Air Traffic Control PDF

22 AUG 08 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 dures page. If the state has exceptions to the pub-
These definitions are applicable to the ICAO infor- lished holding tables, a complete tabulation of hold-
mation contained in this ATC section and have been ing speeds is provided.
extracted from appropriate ICAO publications. PROCEDURE LIMITATIONS AND OPTIONS
FLIGHT PROCEDURES Statements concerning conformance with ICAO
Details of the PANS-OPS instrument departure and PANS-OPS are included here. The latest version
approach procedure information useful to the pilot-in- of PANS-OPS, Volume I is provided in the ICAO
command in the execution of an instrument departure Flight Procedures chapter. The statement “Instru-
or approach procedure are included. The information ment Procedures are in conformance with the new
is extracted from the latest amended edition of Pro- PANS-OPS Document 8168, Volume II” indicates
cedures for Air Navigation Services — Aircraft Oper- compliance with this document.
ations, Document 8168, Volume I, Flight Procedures. Procedure limitations, non-standard circling pro-
References to earlier editions are included. tected area, airspeed restrictions, and similar type
information is included. Significant state differences
ICAO RULES OF THE AIR—ANNEX with ICAO PANS-OPS Instrument Departure Proce-
2 and ICAO ATS AIRSPACE dures are also published under this heading.
CLASSIFICATIONS—ANNEX 11 AIRPORT OPERATING MINIMUMS
ICAO Rules of the Air consist of an extraction of ICAO
The type landing, take-off and alternate minimums
Annex 2. ICAO ATS Airspace Classifications contain
published by the state are detailed. If the state
definitions and requirements for airspace classifica-
publishes Obstruction Clearance Altitude/Height
tions.
(OCA/H), or the earlier PANS-OPS Obstruction
ICAO RULES OF THE AIR AND AIR Clearance Limit (OCL) information, the information is
noted. Approach ban information is also included.
TRAFFIC SERVICES, PANS-RAC
(DOC 4444) PILOT CONTROLLED LIGHTING (PCL)
These pages contain those extracts of the PANS- The pilot operating procedures are included for those
RAC Document 4444 which ICAO has specifically States utilizing a standard PCL system.
identified as being of particular interest to pilots-in-
NOISE ABATEMENT PROCEDURES
command.
Standard procedures, unique to all airports within a
MACH NUMBER TECHNIQUE state and not published elsewhere by Jeppesen, are
These pages contain the objectives, prerequisites listed here.
and general procedures for Mach Number Technique
as laid out in ICAO DOC 9426.
ATS AIRSPACE CLASSIFICATION
New standard airspace classifications were des-
STATE PAGES RULES AND ignated by ICAO applicable 14 November 1991.
PROCEDURES The new classifications are explained in ICAO ATS
Airspace Classifications Annex 11. Statements
These pages contain flight information applicable to
under the heading ATS AIRSPACE CLASSIFICA-
the specific state. They are compiled by Jeppesen
TIONS indicate that the state has implemented the
using the state’s Aeronautical Information Publication
ICAO classifications, include any state exceptions, or
(AIP) as primary source material.
note that the state has not implemented the change,
The state name is shown with the page number, and provide a brief description of the system still in
such as Australia-1, Bulgaria-1, etc. Information is effect.
presented as follows:
SPECIAL REQUIREMENTS AND
GENERAL REGULATIONS
A general statement concerning conformance, or Special restrictions to filing flight plans, night opera-
non-conformance with ICAO procedures and units of tions, special reporting procedures, use of non-stan-
measurement used by the state are provided. dard altimeter setting procedures, etc., are listed
under this heading.
FLIGHT PROCEDURES
HOLDING DIFFERENCES FROM ICAO
Holding speed tables are provided in the Flight Proce- STANDARDS AND PROCEDURES
dures ICAO pages. Reference to the specific, appli- Information published is limited to significant state dif-
cable table is included on the state rules and proce- ferences with ICAO Definitions, ICAO Annex 2, Rules
of the Air, and PANS-RAC, Document 4444, refer-
enced to specific paragraph numbers.
q$z
© JEPPESEN, 1992, 2008. ALL RIGHTS RESERVED.

16 MAY 08 AIR TRAFFIC CONTROL 101
INTERNATIONAL CIVIL AVIATION ORGANIZATION -- DEFINITIONS
Definitions in this listing are extracted from the following ICAO documents:
ICAO RULES OF THE AIR, ANNEX 2
RULES OF THE AIR AND AIR TRAFFIC SERVICES, PANS-RAC (Doc 4444)
FLIGHT PROCEDURES, PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS,
PANS-OPS (Doc 8168)
DEFINITIONS AERODROME TRAFFIC CIRCUIT — The specified

ACROBATIC FLIGHT — Manoeuvres intentionally path to be flown by aircraft operating in the vicinity of
performed by an aircraft involving an abrupt change an aerodrome.
in its attitude, an abnormal attitude, or an abnormal AERODROME TRAFFIC ZONE — An airspace of
variation in speed. defined dimensions established around an aero-
ADS AGREEMENT — An ADS reporting plan which drome for the protection of aerodrome traffic.
establishes the conditions of ADS data reporting (i.e., AERONAUTICAL FIXED SERVICE (AFS) — A
data required by the air traffic services unit and fre- telecommunication service between specified fixed
quency of ADS reports which have to be agreed to points provided primarily for the safety of air navi-
prior to the provision of the ADS services). gation and for the regular, efficient and economical
NOTE: The terms of the agreement will be exchanged operation of air services.
between the ground system and the aircraft by means AERONAUTICAL FIXED STATION — A station in the
of a contract, or a series of contracts. aeronautical fixed service.
ADS CONTRACT — A means by which the terms AERONAUTICAL GROUND LIGHT — Any light spe-
of an ADS agreement will be exchanged between the cially provided as an aid to air navigation, other than
ground system and the aircraft, specifying under what a light displayed on an aircraft.
conditions ADS reports would be initiated, and what AERONAUTICAL INFORMATION PUBLICATION
data would be contained in the reports. (AIP) — A publication issued by or with the authority
NOTE: The term “ADS contract” is a generic term of a State and containing aeronautical information of
meaning variously, ADS event contract, ADS demand a lasting character essential to air navigation.
contract, ADS periodic contract or an emergency AERONAUTICAL MOBILE SERVICE — A mobile
mode. Ground forwarding of ADS reports may be service between aeronautical stations and aircraft
implemented between ground systems. stations, or between aircraft stations, in which sur-
ADVISORY AIRSPACE — An airspace of defined vival craft stations may participate; emergency
dimensions, or designated route, within which air traf- position-indicating radio beacon stations may also
fic advisory service is available. participate in this service on designated distress and
ADVISORY ROUTE — A designated route along emergency frequencies.
which air traffic advisory service is available. AERONAUTICAL STATION — A land station in the
NOTE: Air traffic control service provides a much aeronautical mobile service. In certain instances, an
more complete service than air traffic advisory ser- aeronautical station may be located, for example, on
vice; advisory areas and routes are therefore not board ship or on a platform at sea.
established within controlled airspace, but air traffic AERONAUTICAL TELECOMMUNICATION SER-
advisory service may be provided below and above VICE — A telecommunication service provided for
control areas. any aeronautical purpose.
AERODROME — A defined area on land or water AERONAUTICAL TELECOMMUNICATION STA-
(including any buildings, installations and equipment) TION — A station in the aeronautical telecommuni-
intended to be used either wholly or in part for the cation service.
arrival, departure and surface movement of aircraft. AEROPLANE — A power-driven heavier-than-air air-
NOTE: The term “aerodrome” where used in the pro- craft, deriving its lift in flight chiefly from aerodynamic
visions relating to flight plans and ATS messages is reactions on surfaces which remain fixed under given
intended to cover also sites other than aerodromes conditions of flight.
which may be used by certain types of aircraft; e.g., AIRBORNE COLLISION AVOIDANCE SYSTEM
helicopters or balloons. (ACAS) — An aircraft system based on secondary
AERODROME CONTROL SERVICE — Air traffic surveillance radar (SSR) transponder signals which
control service for aerodrome traffic. operates independently of ground-based equipment
AERODROME CONTROL TOWER — A unit estab- to provide advice to the pilot on potential conflicting
lished to provide air traffic control service to aero- aircraft that are equipped with SSR transponders.
drome traffic. AIRCRAFT — Any machine that can derive support
AERODROME ELEVATION — The elevation of the in the atmosphere from the reactions of the air other
highest point of the landing area. than the reactions of the air against the earth’s sur-
face.
AERODROME TRAFFIC — All traffic on the manoeu-
vring area of an aerodrome and all aircraft flying in the AIRCRAFT ADDRESS — A unique combination of
vicinity of an aerodrome. 24 bits available for assignment to an aircraft for the
purpose of air-ground communications, navigation
NOTE: An aircraft is in the vicinity of an aerodrome
and surveillance.
when it is in, entering or leaving an aerodrome traffic
circuit.

9 DEC 05 AIR TRAFFIC CONTROL 201
FLIGHT PROCEDURES (DOC 8168)

Extracted from ICAO Document 8168, Volume I - Fourth Edition — Flight Procedures, PROCEDURES
FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, herein known as PANS-OPS.
1 GENERAL individual States is explained under the subtitle

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

to the respective State RULES AND PROCEDURES
page.
PANS-OPS 4 — further indicates that the acceler-

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

previous editions of Document 8168 are contained
in Appendix 1.
1.2.2 Obstacle Clearance Limit — OCL

1.2.2.1 A few approach charts which still
show an OCL in the profile section have not been
converted to the PANS-OPS standard. The airspace
protected for the IAP is smaller, and normally the
speed is restricted to a maximum 150 KTAS with an
omnidirectional wind of 60 kt.
1.3 STATE PAGES — RULES AND
PROCEDURES
1.3.1 On RULES AND PROCEDURES pages,
the conversion status of the IAPs applicable for the
© JEPPESEN SANDERSON, INC. 2002, 2005. ALL RIGHTS RESERVED.

9 DEC 05 AIR TRAFFIC CONTROL 213
FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES

Only a few instrument approach procedures (IAPs) are left which are constructed in accordance with
the standards in an earlier version of PANS-OPS. This means IAPs are constructed on a basic criteria
which includes tangible values as follows:
– maximum TAS 150 kt;
– omnidirectional wind speed up to 60 kt.
1 GENERAL CRITERIA 1.6.2 Operators may specify two types of ap-

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

24 FEB 06 AIR TRAFFIC CONTROL 301
ICAO RULES OF THE AIR — ANNEX 2

Extracted from ICAO Rules of the Air, Annex 2
ICAO RULES OF THE AIR — ANNEX 2
CHAPTER 1 — DEFINITIONS 2.3 RESPONSIBILITY FOR

COMPLIANCE WITH THE RULES OF
See ICAO Definitions published on AIR TRAFFIC
CONTROL pages, Series 100. THE AIR
CHAPTER 2 — APPLICABILITY OF 2.3.1 Responsibility of Pilot-in-Command
THE RULES OF THE AIR The pilot-in-command of an aircraft shall, whether
manipulating the controls or not, be responsible for
2.1 TERRITORIAL APPLICATION OF the operation of the aircraft in accordance with the
THE RULES OF THE AIR rules of the air, except that the pilot-in-command
may depart from these rules in circumstances that
2.1.1 The rules of the air shall apply to aircraft render such departure absolutely necessary in the
bearing the nationality and registration marks of a interests of safety.
Contracting State, wherever they may be, to the ex-
tent that they do not conflict with the rules published 2.3.2 Pre-Flight Action
by the State having jurisdiction over the territory Before beginning a flight, the pilot-in-command of an
overflown. aircraft shall become familiar with all available infor-
NOTE: The council of the International Civil Aviation mation appropriate to the intended operation.
Organization resolved, in adopting Annex 2 in April Pre-flight action for flights away from the vicinity of
1948 and Amendment 1 to the said Annex in No- an aerodrome, and for all IFR flights, shall include a
vember 1951, that the Annex constitutes “Rules re- careful study of available current weather reports
lating to the flight and manoeuvre of aircraft” within and forecasts, taking into consideration fuel require-
the meaning of Article 12 of the Convention. Over ments and an alternative course of action if the flight
the high seas, therefore, these rules apply without cannot be completed as planned.
exception. 2.4 AUTHORITY OF
2.1.2 If, and so long as, a Contracting State PILOT-IN-COMMAND OF AN
has not notified the International Civil Aviation Orga- AIRCRAFT
nization to the contrary, it shall be deemed, as re-
gards aircraft of its registration, to have agreed as The pilot-in-command of an aircraft shall have final
follows: authority as to the disposition of the aircraft while in
command.
For purposes of flight over those parts of the high
seas where a Contracting State has accepted, pur- 2.5 PROBLEMATIC USE OF
suant to a regional air navigation agreement, the re- PSYCHOACTIVE SUBSTANCES
sponsibility of providing air traffic services, the “ap-
propriate ATS authority” referred to in this Annex is No person whose function is critical to the safety of
the relevant authority designated by the State re- aviation (safety-sensitive personnel) shall undertake
sponsible for providing those services. that function while under the influence of any psy-
choactive substance, by reason of which human per-
NOTE: The phrase “regional air navigation agree- formance is impaired. No such person shall engage
ment” refers to an agreement approved by the Coun- in any kind of problematic use of substances.
cil of ICAO normally on the advice of a Regional Air
Navigational Meeting. CHAPTER 3 — GENERAL RULES
2.2 COMPLIANCE WITH THE RULES OF 3.1 PROTECTION OF PERSONS AND
THE AIR PROPERTY
The operation of an aircraft either in flight or on the 3.1.1 Negligent or Reckless Operation of
movement area of an aerodrome shall be in compli- Aircraft
ance with the general rules and, in addition, when in
An aircraft shall not be operated in a negligent or
flight, either with:
reckless manner so as to endanger life or property
a. the visual flight rules, or of others.
b. the instrument flight rules.
NOTE 1: Information relevant to the services provid-
ed to aircraft operating in accordance with both visu-
al flight rules and instrument flight rules in the seven
ATS airspace classes contained in Annex 11 are
published on ENROUTE Page 21.
NOTE 2: A pilot may elect to fly in accordance with

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

16 MAY 08 AIR TRAFFIC CONTROL 401
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 ATC working position within a unit or sector, the duties

Refer to ’International Civil Aviation Organization Def- and responsibilities of the individual working positions
initions’ chapter. shall be defined.
4.3.2 Between a Unit Providing Aerodrome
4 GENERAL PROVISIONS FOR AIR Control Service and a Unit Providing
TRAFFIC SERVICES Approach Control Service
4.1 RESPONSIBILITY FOR THE 4.3.2.1 Except for flights which are provided
PROVISION OF AIR TRAFFIC aerodrome control service only, the control of arriv-
CONTROL SERVICE ing and departing controlled flights shall be divided
between units providing aerodrome control service
4.1.1 Area Control Service and units providing approach control service as fol-
Area control service shall be provided: lows:
a. by an area control centre (ACC); or 4.3.2.1.1 Arriving aircraft. Control of an
b. by the unit providing approach control service arriving aircraft shall be transferred from the unit pro-
in a control zone or in a control area of limited viding approach control service to the unit providing
extent which is designated primarily for the pro- aerodrome control service when the aircraft:
vision of approach control service, when no ACC a. is in the vicinity of the aerodrome, and
is established. 1. it is considered that approach and landing
4.1.2 Approach Control Service will be completed in visual reference to the
Approach control service shall be provided: ground, or
a. by an aerodrome control tower or an ACC, when 2. has reached uninterrupted visual meteoro-
it is necessary or desirable to combine under logical conditions, or
the responsibility of one unit the functions of the b. is at a prescribed point or level, or
approach control service and those of the aero- c. has landed,
drome control service or the area control ser- as specified in letters of agreement or ATS unit
vice; or instructions.
b. by an approach control unit, when it is necessary
or desirable to establish a separate unit. 4.3.2.1.2 Transfer of communications to the
aerodrome controller should be effected at such a
NOTE: Approach control service may be provided by point, level or time that clearance to land or alternative
a unit collocated with an ACC, or by a control sector instructions, as well as information on essential local
within an ACC. traffic, can be issued in a timely manner.
4.1.3 Aerodrome Control Service NOTE: Even though there is an approach control unit,
Aerodrome control service shall be provided by an control of certain flights may be transferred directly
aerodrome control tower. from an ACC to an aerodrome control tower and vice
versa, by prior arrangement between the units con-
4.2 RESPONSIBILITY FOR THE cerned for the relevant part of approach control ser-
PROVISION OF FLIGHT vice to be provided by the ACC or the aerodrome con-
INFORMATION SERVICE AND trol tower, as applicable.
ALERTING SERVICE 4.3.2.1.3 Departing aircraft. Control of a
Flight information service and alerting service shall departing aircraft shall be transferred from the unit
be provided as follows: providing aerodrome control service to the unit pro-
a. within a flight information region (FIR): by a flight viding approach control service:
information centre, unless the responsibility for a. when visual meteorological conditions prevail in
providing such services is assigned to an air the vicinity of the aerodrome:
traffic control unit having adequate facilities for 1. prior to the time the aircraft leaves the vicin-
the exercise of such responsibilities; ity of the aerodrome,
b. within controlled airspace and at controlled 2. prior to the aircraft entering instrument
aerodromes: by the relevant air traffic control meteorological conditions, or
units. 3. when the aircraft is at a prescribed point or
4.3 DIVISION OF RESPONSIBILITY level,
FOR CONTROL BETWEEN AIR as specified in letters of agreement or ATS unit
TRAFFIC CONTROL UNITS instructions;
b. when instrument meteorological conditions pre-
4.3.1 General
vail at the aerodrome:
The appropriate ATS authority shall designate the
1. immediately after the aircraft is airborne, or
area of responsibility for each air traffic control (ATC)
unit and, when applicable, for individual control sec- 2. when the aircraft is at a prescribed point or
tors within an ATC unit. Where there is more than one level,
q$z

456 AIR TRAFFIC CONTROL 3 OCT 08
APPENDIX 1 -- INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS
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 473
AERONAUTICAL TELECOMMUNICATIONS
AERONAUTICAL TELECOMMUNICATIONS
Extracted from ICAO ANNEX 10 (Vol., II) Sixth Edition — AERONAUTICAL TELECOMMUNICATIONS.
5 AERONAUTICAL MOBILE SERVICE 12000 one two thousand

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

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

22 SEP 06 AIR TRAFFIC CONTROL 475
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

Extracted from ICAO Annex 11 — Air Traffic Services – Air Traffic Control Annexes to DOC 7300
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)
(Attachment C)
1 INTRODUCTION AND 2.3 TIME OF BROADCASTS

APPLICABILITY OF BROADCASTS A broadcast should be made:
1.1 Traffic information broadcasts by aircraft are a. 10 minutes before entering the designated air-
intended to permit reports and relevant supplemen- space or, for a pilot taking off from an aerodrome
tary information of an advisory nature to be transmit- located within the lateral limits of the designated
ted by pilots on a designated VHF radiotelephone airspace, as soon as appropriate after take-off;
(RTF) frequency for the information of pilots of other b. 10 minutes prior to crossing a reporting point;
aircraft in the vicinity. c. 10 minutes prior to crossing or joining an ATS
1.2 TIBAs should be introduced only when nec- route;
essary and as a temporary measure. d. at 20-minute intervals between distant reporting
points;
1.3 The broadcast procedures should be applied
in designated airspace where: e. 2 to 5 minutes, where possible, before a change
in flight level;
a. there is a need to supplement collision hazard
information provided by air traffic services out- f. at the time of a change in flight level; and
side controlled airspace; or g. at any other time considered necessary by the
b. there is a temporary disruption of normal air traf- pilot.
fic services. 2.4 FORMS OF BROADCAST
1.4 Such airspaces should be identified by the 2.4.1 The broadcasts other than those indicat-
States responsible for provision of air traffic services ing changes in flight level, i.e. the broadcasts re-
within these airspaces, if necessary with the assis- ferred to in 2.3 a., b., c., d. and g., should be in the
tance of the appropriate ICAO Regional Office(s), following form:
and duly promulgated in aeronautical information
publications or NOTAM, together with the VHF RTF ALL STATIONS (necessary to identify a traffic
frequency, the message formats and the procedures information broadcast)
to be used. Where, in the case of 1.3 a., more than
one State is involved, the airspace should be desig- (call sign)
nated on the basis of regional air navigation agree-
ments and promulgated in Doc 7030. FLIGHT LEVEL (number) (or CLIMBING1 TO
FLIGHT LEVEL (number))
1.5 When establishing a designated airspace,
dates for the review of its applicability at intervals not (direction)
exceeding 12 months should be agreed by the ap-
propriate ATC authority(ies). (ATS route) (or DIRECT FROM (position) TO
(position))
2 DETAILS OF BROADCASTS
POSITION (position2) AT (time)
2.1 VHF RTF FREQUENCY TO BE USED
ESTIMATING (next reporting point, or the point of
2.1.1 The VHF RTF frequency to be used crossing or joining a designated ATS route) AT
should be determined and promulgated on a region- (time)
al basis. However, in the case of temporary disrup-
tion occurring in controlled airspace, the States re- (call sign)
sponsible may promulgate, as the VHF RTF
frequency to be used within the limits of that air- FLIGHT LEVEL (number)
space, a frequency used normally for the provision (direction)
of air traffic control service within that airspace.
2.1.2 Where VHF is used for air-ground com- Fictitious example:
munications with ATS and an aircraft has only two “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350
serviceable VHF sets, one should be tuned to the NORTHWEST BOUND DIRECT FROM PUNTA
appropriate ATS frequency and the other to the TIBA SAGA TO PAMPA POSITION 5040 SOUTH 2010
frequency. EAST AT 2358 ESTIMATING CROSSING ROUTE
2.2 LISTENING WATCH LIMA THREE ONE AT 4930 SOUTH 1920 EAST
AT 0012 WINDAR 671 FLIGHT LEVEL 350
A listening watch should be maintained on the TIBA NORTHWEST BOUND OUT”
frequency 10 minutes before entering the designat-
ed airspace until leaving this airspace. For an aircraft 1.For the broadcast referred to in 2.3 a. in the case
taking off from an aerodrome located within the lat- of an aircraft taking off from an aerodrome located
eral limits of the designated airspace listening watch within the lateral limits of the designated airspace.
should start as soon as appropriate after take-off 2.For broadcasts made when the aircraft is not near
and be maintained until leaving the airspace. an ATS significant point, the position should be given
as accurate as possible and in any case to the
nearest 30 minute of latitude and longitude.
© JEPPESEN SANDERSON, INC. 2006. ALL RIGHTS RESERVED.

31 OCT 08 AIR TRAFFIC CONTROL 603
EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i
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

– TDZ, – the minimum height to which the precision

– RL, approach aid can be used without the required
visual reference,
– other visual references accepted by the authority.
– the OCH for the aircraft category,
9 LOWER THAN STANDARD CAT I – the decision height the flight crew is authorized to
OPERATIONS (EU-OPS 1) operate,
DECISION HEIGHT – 200ft
A decision height for Lower Than Standard CAT I whichever is higher.
operations must not be lower than: RVR/CMV
– the DH specified in the Aircraft Flight Manual or The lowest RVR values to be used by an operator for
equivalent documents, Lower Than Standard CAT I operations are shown in
Table 11 below.
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 – The aircraft shall be certified in accordance to

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

RVR
The lowest minimums to be used by an operator for
CAT II operations are shown in Table 12 below.
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 VISUAL REFERENCE

the operator must ensure that appropriate low visibil- The pilot shall not continue an approach below deci-
ity procedures are established and in operation at the sion height unless visual reference containing one of
landing aerodrome. the following elements is attained and can be main-
tained:
– at least 3 consecutive lights being the centerline
of the approach lights,
– TDZ, CL or RL,
q$z

– or a combination of the above. DECISION HEIGHT

The visual reference must include a lateral element of For operations in which a decision height is used, an
the ground pattern (i.e. an approach lighting crossbar, operator must ensure that the decision height is not
landing threshold, a barrette of the TDZ) unless the lower than:
operation is conducted utilizing an approved HUDLS – the minimum decision height specified in the Air-
to touchdown. craft Flight Manual or equivalent documents,
TYPE OF FACILITY – the minimum height to which the precision
An ILS/MLS which supports Other Than Standard approach aid can be used without the required
CAT II operations shall be an unrestricted facility with visual reference,
a straight-in course equal to or less than 3° offset and – the decision height to which the flight crew is
the ILS shall be certificated to: authorized to operate.
– Class I/T/1 for operations to a minimum RVR of Operations with no decision height may only be con-
450m and to a DH of 200ft or more, ducted if:
– Class II/D/2 for operations in RVR of less than – the operation with no decision height is authorized
450m or to a DH of less than 200ft. in the Aircraft Flight Manual,
Single ILS facilities are only acceptable if Level 2 per- – the approach aid and aerodrome facilities can
formance is provided. support such operations,
Jeppesen will publish minimums for Other Than – the operator has an approval for CAT III operations
Standard CAT II operations only if the procedure with no decision height.
is approved for their use by the State of the aero- NOTE: In the case of a CAT III runway it may be
drome. assumed that operations with no decision height can
be supported unless specifically restricted as pub-
12 CAT III OPERATIONS (EU-OPS 1) lished in the AIP or by NOTAM.
CAT III operations are subdivided as follows:
RVR
a. CAT IIIA: decision height lower than 100ft and
The lowest minimums to be used by an operator for
RVR not less than 200m,
CAT III operations are shown in Table 14.
b. CAT IIIB: decision height lower than 100ft or no
decision height and RVR less than 200m but not
less than 75m.
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
q$z

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
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
Anemometer for runway in
No effect if other ground source available
use
Ceilometer No effect
Not allowed for operations Not allowed
Approach Lights 1 Minimums as for NALS
with DH > 50ft
Approach lights except the Not allowed
No effect Minimums as for BALS
last 210m 2
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 b. No RL or no CL: Night - Not allowed.
above: c. No TDZ lights – No restriction.
– Multiple failures of runway lights are not accept- d. No Stand-by power to RL: Day – RVR 200m.
able.
e. No Stand-by power to RL: Night – Not
– Deficiencies of approach and runway lights are allowed.
treated separately.
– CAT II/III operations: A combination of deficiencies 14 ENHANCED VISION SYSTEMS
in runway lights and RVR assessment equipment (EU-OPS 1)
is not allowed. The Enhanced Vision System (EVS) may only be
– Failures other than ILS affect RVR only and not used for ILS, MLS, PAR, GLS and APV operations
DH . with a DH not lower than 200ft or on approaches
NOTE 2: For CAT IIIB operations with no decision when using approved vertical flight path guidance to
height, an operator shall ensure that, for aircraft a MDH or DH not below 250ft.
authorized to conduct no decision height operations A pilot using an EVS certificated for the purpose of
with the lowest RVR limitations, the following applies this paragraph and used in accordance with the pro-
in addition to the table above: cedures and limitations of the approved flight manual,
– RVR: At least one RVR value must be available at may:
the aerodrome.
– Runway lights:
a. No RL or no CL: Day - RVR 200m.
q$z

The weather minimums must be specified and or circling approaches are available. Any limitation
approved for each runway to be used considering related to one-engine-inoperative operations must
the following items: be taken into account.
– the obstacle situation, An operator shall only select the destination aero-
– the type of glide path reference and runway guid- drome when appropriate weather reports or forecasts
ance, or any combination thereof indicate, that during a
– the minimum visual reference required at period commencing one hour before and ending one
DA/MDA, hour after the estimated time of arrival, the weather
conditions will be at or above the applicable landing
– available airborne equipment,
minimum as follows:
– pilot qualification and special aerodrome familiar-
– RVR/VIS,
ization,
– ceiling at or above MDH for non-precision or cir-
– aircraft flight manual limitations and procedures,
cling approaches,
– missed approach criteria.
or two destination alternate aerodromes are selected
Jeppesen will calculate AOM for those if the weather conditions are below the applicable
approaches according table 6 and the lower planning minimums.
limits of tables 7, 8 and 9. A caution note
will be added, that the pilot has to check the An operator shall only select an aerodrome as:
Steep Approach section of the operators Flight – destination alternate aerodrome,
Operations Manual. – isolated aerodrome,
17 PLANNING MINIMUMS (EU-OPS 1) – enroute alternate aerodrome (ERA),
An operator shall only select an aerodrome as – 3% ERA (an ERA selected for the purpose of
a take-off alternate aerodrome when appropriate reducing contingency fuel to 3%)
weather reports or forecasts or any combination when appropriate weather reports or forecasts or any
thereof indicate, that during a period commencing combination thereof indicate, that during a period
one hour before and ending one hour after the esti- commencing one hour before and ending one hour
mated time of arrival, the weather conditions will be at after the estimated time of arrival, the weather con-
or above the applicable landing minimum. The ceiling ditions will be at or above the planning minimums as
must be taken into account when only non-precision in Table 17 below.
Table 17 PLANNING MINIMUMS

Type of Approach Planning Minimums
CAT II and III CAT I 1
CAT I Non-precision 2 , 3
Non-precision Non-precision 4 , 5
Circling Circling
1 RVR.
2 RVR.
3 The ceiling must be at or above the MDH.
4 RVR.
5 The ceiling must be at or above the MDH.
An operator shall not select an aerodrome as an shall include in the Operations Manual the method
ETOPS enroute alternate aerodrome when appropri- for determining the operating minima at the planned
ate weather reports or forecasts or any combination ETOPS enroute alternate aerodrome.
thereof indicate, that between the anticipated time of
Jeppesen will publish planning minimums on
landing until one hour after the latest possible time
request only.
of landing, conditions calculated by adding the addi-
tional limits of Table 18 below will exist. An operator
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
q$z

28 NOV 08 AIR TRAFFIC CONTROL AU-1
DEFINITIONS AND ABBREVIATIONS

Australian definitions and abbreviations applicable to this section which are not published or differ from
those published in INTRODUCTION — Chart Glossary. See also Definitions and Abbreviations sections
in the Emergency, Meteorology and Terminal chapters of this manual.
1 DEFINITIONS AIR TRAFFIC CONTROL CLEARANCE — Autho-

ADS-C AGREEMENT — A reporting plan which rization for an aircraft to proceed under conditions
establishes the conditions of ADS-C data reporting specified by an Air Traffic Control unit.
(i.e. data required by the air traffic services unit and NOTE: For convenience, the term “Air Traffic Control
frequency of ADS-C reports which have to be agreed Clearance” is frequently abbreviated to “Clearance”
to prior to the provision of air traffic services). when used in appropriate context.
AERODROME — A defined area of land or water AIR TRAFFIC CONTROL INSTRUCTIONS — Direc-
(including any buildings, installations and equipment) tives issued by air traffic control for the purpose of
intended to be used either wholly or in part for the requiring a pilot to take a specific action.
arrival, departure and movement of aircraft. AIR TRAFFIC CONTROL SERVICE — A service
AERODROME BEACON — An aeronautical beacon provided for the purpose of:
used to indicate the location of an aerodrome from a. preventing collisions:
the air.
1. between aircraft; and
AERODROME CONTROL SERVICE — ATC service
2. on the maneuvering area between aircraft
for aerodrome traffic.
and obstructions; and
AERODROME CONTROL TOWER — A unit estab-
b. expediting and maintaining an orderly flow of air
lished to provide ATC service to aerodrome traffic.
traffic.
AERODROME PROPRIETOR — Any Owner,
AIR TRAFFIC SERVICE (ATS) — A generic term
Licensee, Authority, Corporation, or any other body
meaning variously, flight information service, alerting
which has a legal responsibility for a particular aero-
service, air traffic advisory service, air traffic control
drome.
service (area control service, approach control ser-
AERODROME TRAFFIC — All traffic on the maneu- vice, or aerodrome control service).
vering area of an aerodrome, and all aircraft flying in,
AIR TRANSIT — The airborne movement of a heli-
entering, or leaving the traffic circuit.
copter that is:
AERODROME TRAFFIC CIRCUIT — The specified
a. for the expeditious transit from one place within
path to be flown by aircraft flying in, entering, or leav-
an aerodrome to another place within the aero-
ing the traffic circuit.
drome;
AERONAUTICAL BEACON — An aeronautical
b. at or below 100 ft above the surface; and
ground light visible at all azimuths, either continu-
ously or intermittently, to designate a particular point c. at speeds greater than those used in air taxiing.
on the surface of the earth. AIRWAYS CLEARANCE — A clearance, issued by
AERONAUTICAL INFORMATION CIRCULAR ATC, to operate in controlled airspace along a desig-
(AIC) — A notice containing information that does nated track or route at a specified level to a specified
not qualify for the origination of a NOTAM, or for point or flight planned destination.
inclusion in the AIP, but which relates to flight safety, ALTERNATE AERODROME — An aerodrome to
air navigation, technical, administrative or legislative which an aircraft may proceed when it becomes
matters. either impossible or inadvisable to proceed to or land
AERONAUTICAL INFORMATION PUBLICATION at the aerodrome of intended landing.
(AIP) — A publication issued by or with the authority ALTIMETER SETTING — A pressure datum which
of a state and containing aeronautical information of when set on the sub-scale of a sensitive altimeter
a lasting character essential to air navigation. causes the altimeter to indicate vertical displacement
AIP SUPPLEMENT (SUP) — Temporary changes to from that datum. A pressure-type altimeter calibrated
the information contained in the AIP which are pub- in accordance with Standard Atmosphere may be
lished by means of special pages. used to indicate altitude, height or flight levels, as
follows:
AIRCRAFT CLASSIFICATION NUMBER (ACN) —
A number expressing the relative effect of an aircraft a. when set to QNH or Area QNH it will indicate
on a pavement for a specific standard sub-grade cat- altitude;
egory. b. when set to Standard Pressure (1013.2 hPa) it
AIRCRAFT PARKING POSITION TAXILANE — A may be used to indicate flight levels.
portion of an apron designated as a taxiway and ALTIMETER SETTING REGION — Airspace 10,000
intended to provide access to aircraft parking posi- ft and below where the sub-scale of a pressure sen-
tions only. sitive altimeter is set to QNH or Area QNH.
AIR-GROUND COMMUNICATIONS — Two-way APPROACH CONTROL SERVICE — ATC service
communications between aircraft and stations on the for arriving or departing flights.
surface of the earth. APPROACH SEQUENCE — The order in which two
AIR TAXIING — Movement of a helicopter / VTOL or more aircraft are cleared to approach to land at the
above the surface of an aerodrome at low ground aerodrome.
speed and at heights normally associated with
ground effect.
q$z

12 DEC 08 AIR TRAFFIC CONTROL AU-101
AIR TRAFFIC RULES AND SERVICES

Civil Aviation Regulations (CAR), Civil Aviation Orders (CAO), Air Services Regulations (ASR) and Air
Navigation Regulations (ANR) may be referenced in the text of this section; however, they are not pub-
lished herein.
1 AERONAUTICAL INFORMATION information and/or the AIP should be read in conjunc-

SERVICES tion with CASRs, CARs, CAOs and CAAPs which
detail the statutory requirements.
1.1 AERONAUTICAL AUTHORITY
1.3.1.1 Documents and charts issued in
1.1.1 Responsibility for civil aviation in Australia accordance with the AIRAC cycle become effective
and its Territories rests with two organizations: the at 1600 hours UTC on the day prior to the nominated
Civil Aviation Safety Authority (CASA) and Airser- date unless otherwise notified; e.g., a document
vices Australia (Airservices). CASA is responsible with an AIRAC date 26 Jun becomes effective
for safety regulation of all civil aviation in Australia, 06251600UTC (i.e., during Australian Eastern Stan-
including the safety regulation of Airservices’ pro- dard Time, becomes effective at 0200 hours local on
vision of support services. Requests for advice on 26 Jun).
Australia’s civil aviation support services including
Air Traffic Services (ATS), Rescue and Fire Fight- 1.3.2 NOTAM provide information that is of
ing (RFF) services, Aeronautical Information Service direct operational significance and which may imme-
(AIS) and Search and Rescue (SAR) may be directed diately affect aircraft operations. A NOTAM is issued
to: in a format containing fields (Q) and (A) to (G) as
follows:
Business Replay Post
PERMIT No 1986 – CIVIC SQUARE Q – This field consists of eight sub fields
Address: Airservices Australia separated by oblique strokes.
Aeronautical Information Service
1. FIR in which the location listed in field A)
GPO Box 367
is located.
CANBERRA
ACT 2. NOTAM code. This is a coded version
AUSTRALIA of the subject and status of the NOTAM
2601 preceded by the letter ’Q’
Fax: (02) 6268 5689 3. Traffic field. Signifies if a NOTAM affects
61 2 6268 5689 IFR or VFR flights
Telex: YSHOYOYX 4. Purpose field. Signifies if a NOTAM is for
CIVILAIR Canberra immediate attention and/or for briefings or
E-Mail: docs.amend@airservicesaustralia. concerning flight operations.
com
5. Scope field. Signifies if the NOTAM is an
Internet: www.airservicesaustralia.com/
aerodrome, enroute or warning NOTAM
publications/ccard/default.asp
6. Lower level of the activity in the NOTAM.
1.2 AERONAUTICAL INFORMATION If no level specified the default is 000.
SERVICE (AIS) 7. Upper level of the activity in the NOTAM.
1.2.1 The Aeronautical Information Service If no level specified, the default is 999.
(AIS) is established pursuant to para 8.(1) of the Air 8. Coordinates. For location specific NOTAM,
Services Act 1995. The AIS is responsible for the the latitude/longitude of the location listed
collection, collation and dissemination of aeronauti- in field A) of the NOTAM is listed. If not a
cal information and instructions relating to the safety, specific location, the field is left blank.
regularity and efficiency of air navigation within the
Example of Q field:
areas covered.
Q) YBBB/QMRAU/IV/BO/A/000/999/
1.2.2 An International NOTAM Office (NOF) is 2723S15307E
established at Brisbane (YBBBYNYX) for the pur- NOTE: The list of codes used in the Q)
pose of the international exchange of NOTAM. field is available in ICAO Annex 15 and
1.2.3 Area of Responsibility — The AIS is Doc−8126. Briefings obtained from NAIPS
responsible for the collection and dissemination of are decoded.
aeronautical information for the entire territory of A – Location identification.
Australia and its associated airspace, and for the B – Time of commencement of information
airspace over the high seas encompassed by the contained in Field E; or, time of publication
Brisbane and Melbourne FIRs. where prior notification is required. In this
1.3 PUBLISHED AERONAUTICAL case, Field E commences with “WEF..
(Date/Time)..”. This Date/Time will then
INFORMATION
reflect the actual commencement time of the
1.3.1 The information in this Airway Manual NOTAM information.
is extracted from Australian Aeronautical Informa-
tion Publications (AIP), which provides the primary
source of information concerning rules of the air and
procedures for the safe and efficient movement of
aircraft in Australian airspace. The Airway Manual
q$z

EE-12 AIR TRAFFIC CONTROL 16 MAR 07
8.33KHZ CHANNEL SPACING

CHANNEL – FREQUENCY PAIRING TABLE (Extract between 132.0000 and 132.1000)
Name of Frequency of Channel
Channel to be transmitted as:
Channel Channel (MHz) Spacing (kHz)
132.000 132.0000 25 ONE THREE TWO DECIMAL ZERO
132.010 132.0083 8.33 ONE THREE TWO DECIMAL ZERO ONE ZERO
132.015 132.0166 8.33 ONE THREE TWO DECIMAL ZERO ONE FIVE
132.025 132.0250 25 ONE THREE TWO DECIMAL ZERO TWO FIVE
132.035 132.0333 8.33 ONE THREE TWO DECIMAL ZERO THREE FIVE
132.040 132.0416 8.33 ONE THREE TWO DECIMAL ZERO FOUR ZERO
132.050 132.0500 25 ONE THREE TWO DECIMAL ZERO FIVE ZERO
132.060 132.0583 8.33 ONE THREE TWO DECIMAL ZERO SIX ZERO
132.065 132.0666 8.33 ONE THREE TWO DECIMAL ZERO SIX FIVE
132.075 132.0750 25 ONE THREE TWO DECIMAL ZERO SEVEN FIVE
132.085 132.0833 8.33 ONE THREE TWO DECIMAL ZERO EIGHT FIVE
132.090 132.0916 8.33 ONE THREE TWO DECIMAL ZERO NINE ZERO
132.100 132.1000 25 ONE THREE TWO DECIMAL ONE
If ATC is uncertain about the 8.33kHz equipage sta-

tus of any aircraft or the UHF status of a State air-
craft, then the following phraseology applies:
Circumstance Phraseology
To request confirmation of 8.33kHz capability CONFIRM EIGHT POINT THREE THREE
To indicate 8.33kHz capability 1AFFIRM EIGHT POINT THREE THREE
1
To indicate lack of 8.33kHz capability NEGATIVE EIGHT POINT THREE THREE
To request UHF capability CONFIRM UHF
To indicate UHF capability 1AFFIRM UHF
1
To indicate lack of UHF capability NEGATIVE UHF
To request status in respect of 8.33kHz exemption CONFIRM EIGHT POINT THREE THREE
EXEMPTED
1
To indicate 8.33kHz exempted status AFFIRM EIGHT POINT THREE THREE
EXEMPTED
To indicate 8.33kHz non-exempted status 1NEGATIVE EIGHT POINT THREE THREE
EXEMPTED
To indicate that a certain clearance is given because DUE EIGHT POINT THREE THREE
otherwise a non-8.33 equipped and/or non-exempted REQUIREMENT
aircraft would enter the airspace of mandatory
carriage
1.Denotes pilot transmission.
The above phraseology is approved by ICAO in the

Procedures for Air Navigation Services Air Traffic
Management (PANS-ATM, Doc 4444).
Jeppesen publications
- 50 or 25kHz spacing 118.0 or 118.00 or 118.000 is shown as 118.0
118.02 or 118.025 is shown as 118.02
118.15 or 118.150 is shown as 118.15
118.17 or 118.175 is shown as 118.17
- 8.33kHz spacing The “CHANNEL numbers” are always shown with three decimal places
(e.g. 132.035).

22 AUG 08 AIR TRAFFIC CONTROL US-163
SECTION 3. AIRPORT MARKING AIDS AND SIGNS

2-3-1 GENERAL 2-3-2 AIRPORT PAVEMENT
a. Airport pavement markings and signs provide MARKINGS
information that is useful to a pilot during takeoff, a. General. For the purpose of this presentation
landing, and taxiing. the Airport Pavement Markings have been
b. Uniformity in airport markings and signs from grouped into four areas:
one airport to another enhances safety and 1. Runway Markings.
improves efficiency. Pilots are encouraged to
2. Taxiway Markings.
work with the operators of the airports they
use to achieve the marking and sign standards 3. Holding Position Markings.
described in this section. 4. Other Markings.
c. Pilots who encounter ineffective, incorrect, b. Marking Colors. Markings for runways are
or confusing markings or signs on an airport white. Markings defining the landing area on
should make the operator of the airport aware a heliport are also white except for hospital
of the problem. These situations may also be heliports which use a red “H” on a white cross.
reported under the Aviation Safety Reporting Markings for taxiways, areas not intended for
Program as described in paragraph 7-6-1, Avi- use by aircraft (closed and hazardous areas),
ation Safety Reporting Program. Pilots may and holding positions (even if they are on a
also report these situations to the FAA regional runway) are yellow.
airports division.
d. The markings and signs described in this sec-
2-3-3 RUNWAY MARKINGS
tion of the AIM reflect the current FAA recom- a. General. There are three types of markings for
mended standards. runways: visual, nonprecision instrument, and
precision instrument. TBL 2-3-1 identifies the
REFERENCE- AC 150/5340-1, Standards for
marking elements for each type of runway and
Airport Markings. AC 150/5340-18, Standards
TBL 2-3-2 identifies runway threshold markings.
for Airport Sign Systems.
TABLE 2-3-1 Runway Marking Elements

Visual
Marking Element Nonprecision Instrument Runway Precision Instrument Runway
Runway
Designation X X X
Centerline X X X
Threshold X1 X X
Aiming Point X2 X X
Touchdown Zone X
Side Stripes X
1 On runways used, or intended to be used, by international commercial transports.
2 On runways 4,000 feet (1200 m) or longer used by jet aircraft.
q$z

20 JUN 08 AIR TRAFFIC CONTROL AZORES-1 q$i
AZORES - RULES AND PROCEDURES

GENERAL Jeppesen charted minimums are not below State
In general, the air traffic rules and procedures in force minimums.
and the organization of the air traffic services are
in conformity with ICAO Standards, Recommended
ATS AIRSPACE CLASSIFICATIONS
Practices and Procedures. Portugal has adopted the ICAO ATS airspace classi-
fication as listed in ATC-Chapter "ICAO ATS Airspace
Units of measurement used in connection with all air Classifications-Annex 11".
traffic services for Azores:
Within Santa Maria Oceanic FIR the airspace is clas-
MEASUREMENT OF UNIT sified “ A”, “C” and “G”.
Distance used in Kilometers, VFR flights shall not be operated above FL200
navigation, position Nautical Miles and Tenths1 in airspace class “C” at transonic and supersonic
reporting, etc., speeds.
generally in excess
of 2 to 3 nautical miles SPECIAL REQUIREMENTS AND
Relatively short Meters REGULATIONS
distances such as
FLIGHT PLANNING
those relating to
aerodromes (e.g., Overflights of Santa Maria TMA shall flight plan as
runway lengths) follows:
Altitude, elevations, Meters, Feet1 Flights above FL155 shall flight plan
and heights – a great circle course between significant points at
Horizontal speed Kilometers Per Hour, 20W and 30W, or
including wind speed Knots1 – a great circle course between significant points at
Vertical speed Meters Per Second, Feet 20W and VORDME ‘FRS’, or
Per Minute1 – a great circle course between significant points at
Wind direction for Degrees Magnetic 20W and 30W and one of the following radio aids:
landing and taking off VORDME‘ VMG’, VORDME ‘VFL’ or VORDME
Wind direction except Degrees True ‘VSM’.
for landing and taking Flights below FL155 shall flight plan in accordance
off with ATS routes.
Visibility including Kilometers or Meters Any flight intending to fly in accordance with VFR
runway visual range rules within Santa Maria TMA controlled airspace
Altimeter setting, Hectopascals shall submit a flight plan. The flight plan and any
atmospheric pressure other associated messages must be addressed to
Temperature Degrees Celsius LPZZFPLS and:
Weight Kilograms – LPZZFPLM, if departure or destination is LPAZ;
Time Hours and minutes, the – LPZZFPLP, if departure or destination is LPPD;
day of 24 hrs. beginning at – LPLAZTZX and LPLAZPZX, if departure or desti-
midnight UTC nation is LPLA;
1 Alternate unit
– LPZZFPLH, if departure or destination is LPGR,
LPSJ, LPPI or LPHR;
WGS-84 IMPLEMENTATION STATUS – LPZZFPLF, if departure or destination is LPFL or
WGS-84 compliant. LPCR;
All Flightdata concerning MIL ACFT flying from, to or
FLIGHT PROCEDURES overflying Portugal (Mainland) must be addressed to
HOLDING LPAMYWYB, MIL INFO Center and also to LPPTY-
Holding procedures comply with ATC-Chapter Part WYB and LPAMYWYA.
IV. Holding procedures, table "Holding Speeds ICAO For flights intending to operate within the North
DOC 8168". Atlantic MNPS airspace during any portion of their
flight the letter ’X’ shall be inserted in item 10 of the
PROCEDURE LIMITATIONS AND OPTIONS
ICAO FPL after the letter ’S’ to clearly indicate that
Instrument approach procedures for civil airports the aircraft is capable of complying with MNPS.
comply with PANS-OPS, Document 8168, Volume II,
4th Edition. For flights intending to operate within the North
Atlantic MNPS airspace between FL290 and 410
Instrument approach procedures for military aero- inclusive, during any portion of their flight the letter
dromes are based on the United States Standards ‘W’ shall be inserted in item 10 of the ICAO FPL
for Terminal Procedures (TERPS). after the letters ‘S’ and ‘X’ to clearly indicate that
AIRPORT OPERATING MINIMUMS the aircraft has received State approval for RVSM
operations.
Portugal publishes OCA(H)s for civil airports and
DA/MDA, ceiling and visibilities for military aero-
dromes.
q$z

NETHERLANDS-4 AIR TRAFFIC CONTROL 30 JAN 09
NETHERLANDS - RULES AND PROCEDURES q$i
b. in controlled airspace class “A”;

c. in controlled airspace class “B”.
4.1 In class “A”, “B”, “D” and “E” a flight visibility of
8Km is also prescribed for flights below FL100, except
as follows:
Airspace Visibility
Nieuw Milligen TMA A, C, D and E up to and including FL65 (FL952 ), class “E” airspace, minimum
visibility 8Km (5Km2 ); above FL65 (FL951 2 ), class “B” airspace
minimum flight visibility 8Km.
Nieuw Milligen TMA B, G1 and G2 class “E” airspace, minimum flight visibility 8Km (5Km2 )
Rotterdam TMA 1, 2 and 3, Eelde TMA class “E” airspace, minimum flight visibility 8Km.
Maastricht TMA 1 and 2 up to FL95 class “D” airspace, minimum flight visibility 8Km, at
and above FL95 class “B” airspace, minimum flight visibility 8Km.
1 Upper limit Nieuw Milligen TMA is FL95.
2 From FRI 1500 to SUN 2200 and during legal holidays.
In class “G” airspace the following flight visibilities are

applied:
a) above 900m (3000ft) AMSL: 8Km,
b) at or below 900m (3000ft) AMSL lower flight
visibilities to 1500m may be permitted for
flights operated at speeds that will give ade-
quate opportunity to observe other traffic or
any obstacle in time to avoid collision.
4.4 IFR compulsory at night.
q$z

9 MAY 08 AIR TRAFFIC CONTROL NORWAY-1 q$i
NORWAY - RULES AND PROCEDURES

GENERAL PILOT CONTROLLED LIGHTING (PCL)
In general, the air traffic rules and procedures in force A system of switching on approach lights and the
and the organization of the air traffic services are landing area lights from aircraft has entered oper-
in conformity with ICAO Standards, Recommended ational service at a number of Norwegian airports.
Practices and Procedures. Information on the availability of such system is
given in Airport Directory pages and on instrument
Units of measurement used in connection with all air
approach charts for the respective airport.
traffic services in Norway:
To activate the system:
MEASUREMENT OF UNIT – select the appropriate VHF-frequency for the AFIS
Distance used in Nautical Miles and unit,
navigation, position Tenths – press the transmitter button for minimum 5 sec-
reporting, etc., generally onds.
in excess of 2 to 3
nautical miles The lights will then be switched on and remain lighted
for 26 minutes.
Relatively short Meters
distances such as those ATS AIRSPACE CLASSIFICATIONS
relating to aerodromes Norway has adopted the ICAO ATS airspace classifi-
(e.g., runway lengths) cation as listed in ATC-Chapter “ICAO ATS Airspace
Altitude, elevations, and Feet, Meters1 Classifications - Annex 11”. Within Norwegian FIRs/
heights UIRs, however, only the airspace classes “A,” “C,”
Horizontal speed Knots “D,” “E,” and “G” are used. Controlled airspace above
including wind speed FL195 is basically classified as class “A” airspace.
Vertical speed Feet Per Minute, Meters Enroute GAT VFR flights shall not be operated above
Per Second1 FL195 in class “C” airspace.
Wind direction for landing Degrees Magnetic In class “G” airspace, IFR flights are not required to
and taking off establish radio communication with ATS except when
Wind direction except for Degrees True operating within a traffic information zone (TIZ) or
landing and taking off traffic information area (TIA), where communication
Visibility including Kilometers or Meters shall be established with the appropriate AFIS unit.
runway visual range In class “G” airspace established as a TIZ or TIA also
VFR flights are required to establish radio communi-
Altimeter setting, Hectopascals
cation with the appropriate AFIS unit. Traffic avoid-
atmospheric pressure
ance advice will not be provided by Norwegian ATC
Temperature Degrees Celsius units (concerns airspace class “D”).
Weight Kilograms
For differences from ICAO VMC specifications refer to
Time Hours and minutes, the ATC-Chapter Norway “Differences from ICAO Stan-
day of 24 hrs beginning dards and Procedures”.
at midnight UTC.
1 Secondary unit
REGULATIONS
WGS-84 IMPLEMENTATION STATUS
RADAR VECTORING
WGS-84 compliant.
In Norwegian TMAs is the responsibility for tempera-
FLIGHT PROCEDURES ture correction of minimum altitudes and for obstacle
clearance with the radar controller.
HOLDING
Holding procedures comply with ATC-Chapter BASIC AREA NAVIGATION (B-RNAV)
“Flight-Procedures (DOC8168) Part IV. Holding EXEMPTIONS
Procedures”,... table “Holding Speeds ICAO DOC Domestic flights operating between FL95 and FL195
8168:, except for holding procedures on Instrument and within the Oslo TMA between 5000ft AMSL and
Approach Charts marked PANS-OPS, which comply FL95 are exempted from the requirement to carry
with table “PANS-OPS Second Edition ICAO DOC B-RNAV equipment.
8168”.
IFPS/CFMU OPERATIONS
PROCEDURE LIMITATIONS AND OPTIONS The Integrated Initial Flight Plan Processing System
Instrument approach procedures are in accordance element of the EUROCONTROL Central Flow Man-
with the new PANS-OPS, Document 8168, Volume II, agement Unit (CFMU) is the sole source for the dis-
4th Edition, except for Instrument Approach Charts tribution of the IFR General Air Traffic (GAT) FPL and
marked with PANS-OPS, which comply with PANS- associated messages to ATS units within the IFPS.
OPS, Document 8168, Volume II, Second Edition. The only required addresses are those of the two
IFPS Units (IFPU) at Haren (Brussels) and Bretigny
AIRPORT OPERATING MINIMUMS
(Paris).
Norway does not publish State airport operating min-
imums. Norway publishes OCA(H)s.
q$z

19 SEP 08 AIR TRAFFIC CONTROL PORTUGAL-1 q$i
PORTUGAL - RULES AND PROCEDURES

The following information also refers to Madeira Is.
GENERAL Jeppesen charted minimums are not below State

In general, the air traffic rules and procedures in force minimums.
and the organization of the air traffic services are NOISE ABATEMENT PROCEDURES
in conformity with ICAO Standards, Recommended
Practices and Procedures. The following procedures may at any time be
departed from to the extent necessary for avoid-
Units of measurement used in connection with all air ing immediate danger. Every operator of aircraft
traffic services in Portugal: using the airport, shall ensure at all times that aircraft
are operated in a manner calculated to cause the
MEASUREMENT OF UNIT least disturbance practicable in areas surrounding
Distance used in Kilometers, Nautical the airport.
navigation, position Miles and Tenths1
Departures: For aircraft licensed in accordance with
reporting, etc., generally
ICAO ANNEX 16, Chapter 2, Noise Abatement Pro-
in excess of 2 to 3
cedure NADP A is required.
nautical miles
Relatively short Meters For aircraft licensed in accordance with ICAO ANNEX
distances such as those 16, Chapter 3 as well as B737-200 as far as the noise
relating to aerodromes levels for take-off pursuant to ICAO ANNEX 16, Chap-
(e.g., runway lengths) ter 3 have provably been reached by supplementary
equipment, Noise Abatement Procedure NADP B is
Altitude, elevations, and Meters, Feet1
required.
heights
Horizontal speed Kilometers per Hour, For details about NADP A & B refer to ATC Chapter
including wind speed Knots1 “Flight Procedures (DOC 8168) Appendix to Chapter
3 - Noise Abatement”.
Vertical speed Meters per Second, Feet
per Minute1 Aeroplanes such as supersonic aeroplanes not using
Wind direction for landing Degrees Magnetic wing flaps for take-off should reduce thrust before
and taking off attaining 1000ft but not lower than 500ft.
Wind direction except for Degrees True ATS AIRSPACE CLASSIFICATIONS
landing and taking off Portugal has adopted the ICAO ATS airspace classi-
Visibility including Kilometers or Meters fication as listed in ATC-Chapter “ICAO ATS Airspace
runway visual range Classifications-Annex 11”.
Altimeter setting, Hectopascals Within Lisbon FIR/UIR the airspace is classified “C”,
atmospheric pressure “D” and “G”.
Temperature Degrees Celsius
Within Santa Maria Oceanic FIR the airspace is clas-
Weight Kilograms sified “A”, “C” and “G”.
Time Hours and minutes, the
day of 24 hrs beginning The airspace classification “D” has been allocated
at midnight UTC to the restricted areas LPR60A/60B/42A/42B/51A/
51BN/51BS while these airspace volumes are
1 Alternative unit affected to military use. When these airspace vol-
umes are available for GAT use its classification
WGS-84 IMPLEMENTATION STATUS will change to “C”. Within class “G” airspace at and
WGS-84 compliant. below 3000ft AMSL and clear of cloud and in sight of
the surface helicopters may be operated when their
FLIGHT PROCEDURES speed, having regard to the visibility, is reasonable.
HOLDING VFR flights shall not be operated above FL200
Holding procedures comply with ATC-Chapter Part in airspace class “C” at transonic and supersonic
IV. Holding procedures, table “Holding Speeds ICAO speeds.
DOC 8168”.
PROCEDURE LIMITATIONS AND OPTIONS
REGULATIONS
Instrument approach procedures for civil airports
comply with PANS-OPS, Document 8168, Volume FLIGHT PLANNING
II, 4th Edition. Instrument approach procedures for For flights intending to operate within the North
military aerodromes are based on the United States Atlantic MNPS airspace during any portion of their
Standards for Terminal Procedures (TERPS). flight the letter ’X’ shall be inserted in item 10 of the
ICAO FPL after the letter ’S’ to clearly indicate that
AIRPORT OPERATING MINIMUMS
the aircraft is capable of complying with MNPS.
Portugal publishes OCA(H)s for civil airports and
DA/MDA, ceiling and visibilities for military aero-
dromes.
q$z

26 DEC 08 AIR TRAFFIC CONTROL RUSSIA-1 q$i
RUSSIA - RULES AND PROCEDURES

This information also applies to Tajikistan and Turkmenistan, as covered by common aeronautical pub-
lications. Accordingly, each of the above States is to be substituted for the term "Russia(n)" in the fol-
lowing text, as appropriate.
GENERAL Missed approach point (MAP) in a non-precision

In general, the air traffic rules and procedures in force, approach is that point where MDA(H) on the extended
and the organization of air traffic services are in con- runway centerline is reached.
formity with ICAO Standards, Recommended Prac- Speed Restrictions: See following “ENTRY INTO
tices and Procedures. TERMINAL AREA”.
Units of measurement used in all air and ground oper- OUTER MARKER (OM) AND MIDDLE
ations are as listed in the following table:
MARKER (MM) MODULATION
MEASUREMENT OF UNIT All outer markers (OM) and middle markers (MM) are
Distance used in Kilometers 3000Hz modulated. The crossing of these markers
navigation, position will be indicated by the white instead of the blue or
reporting, etc. amber marker beacon light.
Relatively short Kilometers and Meters AIRPORT OPERATING MINIMUMS
distances such as those Russia does not publish State Airport Operating Mini-
relating to aerodromes mums. Russia publishes Obstacle Clearance Heights
(e.g., runway lengths) (OCHs).
Altitude, elevations, and Meters
heights ATS AIRSPACE CLASSIFICATIONS
Horizontal speed Kilometers per Hour, Russia has adopted the ICAO ATS airspace classifi-
including wind speed Meters per Second cation as listed in ATC-Chapter “ICAO ATS Airspace
Classifications - Annex 11”.
Vertical speed Meters per Second
Wind direction for landing Degrees True All CTA airspace is class “A” airspace at altitudes
and taking off from the lower safe flight level up to the upper allowed
flight level along airways. TMA (CTR) airspace is not
Visibility Kilometers or Meters classified. All FIR airspace is class “G” airspace from
Runway visual range Meters the lower safe flight level up to the upper allowed
Altimeter setting, Millimeters, Millibars flight level, except the airspace of the airways. The
atmospheric pressure (Hectopascals) airspace of the airways within FIR is classified as
Temperature Degrees Celsius class “A” airspace.
(Centigrade) LONGITUDINAL SEPARATION
Weight Metric Tons or Kilograms The minimum longitudinal separation intervals for IFR
Time Hours & Minutes, the day filghts under continuous radar control are established
of 24 hrs beginning at as follows:
midnight UTC a. between aircraft proceeding along the same
route at the same flight level (altitude); along the
WGS-84 IMPLEMENTATION STATUS airways and routes outside them not less than
The National Geodetic System - 1990 (PZ-90) is 30 Km; within TMA not less than 20 Km, within
used in the Russian Federation as geodetic refer- TMA equipped with automated ATS systems
ence datum. Geodetic System - 1942 (SK-42) is (flight management systems) or secondary
used until carrying out the accurate Geodetic survey surveillance aids not less than 10 Km; in the
according to the coordinate system PZ-90. take-off and landing area 5 Km;
World Geodetic System - 1984 (WGS-84) is not used b. between aircraft while one aircraft is intersect-
in the Russian Federation at present. ing the flight level (altitude) occupied by another
aircraft flying on opposite track; while intersect-
FLIGHT PROCEDURES ing the opposite flight level (altitude), occupied
by another aircraft 30 Km at the intersection
HOLDING moment (maintaining 10 Km lateral separation);
Holding procedures basically comply with ATC-Chap- c. between aircraft while on aircraft is intersecting
ter “Flight Procedures (DOC) 8168) IV. Holding Pro- the flight level (altitude) occupied by another air-
cedures”, table “Holding Speeds ICAO DOC 8168”. craft flying on the same track not less than 20
PROCEDURE LIMITATIONS AND OPTIONS Km at the moment of intersecting;
Instrument Approach Procedures are basically in d. between aircraft proceeding along the intersect-
accordance with PANS-OPS, Document 8168, Vol- ing routes at the same flight level (altitude) not
ume II. less than 40 Km at the moment of intersecting
by one aircraft the flight rout of another aircraft.
Precision Approach Radar (PAR) terminates 1640ft
(500m) before the runway.
q$z

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

The term WEST AFRICA covers following States which are provided with a common Aeronautical Infor-
mation Service by the “Agence pour la Sécurité de la Navigation Aérienne en Afrique et Madagascar
(ASECNA)”: Benin, Burkina Faso, Cameroon, Central African Republic, Chad, Republic of Congo, Equa-
torial Guinea, Gabon, Guinea Bissau, Ivory Coast, Mali, Madagascar1 , Mauritania, Niger, Senegal, Togo.
1 Rules and Procedures listed below are common to these ASECNA-States. For Madagascar, however,
separate ATC pages have been created, containing the regulations hereunder as well as additional infor-
mation specific for this State.
GENERAL AIRPORT OPERATING MINIMUMS

In general, the air traffic rules and procedures in force ASECNA publishes DH, MDH, and visibilities for
and the organization of the air traffic services are straight-in and circling approaches. In addition, ceil-
in conformity with ICAO Standards, Recommended ings are required for circling approaches. Minimum
Practices and Procedures. visibility requirements are published for take-off.
Units of measurement used in connection with all air Exceptions: Minimums for Dakar, Douala and Lome
traffic services in West Africa: airports are in accordance with JAR-OPS 1, Subparts
D and E. For approach ban and additional informa-
MEASUREMENT OF UNIT tion, see ATC EU-OPS1 AERODROME OPERATING
Distance used in Nautical Miles and MINIMUMS (AOM).
navigation, position Tenths Jeppesen published minimums are not below State
reporting, etc., generally minimums.
in excess of 2 to 3
nautical miles ATS AIRSPACE CLASSIFICATIONS
Relatively short Meters ASECNA States have adopted the ICAO ATS
distances such as those airspace classification as listed on ATC ICAO ATS
relating to aerodromes AIRSPACE CLASSIFICATION. Airspace classes
(e.g., runway lengths) “B” and “E”, however, are not used within ASECNA
Altitude, elevations, and Meters, Feet1 airspace.
heights No speed limitation is applied to IFR flights and VFR
Horizontal speed Knots flights below FL100.
including wind speed
Within class “F” and “G” airspace two-way radio com-
Vertical speed Feet per Minute munication is also required for VFR flights.
Wind direction for landing Degrees Magnetic
For differences from ICAO VMC specifications see
and taking off
relevant paragraph below.
Wind direction except for Degrees True
landing and taking off SPECIAL REQUIREMENTS AND
Visibility including Kilometers or Meters REGULATIONS
runway visual range
COMMUNICATIONS
Altimeter setting, Hectopascals
atmospheric pressure All aircraft on VFR flights, and aircraft on IFR flights
outside controlled airspace, shall maintain a listen-
Temperature Degrees Celsius ing watch on the frequency of a radio station pro-
Weight Metric Tons or Kilograms viding flight information service in the flight informa-
Time Hours and minutes, the tion region and file with that station information as
day of 24 hrs beginning to their position, unless otherwise authorized by the
at midnight UTC. State overflown.
1 Unit used on instrument approach charts.
POSITION REPORTING PROCEDURES
Position reports additional to those required by the
WGS-84 IMPLEMENTATION STATUS
general position reporting procedures shall be made
WGS-84 compliant. when entering or leaving controlled or advisory
airspace.
FLIGHT PROCEDURES
The last position report before passing from one FIR
HOLDING to an adjacent FIR shall also be made to the ATS unit
No information available. serving the airspace about to be entered.
PROCEDURE LIMITATIONS AND OPTIONS OPERATIONS AT UNCONTROLLED
Instrument Approach Procedures with OCA(H)s com- AIRPORTS
ply with the new PANS-OPS, Document 8168, Vol- a. Arriving aircraft:
ume II.
1. Ten minutes prior to the ETA the pilot shall
maintain a listening watch on frequency
118.1MHz and effect a blind transmission
of the following message.
– Station (airport);
q$z

Air Traffic Control PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Air Traffic Control PDF

Uploaded by

Copyright:

Available Formats

22 AUG 08 AIR TRAFFIC CONTROL 1

© JEPPESEN, 1992, 2008. ALL RIGHTS RESERVED.

DEFINITIONS AERODROME TRAFFIC CIRCUIT — The specified

© JEPPESEN, 1999, 2008. ALL RIGHTS RESERVED.

FLIGHT PROCEDURES (DOC 8168)

1 GENERAL individual States is explained under the subtitle

NOTE: For applying the correct holding speed, refer

PANS-OPS 4 — further indicates that the acceler-

NOTE: Acceleration Segment criteria published in

1.2.2 Obstacle Clearance Limit — OCL

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

FLIGHT PROCEDURES (DOC 8168) PART III. APPROACH PROCEDURES

1 GENERAL CRITERIA 1.6.2 Operators may specify two types of ap-

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

ICAO RULES OF THE AIR — ANNEX 2

CHAPTER 1 — DEFINITIONS 2.3 RESPONSIBILITY FOR

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

© JEPPESEN SANDERSON, INC. 1999, 2006. ALL RIGHTS RESERVED.

1 DEFINITIONS ATC working position within a unit or sector, the duties

© JEPPESEN, 2000, 2008. ALL RIGHTS RESERVED.

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

© JEPPESEN, 2000, 2008. ALL RIGHTS RESERVED.

5 AERONAUTICAL MOBILE SERVICE 12000 one two thousand

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

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

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

1 INTRODUCTION AND 2.3 TIME OF BROADCASTS

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

Table 2 TAKE-OFF RVR/VIS

Approved Operators: 4. A 90m visual segment is available from the

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

– TDZ, – the minimum height to which the precision

Table 11 RVR/CMV LOWER THAN STANDARD CAT I OPERATIONS

DH (ft) FALS IALS BALS NALS

VISUAL REFERENCE – The aircraft shall be certified in accordance to

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 12 RVR STANDARD CAT II OPERATIONS

100 – 120 300 300/350 3

VISUAL REFERENCE – the minimum decision height specified in the Air-

11 OTHER THAN STANDARD CAT II

Table 13 RVR OTHER THAN STANDARD CAT II OPERATIONS

FALS IALS BALS NALS

To conduct Other Than Standard CAT II operations VISUAL REFERENCE

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

– or a combination of the above. DECISION HEIGHT

Table 14 CAT III OPERATIONS

VISUAL REFERENCE For CAT IIIB operations conducted either with

Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 15 FAILED OR DOWNGRADED EQUIPMENT – EFFECT ON LANDING MINIMUMS (continued)

Approach lights except the

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM) q$i

Table 17 PLANNING MINIMUMS

Table 18 PLANNING MINIMUMS – ETOPS

© JEPPESEN, 1998, 2008. ALL RIGHTS RESERVED.

DEFINITIONS AND ABBREVIATIONS

1 DEFINITIONS AIR TRAFFIC CONTROL CLEARANCE — Autho-

© JEPPESEN, 1999, 2008. ALL RIGHTS RESERVED.

AIR TRAFFIC RULES AND SERVICES

1 AERONAUTICAL INFORMATION information and/or the AIP should be read in conjunc-