transfer of
airspace and the requested flight level for that por- control point to the adjacent ACC/UAC, unless oth-
tion of the route commencing immediately at the erwise specified in an inter-ACC letter of agreement.
exit point.
Aircraft entering a non-RVSM environment from the
ME RVSM airspace shall be established with the
applicable vertical separation minimum.
q$z

25 DEC 09 AIR TRAFFIC CONTROL ME-3
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.
q$z

ME-4 AIR TRAFFIC CONTROL 25 DEC 09
DEGRADATION OF AIRCRAFT ATC shall establish either an appropriate horizontal

EQUIPMENT - PILOT REPORTED separation or increased minimum vertical separation.
When informed by the pilot of a RVSM approved ATC shall, to the extent possible, accommodate pilot
aircraft in the ME RVSM airspace that the aircraft’s requests for flight level and/or route changes and
equipment no longer meets the RVSM MASPS as shall pass on traffic information as required.
specified under “MEANS OF COMPLIANCE” ATC
shall consider the aircraft as non-RVSM approved. ATC shall solicit reports from other aircraft to deter-
mine whether RVSM should be suspended entirely
ATC shall take action immediately to provide a min- or within a specific flight level band and/or area.
imum vertical separation of 600m (2000ft) or an
appropriate horizontal separation from all other air- SEVERE TURBULENCE - FORECAST
craft concerned that are operating in the ME RVSM When a meteorological forecast is predicting severe
airspace. turbulence within the ME RVSM airspace, ATC shall
determine whether RVSM should be suspended and,
An aircraft rendered non-RVSM approved shall nor-
if so, the period of time and specific flight level(s)
mally be cleared out of the ME RVSM airspace by
and/or area.
ATC when it is possible to do so.
In cases where RVSM will be suspended, the
Pilots shall inform ATC, as soon as practicable, of
ACC/UAC suspending RVSM shall coordinate with
any restoration of the proper functioning of equipment
adjacent ACC/UACs with regard to the flight lev-
required to meet the RVSM MASPS.
els appropriate for the transfer of traffic, unless a
The first ACC/UAC to become aware of a change in contingency flight level allocation scheme has been
an aircraft’s RVSM status shall coordinate with adja- determined by letter of agreement.
cent ACC/UACs as appropriate.
The ACC/UAC suspending RVSM shall also coordi-
SEVERE TURBULENCE - NO FORECAST nate applicable capacities with adjacent ACC/UACs
When an aircraft operating in the ME RVSM airspace as appropriate.
encounters severe turbulence due to weather or wake CONTROLLER/PILOT
vortex that the pilot believes it will impact the aircraft’s
capability to maintain its cleared flight level, the pilot PHRASEOLOGY
shall inform ATC.
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
q$z

30 OCT 09 AIR TRAFFIC CONTROL ME-5
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
FLIGHT LEVEL ALLOCATION SCHEMES

FLAS FOR BAY OF BENGAL OCEANIC AIRSPACE WESTBOUND (H24)
Bay of Bengal Flight Level Allocation
L759, M300, M770, N563, N571, N877, P570, P574, FL280, 300, 340, 360, 380, 400 available (FL360
P628 subject to coordination)
L507, P646 All Westbound levels available
A327, L301, L645, N895, P762 FL320, 360 available (FL360 subject to coordination
FLAS FOR BAY OF BENGAL OCEANIC AIRSPACE EASTBOUND (H24)

Bay of Bengal Flight Level Allocation
L759, M300, M770, N563, N571, N877, P570, P574, All eastbound levels available (except FL290)
P628
A327, L645, P762 FL290 available as no Pre-Departure Coordinated
level. All other levels available subject to Coordination
L301, L507, N895, P646 All eastbound levels available
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
FLAS IN ARABIAN SEA OCEANIC AIRSPACE

No ATS Route West bound East bound Remarks
1 L301, N571, P574 All RVSM levels All RVSM levels active: 0930-0530
2 N563 FL320, 340, 360, 380, FL290, 310, 350, 370, FL300, 330 blocked for
400 available 390, 410 available crossing routes
active: 0930-0530
3 M300 FL320, 340, 360, 380, FL290, 310, 350, 370, FL300, 330 blocked for
active: 0930-0530
4 P570 FL320, 340, 360, 380, FL290, 310, 350, 370, FL300, 330 blocked for
active: 0930-0530
q$z

ME-6 AIR TRAFFIC CONTROL 30 OCT 09
FLAS IN ARABIAN SEA OCEANIC AIRSPACE (continued)

No ATS Route West bound East bound Remarks
5 R456 FL280, other levels FL350, 370, 390, other FL300, 330 blocked for
depending on traffic levels depending on crossing routes
situation traffic situation active: 0930-0530
6 UL425 FL320, 340, 360, 380, FL290, 310, 410, other FL300, 330 blocked for
400, other levels levels depending on crossing routes
depending on traffic traffic situation active: 0930-0530
situation
7 A451 FL300 FL330 Other levels are subject
to availability
active: 0930-0530
8 A474, B459, G424, FL300 FL330 Other levels are subject
G450 to availability
active: 0930-0530
9 A452 FL280 and below FL270 and below active: 0930-0530
10 A214, G465 All FL except FL300 All FL except FL330 FL300 and FL330
blocked for crossing
routes
active: 0930-0530
11 R329 FL280 available as no FL290, 310, 350, 370,
PDC level, other levels 410
prior coordination
FLAS ON ATS ROUTES A201 AND A599

ATS Route Reporting Point RVSM FL East of Waypoint
A2011 ANSOS All RVSM levels
A5991 CHILA All RVSM levels
1 Where required FL change will occur west of SUMAG for aircraft exiting RVSM airspace via B456/A599 and
west of TEBID for aircraft exiting via A201.
FLAS ON W31 NORTH OF ASARI WITHIN VIDF FIR

ATS Route Reporting Point RVSM FL available beyond ASARI
W31 ASARI Westbound1 FL280, 320, 340, 360, 380, 400
Eastbound1 FL270, 290, 330, 370, 410
1 Delhi J and K sector
FLAS ON W45 TO GUWAHATI AND NE SECTOR

ATS Route Reporting Point RVSM FL available beyond KG NDB
W45 KG NDB Eastbound FL290, 330, 370, 380, 410
Westbound FL300, 320, 340, 360, 380, 400
q$z

31 AUG 07 AIR TRAFFIC CONTROL BANGLADESH-1 q$i
BANGLADESH - RULES AND PROCEDURES

GENERAL ATS AIRSPACE CLASSIFICATIONS
In general, the air traffic rules and procedures in force Bangladesh has adopted the ICAO ATS airspace
and the organization of the air traffic services are classification as listed in ATC Chapter “ICAO ATS
in conformity with ICAO Standards, Recommended Airspace Classifications-Annex 11”.
Practices and Procedures.
Airspace classes “A” and “E,” however, are not used
Units of measurement used in connection with all air within Bangladesh airspace.
traffic services in Bangladesh:
SPECIAL REQUIREMENTS AND
MEASUREMENT OF UNIT REGULATIONS
Distance used in Nautical Miles and Tenths
COMMUNICATION
navigation, position
reporting, etc., Aircraft shall establish radio contact with Dhaka ACC
generally in excess 10 minutes before entering Dhaka FIR on 125.7MHz,
of 2 to 3 nautical miles except those flights departing from Indian aero-
dromes located close to the boundary shall contact
Relatively short Meters
Dhaka ACC as early as possible but not later than
distances such as
crossing the FIR boundary.
those relating to
aerodromes (e.g., All aircraft on VFR flights, and aircraft on IFR flights
runway lengths) outside controlled airspace, shall maintain a listening
Altitude, elevations, Meters, Feet watch on the frequency of a radio station providing
and heights flight information service and provide position infor-
mation to that station, unless otherwise authorized by
Horizontal speed Knots
the appropriate ATS unit.
including wind speed
Vertical speed Feet Per Minute POSITION REPORTING PROCEDURES
Wind direction for Degrees Magnetic The last position report before passing from one FIR
landing and taking off to an adjacent FIR shall also be made to the ATS unit
serving the airspace about to be entered.
Wind direction except Degrees True
for landing and taking CONTROLLED VFR
off
Only controlled VFR flights are permitted to operate
Visibility including Kilometers or Meters in VMC within control zones.
runway visual range
Altimeter setting, Hectopascals
SPECIAL VFR
atmospheric pressure Special VFR flights are not permitted within a control
zone when the visibility is less than 3Km and the ceil-
Temperature Degrees Celsius
ing less than 1000ft.
Weight Kilograms
Time Hours and minutes, the AIR TRAFFIC SERVICES ON ATS ROUTES
day of 24 hrs beginning at Generally Air Traffic Control Service is provided on
midnight UTC ATS Routes, except that Flight Information Service
is provided at and below FL150 and Air Traffic Advi-
WGS-84 IMPLEMENTATION STATUS sory Service is provided above FL150 on the follow-
WGS-84 compliant. ing route segments:
– B593 Agartala VORDME - IBAPA Int;
FLIGHT PROCEDURES – W4 UBLIN Int - Cox’s Bazar NDB;
HOLDING – W5 VINET Int - Jessore NDB.
Holding procedures comply with ATC-Chapter “Flight Without the application of Mach number technique,
Procedures (DOC 8168) Part IV, Holding Proce- the longitudinal separation minima of 15 minutes is
dures”, table “Holding Speeds ICAO DOC 8168”. reduced to 10 minutes on ATS routes: A1, A599,
A201, B465, G463, A462, R344, R472, B593, and
PROCEDURE LIMITATIONS AND OPTIONS R598 within the Dakha FIR.
Instrument approach procedures are in accordance
with new PANS-OPS, Document 8168, Volume II. The application is to be exercised as follows:
a. Aircraft on the same track and the same cruising
AIRPORT OPERATING MINIMUMS level.
Bangladesh publishes OCA(H) and visibility for land- b. Aircraft on crossing track and at the same level.
ing.
c. Aircraft climbing and descending.
Jeppesen charted minimums are not below State
minimums. FLIGHTS THROUGH AIRSPACE
DELEGATED TO KOLKATA ACC
a. Flights operating on L507 shall pass position
reports/estimates over AVPOP and ESDOT to
Dhaka ACC/FIC on 125.7MHz for the provision
q$z
© JEPPESEN SANDERSON, INC., 1991, 2007. ALL RIGHTS RESERVED.

BANGLADESH-2 AIR TRAFFIC CONTROL 31 AUG 07
BANGLADESH - RULES AND PROCEDURES q$i
of air traffic services within the triangular area of

Dhaka FIR. Flights shall maintain radio contact
with Kolkata ACC/FIC.
b. No aircraft shall operate through that part of
Dhaka FIR which has been delegated to Kolkata
ACC without prior approval from Chairman, Civil
Aviation Authority Bangladesh.
c. Flight plans, departure and delay messages per-
taining to flights through this airspace shall be
addressed to Dhaka FIC.
d. Prior to entering the aforementioned airspace
aircraft shall contact Dhaka ACC and pass esti-
mated time over reporting points AVPOP and
ESDOT. Subsequent reports will only be neces-
sary if the estimates differ by 5 minutes or more.
e. Aircraft bound for Kolkata intending to start
descent before the FIR boundary shall request
descent from Dhaka ACC. Dhaka ACC will
provide the aircraft with available traffic informa-
tion and advise the aircraft to coordinate with
Kolkata ACC directly for descent.
STRATEGIC LATERAL OFFSET
PROCEDURES (SLOP)
Procedures applicable in the Dhaka FIR:
a. Offsets are only applied in Oceanic (or remote
continental) airspace in the Dhaka FIR
b. Offsets are applied only by aircraft with auto-
matic offset tracking capability.
c. The decision to apply a strategic lateral offset is
the responsibility of the flight crew.
d. The offset shall be established at a distance of
2 NM to the right of the centerline relative to the
direction of flight.
e. The Strategic Lateral Offset Procedure has
been designed to include offsets to mitigate the
effects of wake turbulence of preceding aircraft.
If wake turbulence needs to be avoided one of
the three available options (centerline, 1 NM or
2 NM right offset) shall be used.
f. In airspace where the use of lateral offsets has
been authorized, pilots are not required to inform
ATC that an offset is being applied.
g. Aircraft transiting areas of Radar coverage in
airspace where offset tracking is permitted may
initiate or continue an offset.
DIFFERENCES FROM ICAO

STANDARDS AND PROCEDURES
ICAO REFERENCE
ANNEX 2
3.3.1.2 Flight plans are required for all flights.
Local flights at uncontrolled aerodromes outside con-
trol zones may be undertaken without a flight plan
provided they are operated during day in VMC below
1000ft.
4.4 Instrument flight rules must be applied above
FL150.
q$z
© JEPPESEN SANDERSON, INC., 1991, 2007. ALL RIGHTS RESERVED.

31 JUL 09 AIR TRAFFIC CONTROL BHUTAN-1 q$i
BHUTAN - RULES AND PROCEDURES

GENERAL ATS AIRSPACE CLASSIFICATIONS
In general, the air traffic rules and procedures in force Bhutan has adopted the ICAO ATS airspace clas-
and the organization of the air traffic services are sification as listed in ATC-Chapter “ICAO ATS
in conformity with ICAO Standards, Recommended AIRSPACE CLASSIFICATIONS - ANNEX 11”.
Airspace over Bhutan is classified as “D” in CTR and
Units of measurement used in connection with all air “F” outside CTR.
traffic services in Bhutan:
IFR flights are not permitted in class “F” airspace,
MEASUREMENT OF UNIT radio communication is compulsory for all flights and
ATC clearance is required for VFR flights.
Distance used in Nautical Miles and Tenths
navigation, position SPECIAL REQUIREMENTS AND
reporting, etc., REGULATIONS
generally in excess
of 2 nautical miles FLIGHT PLANNING
Relatively short Meters Except for repetitive flight plans, a flight plan shall be
distances such as submitted at least two hours prior to departure.
those relating to
FLIGHT PLAN MESSAGE ADDRESSING
aerodromes (e.g.,
runway lengths) Category of Message
Altitude, elevations Feet Route
flight address
and heights All flights PARO VQPRZTZX,
Horizontal speed Knots aerodrome VQPRYFYX,
including wind speed VQPRYFYT
Vertical speed Feet Per Minute
Repetitive Flight Plans (RPL)
Wind direction for Degrees Magnetic
landing and taking off RPL lists relating to flights in and to flights overfly-
ing the Bhutan airspace shall be submitted at least
Wind direction except Degrees True
two weeks in advance, in duplicate, to the following
for landing and taking
address:
off
Visibility including Kilometers or Meters Director General of Civil Aviation
runway visual range Ministry of Information & Communications, Paro
Address: Paro Int’l Airport
Altimeter setting Hectopascals
Paro
Temperature Degrees Celsius Bhutan
Weight Metric tons, Kilograms Tel: +975 8 272859/271406
Time Hours and minutes, the Fax: +975 8 271407
day of 24 hrs beginning at AFS: VQPRZTZX
midnight UTC
WGS-84 IMPLEMENTATION STATUS STANDARDS AND PROCEDURES
WGS-84 compliant. ICAO REFERENCE
FLIGHT PROCEDURES ANNEX 2
Right hand traffic rule: An aircraft which is flying in
HOLDING
sight of the ground and is following a line feature shall
Holding procedures comply with ATC-Chapter “Flight keep such line feature on its left.
Procedures (DOC 8168) - Holding Procedures”, Table
IV-1-1, Holding Speeds. 3.2.3.1 By day or night an aircraft fitted with an
anti-collision light shall display such light from imme-
PROCEDURE LIMITATIONS AND OPTIONS diately before engine start to immediately after engine
Instrument approach procedures are in accordance shut down.
with new PANS-OPS, Document 8168, Volume II. The
3.2.4 Within Bhutan an aircraft shall not carry
minimum sector altitude (MSA) is established within a
out instrument approach practice when flying in
radius of 25NM from the aerodrome. Quadrants of the
Visual Meteorological Conditions (VMC) unless
compass are used for determining minimum sector
altitudes in Instrument Approach procedures. a. the appropriate Air Traffic Control Unit has previ-
ously been informed that the flight is to be made
Only day operations in VMC is permitted (VQPR). for the purpose of instrument approach practice,
and
AIRPORT OPERATING MINIMUMS
b. if the flight is being carried out in simulated
No information published.
instrument conditions, a safety pilot and if
required, a competent observer is carried.
4.3 VFR flights are not permitted between
Sunset and Sunrise.
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© JEPPESEN, 2009. ALL RIGHTS RESERVED.

BHUTAN-2 AIR TRAFFIC CONTROL 31 JUL 09
BHUTAN - RULES AND PROCEDURES q$i
4.4 VFR flights shall not be operated above

FL290.
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© JEPPESEN, 2009. ALL RIGHTS RESERVED.

6 JUN 08 AIR TRAFFIC CONTROL INDIA-1 q$i
INDIA - RULES AND PROCEDURES

GENERAL All arriving aircraft operating below 10000ft within
In general, the air traffic rules and procedures in force 15NM Radius of VOR/DME serving the aerodrome
and the organization of the air traffic services are to fly IAS not greater than 220KT. ATC may suspend
in conformity with ICAO Standards, Recommended speed control by using the phrase “No speed restric-
Practices and Procedures. tion”, when traffic conditions permit.
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.
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:
HOLDING ROUTES REPORTING POINT

Holding procedures comply with ATC-Chapter Part W45 OPIMO
IV. Holding Procedures table ‘Holding Speeds ICAO
W45 KG
DOC 8168’.
W105 KG
PROCEDURE LIMITATIONS AND OPTIONS W69 KG
Instrument approach procedures are in accordance G348 MECHI
with new PANS-OPS Document 8168 VOL II.
G348 SUBSU
AIRPORT OPERATING MINIMUMS
India publishes State airport operating minimums COMMUNICATION
(AOM) classified as either Normal AOM or Restricted Aircraft overflying from a foreign FIR into Indian FIR
AOM. Normal AOM are for use by scheduled Indian shall forward an FIR boundary estimate to the ATS
and international airline operators only and Restricted unit providing Flight Information Service at least 10
AOM are to be used by all other operators who have minutes prior to entry.
not applied for, or have not yet received approval for
Normal AOM. RECEIPT OF ATIS BROADCAST
Pilots are required to acknowledge on initial contact
Jeppesen published minimums are not below State
with APP/TWR the receipt of ATIS broadcast, includ-
minimums. ing the designator.
Speed Restrictions
All aircraft (including Arrivals and Departures) operat-
ing below 10000ft to fly IAS not greater than 250KT.
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INDIA-2 AIR TRAFFIC CONTROL 6 JUN 08
INDIA - RULES AND PROCEDURES q$i
DEPARTING AIRCRAFT a. Data and ADS capability shall be indicated in the

When requesting start-up/taxi clearance, all pilots of FPL inserting appropriate designators in item 10
aircraft engaged in public transport of persons shall and 18.
report the number of persons aboard and confirm the b. The logon address of Kolkata FIR is VECF.
completion of security check. c. The aircraft shall logon 10min prior to entering
ADS/CPDLC WITHIN MUMBAI FIR the FIR. For aircraft exiting Kolkata FIR, Next
Data Authority (NDA) will be notified via CPDLC
ADS/CPDLC system is available within Mumbai FIR 20 minutes prior to crossing FIR boundary.
on segments of ATS routes N519, L301, L505, N571, Transfer of communication shall be completed
P574, N563, M300, P570, R456, A451, UL425, at the FIR boundary.
UM551, P323, G450, G424, B459, T940, A474,
A452, G465, A214, R461 over Arabian Sea Oceanic d. Pilots unable to establish data link connection
Airspace. shall inform appropriate ATS unit through voice
communication on 132.45MHz, 120.7MHz,
The service is available to all aircraft suitably 120.1MHz, 126.1MHz, 125.9MHz or HF on
equipped with data link capability. The ADS/CPDLC 2947kHz, 10066kHz, 2872kHz, 5580kHz,
service will not affect the current procedures for non 6583kHz, 8861kHz, 8906kHz, 2923kHz,
data link capable aircraft operating within Mumbai 6484kHz, 10051kHz, 6556kHz and 3491kHz.
FIR. The data link capable aircraft while operating in e. ADS will be the primary means of surveillance
Mumbai FIR shall follow procedures as given below. for suitably equipped and data link established
a. Data link and ADS capability shall be indicated aircraft outside control areas on above routes
in the FPL by indicating appropriate designator and voice position reporting will be a backup.
in item 10 and 18. f. CPDLC will be the primary means of communi-
b. The AFN log on address of Mumbai FIR is VABF. cation outside control areas and VHF/HF RTF
c. The arriving aircraft shall logon 10 min prior to will be a backup.
entering Mumbai FIR. g. SELCAL checking is required to verify the RTF
Aircraft departing/transiting from/within Mumbai serviceability.
FIR shall login within 15 min prior to leaving the h. Pilots recognizing failure of data link commu-
Mumbai TMA limits. nication shall immediately establish commu-
d. Mumbai radio will be using following frequency nication using appropriate voice frequency.
compliments as specified with route for HF/RT The voice communication shall continue until
MWARA operation. All aircrafts are requested to CPDLC connection is re-established and the
pass position reports/or to contact Mumbai radio controller has authorized to return to data link
on the frequencies assigned to the route to over- communication.
come the problem of congestion on frequencies.
ADS/CPDLC WITHIN CHENNAI FIR
Sector I MID Frequencies 10018kHz 5658kHz This service is available to all aircraft suitably
4657kHz 3467kHz equipped with Data Link capability on ATS routes
Sector IIA INO Frequencies 10084MHz 6661MHz B466E, N877, P628, P762, P574, N571, N563 and
4675MHz 3443MHz L645 over oceanic airspace in Bay of Bengal.
Sector IIB Frequencies 8879MHz 5634MHz The introduction of ADS/CPDLC service will not affect
5601MHz 3476MHz the current procedure for non-data link capable air-
craft. The data link capable aircraft while operating on
e. CPDLC will be the primary means of commu- the above routes shall follow procedures given below:
nication and VHF/HF will be secondary means
a. Data and ADS capability shall be indicated in the
of communication for the aircraft successfully
FPL inserting appropriate designators in item 10
logged on to ADS/CPDLC when operating in
and 18.
Mumbai OCC.
b. The logon address of Chennai FIR is VOMF.
During the period when aircraft is logged on to
ADS/CPDLC, voice position reporting will be to c. The aircraft shall logon 10min prior to entering
supplement CPDLC position report only when the FIR.
requested by ATC. Aircraft departing/transiting from/within Mumbai
f. Selcal checking is required to verify the HF/RT FIR shall login within 15 min prior to leaving the
connectivity. Mumbai TMA limits.
d. Pilots unable to establish data link connec-
ADS/CPDLC WITHIN KOLKATA FIR tion shall inform appropriate ATS unit through
This service is available to all aircraft suitably voice communication on 118.9MHz, 125.7MHz,
equipped with Data Link capability on ATS routes 126.15MHz or HF on 3470kHz, 5670kHz,
N877, L301, P628, L759, M770, N895, G472, L507 6655kHz, 11285kHz, 17907kHz and 13318kHz.
and P646 over oceanic airspace in Bay of Bengal. e. ADS will be the primary means of surveillance
The introduction of ADS/CPDLC service will not affect for suitably equipped and data link established
the current procedure for non-data link capable air- aircraft outside control areas on above routes
craft. The data link capable aircraft while operating on and voice position reporting will be a backup.
the above routes shall follow procedures given below:
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24 JUL 09 AIR TRAFFIC CONTROL INDIA-3
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.
LONGITUDINAL SEPARATION CHENNAI FIR

A minimum longitudinal separation of 10 minutes L645 SAMAK SULTO
shall apply within Delhi, Kolkata and Chennai FIR’s N563 MEMAK AKMIL
between aircraft flying at the same level and in the
same direction and climbing descending through the P574 NOPAK MMV VOR
level of another aircraft flying in the same direction N571 IGOGU GURAS
on following ATS routes:
q$z

INDIA-4 AIR TRAFFIC CONTROL 24 JUL 09
CHENNAI FIR (continued) a. an aircraft having a maximum certified passen-

N877 LAGOG ORARA ger seating configuration of 20 to 30 or a max-
P628 IGREX VATLA imum certified take-off mass of 5700kg, if such
aircraft is not equipped with an approved ACAS
L759 MIPAK NISUN II.
P762 LULDA DUGOS b. an aircraft having a maximum certified passen-
UL425 TVM VOR ANODA ger seating configuration of 10 to 19 or a maxi-
P570 TVM VOR POMAN mum certified take-off mass of less than 5700kg,
if such aircraft is not equipped with approved
M300 CLC VOR IGAMA
ACAS I.
KOLKATA FIR c. a twin jet engined aircraft having a maximum
certified seating configuration of less than 10
N877 ORARA VVZ VOR and a maximum certified take-off mass of less
L301 RINDA VVZ VOR than 5700kg, if such aircraft is not equipped with
P628 VATLA LARIK an approved ACAS I.
L759 LIBDI LEMAX FLIGHT PLANNING
M770 MEPEL KAKID Scheduled international flights operating to/from
M773 BUBKO LEGOS VAGO, VEGT, VIAR, VOBG, VOCI and VOHY are
N895 SAGOD BBS VOR permitted flight plan via domestic “W” routes wher-
P646 IBITA DOPID ever international ATS routes to/from these airports
are not available.
L507 TEBOV CEA VOR
Flights along UM501N and UM501S for route seg-
MUMBAI FIR ment between Delhi VORDME and Agra NDB may
flight plan via W33N and W33S in case of difficulty
UL425 ANODA ASPUX using the six-digit route designator.
P570 POMAN KITAL
M300 IGAMA LOTAV DIFFERENCES FROM ICAO
N563 KAKIB REXOD STANDARDS AND PROCEDURES
P574 OKILA TOTOX ICAO REFERENCE
N571 crossing 072 deg PARAR ANNEX 2
East
3.3.1.2 Flight plans are required for all flights.
L505 EXOLU NOBAT
3.6.1.1 Submission and acceptance of a
L301 AKTIV RASKI
flight plan does not authorize entry into the con-
M638 NOBAT SAPNA trolled airspace. Air traffic control clearance must be
A451 BISET ANGAL obtained from the appropriate Air traffic service unit
G450 DARMI DOGOD before entry.
UM551 DONSA ANGAL
B459 GUNDI UBDOR
A474 ERVIS POPET
R456 BIBGO KITAL
P323 DONSA GIDAS
G424 ALATO LADUP
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:
q$z

5 DEC 08 AIR TRAFFIC CONTROL NEPAL-1 q$i
NEPAL - RULES AND PROCEDURES

GENERAL SPECIAL REQUIREMENTS AND
ICAO Standards and Recommended Practices are REGULATIONS
applied as far as practicable.
CONTROLLED AIRSPACE CLEARANCE
Units of measurement used in connection with all air a. All aircraft shall obtain an ATC clearance before
traffic services in Nepal: operating in controlled airspace or joining or
crossing airways. Such clearance should be
MEASUREMENT OF UNIT
requested at least 5 minutes for domestic flights
Distance used in Nautical Miles and and 10 minutes for international flights before
navigation, position Tenths reaching the proposed point of entry to con-
reporting, etc. trolled airspace.
Relatively short Meters b. The request shall include the following informa-
distances such as those tion:
relating to aerodromes
– aircraft identification;
(e.g., runway lengths)
– aircraft type;
Altitude, elevations, and Feet
heights – position;
Horizontal speed Knots – level and flight conditions;
including wind speed – estimated time at point of joining;
Vertical speed Feet per Minute – desired level;
Wind direction for landing Degrees Magnetic – route and point of intended landing;
and taking off – the phrase “Request joining/entering clear-
Wind direction except for Degrees True ance”.
landing and taking off c. The selected crossing or joining point should
Visibility including Kilometers or Meters where possible, be associated with a radio facil-
runway visual range ity to assist accurate navigation.
Altimeter setting, Hectopascals OPERATION AT UNCONTROLLED
atmospheric pressure AIRPORTS
Temperature Degrees Celsius a. Arriving aircraft:
Weight Metric Tons or Kilograms – Aircraft should join the traffic circuit for the
Time Hours and minutes, the landing direction in use in the upwind, cross-
day of 24 hrs beginning wind or downwind leg. A right turn may be
at midnight UTC. executed to enter the left downwind leg,
unless terrain dictates a right circuit must be
WGS-84 IMPLEMENTATION STATUS used, then a left turn to the downwind leg
WGS-84 compliant. may be executed.
– When arriving at an unattended airport all air-
FLIGHT PROCEDURES craft are required to report the place and time
HOLDING of arrival to Kathmandu Radio when com-
mencing descent and when joining the circuit
Holding is accomplished in accordance with proce-
area.
dures laid down by the State or specified by ATC.
– An aircraft shall hold as required by the traffic
Holding procedures within Kathmandu TMA are situation and/or weather conditions in order
based on a maximum IAS 230KT. to establish separation or absorb delays.
PROCEDURE LIMITATIONS AND OPTIONS Holding will be accomplished according to
the approved procedure or as specified by
Instrument approach procedures are in accor- ATC.
dance with an earlier version of PANS-OPS, Doc-
ument 8168, and are not yet converted to the new b. Departing aircraft:
PANS-OPS standard. – When departing from an unattended airport
within Nepal all aircraft shall report to Kath-
AIRPORT OPERATING MINIMUMS mandu Radio through HF when ready to taxi,
Nepal publishes MDA(H), ceiling and visibility for specifying the destination and the runway to
landing and visibility for take-off. be used.
Jeppesen charted minimums are not below State – After departure, the pilot shall report depar-
minimums. ture time, outbound track, intended cruising
altitude or flight level and the next landing
ATS AIRSPACE CLASSIFICATIONS point or intention.
Nepal has adopted the ICAO ATS airspace classifica- NOTE: If no radio contact with the appropriate ATS
tion as listed in ATC-Chapter “ICAO ATS AIRSPACE unit can be established, the pilot should broadcast
CLASSIFICATIONS - ANNEX 11”. the required arrival and departure information on the
appropriate frequency.
Within Kathmandu FIR, however, presently only the
airspace classes “C” and “G” are used.
q$z

NEPAL-2 AIR TRAFFIC CONTROL 5 DEC 08
NEPAL - RULES AND PROCEDURES q$i
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.

ICAO REFERENCE
ANNEX 2
3.3.1.2 A flight plan shall be submitted to the
appropriate ATC unit for all flights from Kathmandu
(Tribhuvan Intl), Nepalgunj, Pokhara, Biratnagar,
Janakpur and Bhairahawa airports.
3.3.1.4 Flight plans shall be submitted at least
30 minutes before departure.
4.6 & 5.2.2 & 5.3.1 Semi-Circular Cruising Levels are
applicable at FL150 and above. Quadrantal Cruis-
ing Levels as shown in the following table are appli-
cable at and below 13500ft. A layer between FL150
and 13500ft shall be kept vacant to allow for a buffer
airspace.
Flights at levels at and below 13500ft

Magnetic Track Cruising Level
000°-089° Odd thousands of ft
090°-179° Odd thousands plus
500ft
180°-269° Even thousands of ft
270°-359° Even thousands plus
500ft
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4 DEC 09 AIR TRAFFIC CONTROL PAKISTAN-1 q$i
PAKISTAN - RULES AND PROCEDURES

GENERAL Takeoff/Approach Ban
In general, the air traffic rules and procedures in force For approach ban information see ATC-Chapter
and the organization of the air traffic services are EU-OPS 1 - AERODROME OPERATING MINI-
in conformity with ICAO Standards, Recommended MUMS (AOM).
ATS AIRSPACE CLASSIFICATIONS
Units of measurement used in connection with all air
Pakistan has adopted the ICAO ATS airspace classi-
traffic services in Pakistan:
fication as listed in ATC-Chapter "ICAO ATS Airspace
MEASUREMENT OF UNIT Classifications-Annex 11".
Distance used in Nautical Miles and SPECIAL REQUIREMENTS AND
navigation, position Tenths REGULATIONS
reporting, etc., generally
in excess of 2 nautical AIR TRAFFIC FLOW MANAGEMENT
miles PROCEDURES (ATFM)
Relatively short Meters ATFM services are provided by Aeronautical Radio
distances such as those of Thailand LTD (AEROTHAI) from the Bangkok Air
relating to aerodromes Traffic Flow Management Unit (ATFMU) at Bangkok
(e.g., runway lengths) ACC. ATFM services will be limited to calculation, pro-
Altitude, elevations, and Feet mulgation and management of mandatory Allocated
heights Wheels Up Time (AWUT) and Kabul FIR flight level,
Horizontal speed Knots ATS route and entry fix time for each affected flight.
including wind speed Karachi/Lahore ACCs retain responsibility for the tac-
tical management of flights that are subject to ATFM.
Vertical speed Feet per Minute
Degrees Magnetic In discharging tactical responsibilities, Karachi/
Wind direction for landing
Lahore ACCs will manage non-ATFM compliant
and taking off
flights using delayed pushback and start clearances,
Wind direction except for Degrees True non-preferred routes and/or flight levels, enroute
landing and taking off holding and/or diversion around Kabul FIR. The
Visibility including Kilometers or Meters ATFMU utilises the automated, web based Bay of
runway visual range Bengal Cooperative ATFM System (BOBCAT) in
Altimeter setting, Hectopascal meeting its ATFM responsibilities. These responsi-
atmospheric pressure bilities will be managed in coordination with aircraft
operators and Karachi/Lahore ACCs in the FIRs
concerned. The ATFMU operates on a 24 hour basis
Weight Metric Tons or Kilograms and is responsible for westbound flights entering the
Time Hours and minutes, Kabul FIR at specified times, flight levels and ATS
beginning at midnight routes.
UTC
ATFM affected ATS routes, flight levels
and applicable hours
WGS-84 IMPLEMENTATION STATUS
All westbound flights intending to enter the Kabul FIR
WGS-84 compliant.
between 2000 and 2359 daily on ATS routes A466,
FLIGHT PROCEDURES L750, N644 from FL280 to FL390 inclusive and
G792 and B466 from FL310 to FL390 inclusive shall
HOLDING comply with the ATFM procedures. This includes a
Holding procedures comply with Jeppesen mandatory requirement for all flights to obtain a spe-
ATC-Chapter “Flight Procedures (DOC 8168) - cific ATFM slot allocation from the ATFMU (including
Holding Procedures”, Table IV-1-1, Holding Speeds. AWUT) for entry into the Kabul FIR during the period
mentioned above.
PROCEDURE LIMITATIONS AND OPTIONS
NOTE: No slot allocation is required for westbound
Instrument approach procedures are in accordance flights routing via SERKA UL333 SOKAM.
with new PANS-OPS, Document 8168.
Flights who plan to enter Kabul FIR without an
AIRPORT OPERATING MINIMUMS AWUT and entry slot (comprising flight level, ATS
Pakistan State minimums are in accordance with route and entry fix time) will be accommodated only
JAR-OPS 1 AOM (EU-OPS 1 Subpart E - Appendix after flights with slots have been processed. Such
1 to OPS 1.430 old) (ATC-Chapter EU-OPS 1 - flights should expect delayed pushback and start
AERODROME OPERATING MINIMUS (AOM)), with clearances, non-preferred routes and/or flight levels,
the following exception: Minimum RVR for CAT II enroute holding and/or diversion around Kabul FIR.
approaches is RVR 350m. Flights exempted from BOBCAT ATFM
Jeppesen published minimums are not below State The following flights are exempted from the ATFM
minimums. procedures:
a. humanitarian or medical flights;
b. state aircraft with Head of State on board.
q$z

PAKISTAN-2 AIR TRAFFIC CONTROL 4 DEC 09
PAKISTAN - RULES AND PROCEDURES q$i
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.
Coordination aircraft operator/pilot-in-command, FLIGHT PLANNING

Air Navigation Service Provider (ANSP) Repetitive Flight Plans (RPL)
and Bangkok ATFMU
The RPL system is available to schedule flights oper-
The pilot-in-command shall include the AWUT in the ating between airports in Pakistan and airports in
initial ATC clearance request. Saudi Arabia and Singapore.
The pilot-in-command adjust cruise flight to com- USE OF SSR TRANSPONDERS
ply with slot parameters at the Kabul FIR entry fix,
requesting appropriate ATC clearances including Except as otherwise authorized no aircraft shall be
speed variations in accordance with published AIP operated
requirements. a. within all controlled airspace above FL250
unless the aircraft is equipped with a function-
Prior to departure, in circumstances where it ing transponder including Mode C automatic
becomes obvious that the Kabul slot time will not altitude reporting, or
be met, a new slot allocation should be obtained
as soon as possible and via the most expeditious b. within the Karachi TMA and CTR, the Lahore
means (e.g via coordination between flight dis- CTR and Cherat CTR unless the aircraft is
patcher, pilot-in-command, Karachi/Lahore ACCs equipped with a functioning transponder.
q$z

4 DEC 09 AIR TRAFFIC CONTROL PAKISTAN-3
PAKISTAN - RULES AND PROCEDURES q$i
No transponder shall be operated Mode A or Mode C

within Pakistan domestic airspace unless it is oper-
ated in accordance with published national proce-
dures or in accordance with ATC instructions. Where
the transponder or automatic altitude reporting equip-
ment required fails during flight, the aircraft may pro-
ceed to the next aerodrome of intended landing and
thereafter in accordance with an ATC clearance to
complete a planned itinerary or to proceed to a repair
base.
An ATC unit may, on application in writing, issue
authorization to an aircraft not equipped according
to a) or b) above to be operated within the airspace
where the unit provides air traffic services if such
operation does not compromise the safety of air
traffic.
SEPARATION MINIMA
Radar separation under terminal approach radar
shall be 5NM.
A minimum longitudinal separation of five minutes
shall be applied between transponder equipped air-
craft in the enroute phase on the same or crossing
track, at the same level, climbing or descending, pro-
vided that:
a. Their flight is monitored by radar and
b. The distance between the aircraft, as observed
by radar, is never less than 30NM.
ACAS II/TCAS II REQUIREMENTS
All turbine-engine aeroplanes of a maximum certified
take-off mass in excess of 15.000kg or authorized
to carry more than 30 passengers shall be equipped
with an Airborne Collision Avoidance System (ACAS).
Every flight plan for a flight in the Pakistan Airspace
shall indicate that the aeroplane is ACAS equipped.

ICAO REFERENCE
ANNEX 2
3.3.1.2 Flight plans shall be submitted for all
flights except local flights.
3.3.1.4 Flight plans shall be submitted at least
30 minutes before departure.
4.4 Instrument flight rules must be applied above
FL150.
PANS-ATM (DOC 4444)
Part VIII
4.2.2.2.3 Filed Flight Plan Messages. Multi-
ple flight plans i.e. separate flight plan for each stage
of the flight through intermediate stops may be filed
at the aerodrome of first departure only in respect of
flights whose first departure point is in Pakistan.
q$z

Eff 19 Nov
13 NOV 09 AIR TRAFFIC CONTROL SRI LANKA-1 q$i
SRI LANKA - RULES AND PROCEDURES

GENERAL SPECIAL REQUIREMENTS AND
In general, the air traffic rules and procedures in force REGULATIONS
and the organization of the air traffic services are
in conformity with ICAO Standards, Recommended FLIGHT PLANNING
Practices and Procedures. A flight plan shall be submitted to the ARO at the
departure aerodrome at least 1 hour prior to the esti-
Units of measurement used in connection with all air mated time of departure. Flight plans for international
traffic services in Sri Lanka: flights operating from Katunayake/Bandaranaike Intl.
airport Colombo shall be submitted to the AIS Flight
MEASUREMENT OF UNIT
Briefing Centre (AIS/BIA). RPL lists relating to flights
Distance used in Nautical Miles and in and to flights overflying the Colombo FIR shall be
navigation, position Tenths submitted at least two weeks in advance, in duplicate
reporting, etc., generally to the following address:
in excess of 2 to 3
nautical miles Head of Air Navigation Services
Navigational Services Complex
Address: Bandaranaike International Airport
distances such as those
Colombo, Katunayake
relating to aerodromes
Sri Lanka
(e.g., runway lengths)
Altitude, elevations, and Feet, Meters REQUIRED NAVIGATION PERFORMANCE
heights ATC will apply 50NM lateral separation minima to
Horizontal speed Knots RNP10 approved aircraft on the following routes
including wind speed within Colombo FIR:
Vertical speed Feet per Minute a. L645 - (SULTO - KAT), at or above FL260.
Wind direction for landing Degrees Magnetic b. L774 - (KETIV - ELATI), at or above FL280.
and taking off c. L894 - (DADAR - SUNAN), at or above FL280.
Wind direction except for Degrees True d. L896 - (DUGOS - NISOK), at or above FL280.
landing and taking off e. L897 - (KAT - KETIV), at or above FL280.
Visibility including Kilometers f. M300 - (TOPIN - ATETA), at or above FL280.
runway visual range
g. M641 - (BIKOK - DOGAR), at or above FL280.
Altimeter setting Hectopascal
h. M766 - (KAT - SELSU), at or above FL280.
i. N628 - (KETIV - DADAR), at or above FL280.
Weight Metric Tons or Kilograms
j. N640 - (BIKOK - ELATI), at or above FL280.
Time Hours and minutes, the
k. P570 - (NIXUL - BASUR), at or above FL280.
day of 24 hrs beginning
at midnight UTC l. P627 - (NIXUL - KADAP), at or above FL280.
m. P756 - (NISOK - UBKIN), at or above FL280.
WGS-84 IMPLEMENTATION STATUS n. P762 - (DUGOS - KAT), at or above FL260.
WGS-84 compliant. Pilot of aircraft meeting RNP10 requirements must
indicate “/R” in item 10 of the FPL.
FLIGHT PROCEDURES
HOLDING ATC CLEARANCE FOR TRAFFIC ON P570
AND R461 NORTHWEST OF KATUNAYAKE
Holding procedures comply with Jeppesen
ATC-Chapter “Flight Procedures (DOC 8168) - As outlined in the letter of agreement between Trivan-
Holding Procedures”, Table IV-1-1, Holding Speeds. drum and Colombo ATC centers the following proce-
dures have been agreed for traffic operating on the
PROCEDURE LIMITATIONS AND OPTIONS ATS routes P570 and R461 northwest of Katunayake:
Instrument approach procedures with OCA(H)s com- a. Traffic departing northwest of Katunayake on
ply with the new PANS-OPS, Document 8168-OPS/ ATS routes P570 and R461 will be initially
611. cleared to FL280 by Colombo ATC. Colombo
ATC will contact Trivandrum ATC for further
AIRPORT OPERATING MINIMUMS clearance to climb to their cruising levels indi-
Sri Lanka does not publish State airport operating cated in the FPL.
minimums. b. Traffic inbound from northwest of Katunayake on
ATS AIRSPACE CLASSIFICATIONS ATS route P570 will be cleared by Trivandrum
ATC to proceed on ATS route B340 (the diver-
Sri Lanka has adopted the ICAO ATS airspace classi- sionary route for P570) from TVM via BIKOK and
fication as listed in ATC chapter ’ICAO ATS Airspace to descend not below FL290 and to be instructed
Classification – Annex 11’. to contact Colombo ATC for further clearance to
Within Colombo FIR airspace class “B” and “F” are descend.
not used. c. Traffic inbound northwest from Katunayake on
ATS route R461 will be cleared by Trivandrum
ATC to proceed on ATS route A463 (the diver-
q$z

Eff 19 Nov
SRI LANKA-2 AIR TRAFFIC CONTROL 13 NOV 09
SRI LANKA - RULES AND PROCEDURES q$i
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.
q$z

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23 OCT 09 AIR TRAFFIC CONTROL EH-I

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

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) DEFINITIONS ..............................................101

FLIGHT PROCEDURES (DOC 8168) - AIR TRAFFIC CONTROL ..............................................................201

FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES ................................................................203

1 GENERAL INFORMATION ..............................................................................................................203

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES ........................................................209

1 GENERAL CRITERIA FOR DEPARTURE PROCEDURES.............................................................209

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES ................................215

1 GENERAL CRITERIA FOR ARRIVAL AND APPROACH PROCEDURES......................................215

© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

5 FINAL APPROACH SEGMENT .......................................................................................................227

FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA ....................................................................239

1.2 Obstacle Clearance Areas.....................................................................................................239

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES ..............................................................241

1 HOLDING CRITERIA .......................................................................................................................241

FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES ............................................247

1 GENERAL NOISE ABATEMENT INFORMATION ...........................................................................247

2 NOISE PREFERENTIAL RUNWAYS AND ROUTES ......................................................................247

2 NOISE ABATEMENT DEPARTURE CLIMB

3 NOISE ABATEMENT DEPARTURE CLIMB

© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED ....................................................255

1 GENERAL INFORMATION FOR RNAV SYSTEMS.........................................................................255

2 TERMINAL ARRIVAL ALTITUDE (LTAA) .........................................................................................255

FLIGHT PROCEDURES (DOC 8168) - DEPARTURES PROCEDURES (RNAV).........................................261

1 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION APPROACH PROCEDURES...263

1 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

3 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

1 APV/BARO-VNAV APPROACH PROCEDURES.............................................................................269

© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES .....................................273

1 GBAS PRECISION APPROACH PROCEDURES ...........................................................................273

FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING .............................................................................275

FLIGHT PROCEDURES (DOC 8168) - ENROUTE .......................................................................................277

1 AREA NAVIGATION (RNAV) AND RNP-BASED EN-ROUTE PROCEDURES ...............................277

AIRCRAFT OPERATING PROCEDURES - ALTIMETER SETTING PROCEDURES...................................279

1 INTRODUCTION TO ALTIMETER SETTING PROCEDURES ........................................................279

2 BASIC ALTIMETER SETTING REQUIREMENTS ...........................................................................279

AIRCRAFT OPERATING PROCEDURES - SIMULTANEOUS OPERATIONS ON PARALLEL OR

1 MODES OF OPERATION ................................................................................................................283

AIRCRAFT OPERATING PROCEDURES - SSR TRANSPONDER OPERATING PROCEDURES .............285

1 OPERATIONS OF TRANSPONDERS .............................................................................................285

AIRCRAFT OPERATING PROCEDURES - OPERATIONAL FLIGHT INFORMATION................................287

1 AERODROME SURFACE OPERATIONS........................................................................................287

© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

3 STABILIZED APPROACH PROCEDURE ........................................................................................287

AIRCRAFT OPERATING PROCEDURES - STANDARD OPERATING PROCEDURES (SOPS)

1 STANDARD OPERATING PROCEDURES (SOPs) .........................................................................289

ICAO RULES OF THE AIR ANNEX 2 ..........................................................................................................301

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

CHAPTER 2 – APPLICABILITY OF THE RULES OF THE AIR..............................................................301

CHAPTER 5 – INSTRUMENT FLIGHT RULES ......................................................................................309

1 DISTRESS AND URGENCY SIGNALS ...........................................................................................310

2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION .............................................................310

3 VISUAL SIGNAL USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN,

4 SIGNALS FOR AERODROME TRAFFIC ........................................................................................310

APPENDIX 2 – INTERCEPTION OF CIVIL AIRCRAFT.........................................................................318

1 PRINCIPLES TO BE OBSERVED BY STATES ...............................................................................318

2 ACTION BY INTERCEPTED AIRCRAFT ........................................................................................318

3 RADIO COMMUNICATION DURING INTERCEPTION ...................................................................318

© JEPPESEN, 1996, 2009. ALL RIGHTS RESERVED

APPENDIX 3 – TABLES OF CRUISING LEVELS .................................................................................318