Mon 2 Quanlykhongluu Eng

Machine Translated by Google
THE TRANSPORTATION
VIETNAM FLIGHT MANAGEMENT CORPORATION
*****
INITIAL TRAINING
CURRICULUM FOR PROCESSING ACCESSORIES

FLIGHT DATA DOCUMENT (FDP)
SUBJECT
AIR STORAGE MANAGEMENT
(Issued according to Decision No. 1899/ QD-QLB dated May 8, 2023 of the
General Director of Vietnam Flight Management Corporation)
Issued for the second time
Hanoi, 2023
first
TABLE OF
CONTENTS FOREWORD................................................... ................................................................ ............6
ABBREVIATION............................................... ................................................................ .......7
EXPLANATION OF WORDS................................................... ..............................................9
CHAPTER I: AIR TRAFFIC SERVICES (ATS).................................................... ..........11 I. Overview of
air traffic services ............................. .............................................11 1. Establish responsibility air traffic
services................................................... ............11
2. Purpose of air traffic services................................................... ..............................11 3. Division of air
traffic services (air traffic control service, service flight information, alarm
services).................................................... ................................................................ .11 II. Flight control
services................................................... ...........................................twelfth
1. Purpose:............................................. ................................................................ ...............12 2. Flight
control services include:................................... ................................................................ ....12 3. Flight
control services are provided for:................................... .....................12 4. Division of flight operations
services................... ................................................................ ...12 5. Providing flight control
services................................... ...................................12 6. Division of control
responsibilities...... ................................................................ ................13 7. Transfer of control
responsibilities............................ ..............................................13
III. Flight information service................................................... ..............................................14
1. Definition:................................................... ................................................................ ............14
2. Contents of flight information service................................................... ..............................14 3. Forms
of providing flight information services....... .............................................15 IV. Air traffic consulting
services................................................... ..............................................18
1. Definition:................................................... ................................................................ ............18 2.
Contents of air traffic consulting services include:........................ .......................... 18 3. Scope and
objectives of air traffic consulting services ......... ...................................18 4. Responsibility for providing
air traffic advisory services. ..............................................19
V. Alarm service................................................... ................................................................ ..19 1.
Definition, scope of application and emergency stages................................19
2. Contents of notification to SAR facilities................................................... ..........................20
CCCM curriculum for flight data processing (FDP) staff

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3. Notify aircraft operators, notify aircraft operating near the aircraft in danger or
accident........................... ................................................................ ......21 VI. Responsibilities of
air traffic service providers ..............................................21
1. The flight procedures department has the following tasks:................................... ................21
2. The signaling department at the airport has the following tasks: .......................... 22 3. The
control department The ground at the airport has the following tasks: ................22 4. The flight
notification and coordination facility has the following tasks:.. ...........................22 5. Airport control
towers, approach control facilities and long-haul control

centers :................................................... ................................................................ ..............22
VII. Forms of separation between aircraft ................................................. ..........22 1. Flight control
facilities ensure separation between aircraft in one of the following

forms:............ ................................................................ ...................................22 2. Minimum
separation....... ................................................................ ..............................................23
3. Visual separation (self-separation): ................................................ ..........................23 VIII.
Airborne Collision Avoidance System (ACAS, TCAS...).............23 1. Airborne Collision Avoidance
System (ACAS). ................................................................ ................................................................ ................23

2. How to handle when receiving a warning from the pilot based on the aircraft warning
system:....... ................................................................ ..............................................24
3. TCAS (Traffic collision avoidance system)................................................... .............24 4. Short
Term Collision Warning System (STCA - Short Term Conflict Alert)25 IX. Air traffic control orders
and directives ............................................. .............25 1.
Injunction .............................. ................................................................ .............................25 2. Air
traffic control directives .......................... ................................................................ ...............25
CHAPTER II: ORGANIZATION, USE AND MANAGEMENT OF AIRSPACE .............27
I. Types of airspace:................................................... ................................................................ ...27
1. Division of airspace................................................... ................................................................
27 2. Flight requirements and services provided in different types of

airspace................................... ................................................................ ...................................27
II. Vietnam's airspace................................................... ..............................................30
1. Regulations on management and use of Vietnam's airspace................................... ..........30

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2. Regulations for aircraft operating in Vietnam's airspace...................................30
III. Airline............................................... .............................................31 1. Cargo line excluding
international air routes and domestic air routes, established on the following
basis: .......................... ...................................thirty first
2. Domestic airways:................................................... ............................................. 31 3. International
airways: .... ................................................................ .......................... 31 4. Principles for using
airways............... .............................................31 5. Structure
airline ............................................... ................................31 6. Establishment, adjustment, cancellation,
and announcement of airways. ..............................33
7. Waiting area on the flight line ............................................. ..............................................33
IV. Airport airspace................................................... ................................................33 Regions aerodrome
defined for one or more airports; is established on the basis of the following
factors:................................................... ................................................................ .33 V. No-fly areas,
restricted-fly areas, dangerous areas, anti-aircraft operations waiting areas, military activity areas,
shooting ranges, etc............. ..........33 1. Identify and announce dangerous
areas................................... ..............................33 2. Establish, adjust, cancel, and announce no-fly
zones and zones restricted flight area

................................................................ ................................................................ ..............................34
BECAUSE. Flight areas serving general aviation activities:...................................34 1. Area for
discharging fuel, dropping luggage, cargo or other objects from aircraft35 2. Area of responsibility for flight
management and operations .................. ................................35
3. Flight methods at the airport................................................... ..............................................36 4. Flight
regulations in the airport area.. ................................................................ ...............37 5. Coordinated
management of civil and military flight activities ......................... ................38
VII. Airspace Management (ASM).................................................... ..............................................40 1.
The need for airspace management.. ................................................................ ................40 2. The need
for flexible use of airspace (FUA)............. ................41
3. Responsibilities and goals of airspace management................................... ......41 4. Basic principles
of airspace management................................... .......................... 42 5. Airspace management will follow
the following principles and strategies: ..... .....42 CHAPTER III: AIR FLOW
MANAGEMENT ............................................. ......44

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I. General overview................................................... ................................................................ .....44 1.
Concept and purpose of Air Traffic Flow Management ................................. .....44 2. The necessity of
Air Traffic Flow Management in Vietnam................................... ...44 3. Main challenges promoting Air
Traffic Flow Management in Vietnam ...44 4. ATFM structure and
organization................... ................................................................ .............45
II. Regulating responsibilities for developing and applying airflow management methods
save................................................. ................................................................ ...........................forty six
1. Regulations on coordination and implementation of international ATFM .............................46
2. Responsibilities of related parties................................................... ..........................47 III. The Role of
Flight Operations in Air Traffic Flow Management ..........................48 1. ATFM roles and functions
during the near................................................48
2. Role in implementing ATFM of ACC, APP, TWR...................................49
3. Role in ATFM implementation of ATFM Center...................................50 IV . The main causes of
airspace congestion and flight delays

................................................................ ................................................................ ..............................51
V. Measures to control air traffic flow................................................... ..........52
1. Airspace Flow Program (AFP) ................................................ ................................52
2. Ground Delay Program (GDP).................................................... ................................52
3. Minutes-in-trail (MINIT).................................................... ..............................................52
4. Miles in trail ............................................................. ................................................................ ..........52
5. Reroute................................................... ................................................................ ................53
6. Fix balancing................................................... ................................................................ ........53 7.
Minimize take-off distance (MDIs) ................................ ..............................................53 8. Slot
swapping ................................................................ ..........................53
9. Ground Stop................................................... ................................................................ .........53
10. Airbone Holding................................................... ................................................................ 54 VII.
Strategic and tactical functions of air traffic control
services .......................... ................................................................ ..54 VIII. Contingency Plan; Overview,
scale, responsibilities for implementing, promoting and applying the Response
Plan ............................. .............54
1. Overview ............................................................. ................................................................ .............54
CCCM textbook for flight data processing (FDP) staff

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2. Status of contingency plans................................................... .......................... 55 3.
Responsibility for developing, promulgating and implementing contingency
plans..... ..........55 4. Preparatory
actions................................... ................................................................ ..........56 5.
Develop, promulgate and apply contingency plans........................ .............57 REVIEW
AND TEST QUESTIONS........................ ..............................................59 REFERENCES EXAMINATION...

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PREFACE
The curriculum for the subject "Air traffic management" is designed to provide students
with basic knowledge about the organization of use and management of airspace; Air
traffic flow management and air traffic services provided in Vietnam. The curriculum
includes 03
chapters: Chapter 1. Air traffic
services Chapter 2. Organization, use and management
of airspace Chapter 3. Air traffic flow management

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ABBREVIATION
1. ATS (Air Traffic Services): Air traffic services.

2. D-ATIS (Datalink-Automatic terminal information service): Automatic notification
service at the airport area (digital data transmission).
3. OFIS (Operational flight information service): Flight information service.
4. AFTN (Aeronautical fixed telecommunication network): Aviation fixed
telecommunications network.
5. RVSM (Reduced vertical separation minima): Minimize the minimum height separation.
6. ASM (Airspace Management): Airspace management

7. ACAS (Airborne collision avoidance systems): Collision avoidance system on aircraft.
8. ADS (Automatic dependent surveillance): Automatic dependent surveillance.

9. ATN (Aeronautical telecommunication network): Aviation telecommunications network.
10. INCERFA (Uncertainty phase): Doubt phase.

11. ALERFA (Alert phase): Alarm phase.
12. DETRESFA (Distress phase): Emergency phase.
13. Ft (Foot/ Feet): Unit of height measured in feet.
14. VFR (Visual flight rules): Visual flight rules.
15. IFR (Instrument flight rules): Instrument flight rules.
16. AIS (Aeronautical Information Service): Aviation news notification service.
17. ATM (Air Traffic Management): Air traffic management 18.

RVR (Runway visual range): View of the runway.
19. HF (High frequency): Short wave (from 3,000 to 30,000 Kilohertz).
20. VHF (Very high frequency): Extremely short waves (from 30 to 300 Megahertz).
21. CHC: Takeoff and landing.
22. FIR (Flight Information Region): Flight information region.
23. FL (Flight level): Flying squid.
24. MET (Meteorological or meteorology): Meteorology.
25. SAR (Search and Rescue): Search and Rescue.
26. VN-2000 Vietnam 2000 geographical coordinate system.
27. WGS-84 (World Geodetic System - 1984): Global geodetic system in 1984.
28. ACC (Area Control Center): Long distance control center 29. APP
(Approach Control Unit): Approach control facility 30. ATC (Air
Traffic Control): Flight control.
31. ATFM (Air Traffic Flow Management): Air traffic flow management 32.
ATIS (Automatic terminal information service): Automatic notification service at the
airport area (verbal broadcasting).
33. IMC (Instrument Meteorological Conditions): Instrument flight meteorological
conditions.
34. NM (Nautical mile): Nautical mile
35. NOTAM (Notice to airmen): Aviation notice telegram

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36. QFE (Atmospheric pressure at Aerodrome elevation or at runway threshold): Atmospheric

pressure at airport elevation or at runway threshold
37. QNH (Altimeter sub-scale setting to obtain elevation when on the ground): Barometric
pressure converted to mean sea level according to standard atmosphere.
38. TWR (Tower): Control tower at the airport
39. UTC (Coordinated Universal Time): International time
40. VMC (Visual Meteorological Conditions): Visual meteorological conditions

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EXPLANATION OF WORDS
1) Air Traffic Control unit: General term. including the Long Distance Control
Center, approach control facility, and control tower at the airport.
2) Aerodrome control tower: a flight control facility that provides flight control
services for operations at the airport.
3) Area Control Center : a facility established to perform the task of controlling
controlled flights within the area of responsibility.
4) Approach Control Unit : is a flight control facility with the function of providing
flight control services for controlled flights to or from one or more airports.
5) Airport (Aerodrome): determined to be built to ensure aircraft takeoff, landing

and movement (on land or water) including structures
construction, installation and equipment)
6) Air traffic control clearance : Permission for aircraft to operate under the
conditions set by the flight control facility.
7) Height: is the vertical distance from a level specified as a standard to another
level, a point or an object considered as a point.
8) Ceiling : is the vertical distance from the ground or water surface to the cloud
bottom of the lowest cloud layer below 6000 m and covering more than half of the
sky
9) Controlled airspace : airspace with defined limits in which flight control services
are provided
10) Controlled flight : flight conducted according to air traffic control instructions
11) Estimated time of arrival: for IFR flights, the hour

The aircraft intends to arrive at a fixed point determined by the navigation instrument, from
which it is intended to perform the instrument approach or the estimated time of the aircraft.
take into account the top of the airport when the airport does not have navigation equipment; For VFR
flights, the time the aircraft is expected to arrive at the top of the airport
12) Flight plan : regulatory information provided to the ATS facility about the
intended flight or part of the flight
13) Glide path: A guide line that reduces altitude on a vertical plane during the final
approach phase.
14) Altitude : vertical distance from mean sea level to a level, a point or an object
considered to be a point.
15) Instrument meteorological conditions : meteorological conditions expressed
in terms of visibility, distance to

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clouds and cloud ceilings where these values are lower than the minimum standards
prescribed for visual meteorological conditions
16) Manoeuvring Area : a part of the airport used for aircraft take-off, landing and
taxiing, excluding the apron
Airplane.
17) Movement Area : a part of the airport used for aircraft take-off, landing, and
taxiing, including the moving area and apron.
18) Obstacles : movable fixed objects or parts thereof located on the area intended
for aircraft operations or protruding from the surface.
flight safety limits.
19) Runway : A rectangular area on the airport ground surface serving landing and
take-off of aircraft. 20) Domestic flight: is a flight with
take-off and landing points within Vietnamese territory.
21) International flight: is a flight over, to or from the territories of two or more
countries.
22) Flight: is the operation of an aircraft from takeoff to subsequent landing over or
within the airspace over the territory of Vietnam, part of the international maritime
flight information zone managed by Vietnam.
23) Person requesting flight license: means the aircraft operator, carrier or person
authorized by the aircraft operator or carrier to make the request for flight license.

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CHAPTER I: AIR TRAFFIC SERVICES (ATS)

I. Overview of air traffic services
1. Establish air traffic service responsibilities
Air traffic services include: a)
Flight control services -
Airport control services;
- Access control service:
- Long distance control service.
b) Flight information service.
c) Air traffic consulting services.
d) Alarm service.
2. Purpose of air traffic services
- Prevent collisions between aircraft;
- Prevent collisions between aircraft and obstacles in the operating area at the
airport;
- Promote speedy and harmonized flight operations;
- Provide and advise useful information for safe and efficient flight operations;
- Notify relevant agencies and units about aircraft requiring search and rescue
and assist these agencies and units as required.
3. Division of air traffic services (air traffic control service, flight information
service, alarm service)
a) Flight control services:
- Airport control service: is a flight control service provided for operations at the
airport.
- Approach control service: is a flight control service provided to airlines
controlled flight to or from one or more airports.
- Long-distance control service: is a flight control service provided to airlines
controlled flight within controlled zones.
b) Flight information service: is a service provided for the purpose of consulting
and providing necessary information for safe and efficient flight performance.
c) Alarm service: is a service provided for the purpose of notifying relevant

agencies and units about aircraft requiring search, rescue and assistance as required.
d) Air traffic advisory service: is a service provided for flights implementing IFR
flight plans to ensure separation according to actual conditions.
in the air traffic advisory area.

twelfth
II. Flight control service

1. Purpose:
Carry out the purposes of preventing collisions between aircraft; prevent collisions
between aircraft and obstacles on the moving area at the airport; promote and maintain
air traffic flow;
2. Flight control services include:
a) Aerodrome control service: Flight control service provided for operations at the
airport.
b) Approach control service: Flight control service provided for controlled flights flying
to or from one or more airports.
c) Area control service: Flight control service

provide for controlled flights within controlled areas
3. Flight operations services are provided for:
a) IFR flights in class A, B, C, D and E airspace;
b) VFR flights in class B, C and D airspace;
c) Special VFR flights;
d) Flight operations at the airport;
e) Flight operations at the airport.
4. Division of flight control services a)
Long-distance control services are provided by the following establishments:

- Long distance control center;
- Approach control facilities in controlled airspace where the long-haul control center
cannot ensure full coverage of technical systems and equipment
used for providing long distance control services.
b) Access control services are provided by the following facilities:
- Access control facility;
- Airport control towers, long-distance control centers when necessary enter the
approach control function with the airport control function or long-distance control function
to a responsible flight control facility.
c) Airport control services are provided by the airport control station.
5. Provide flight control services
a) To ensure the provision of services and flight operations facilities:
- Must be provided with information about each aircraft's operating plan or changes
in that information as well as current information about the progress of each flight;
- Must rely on the information received to determine the relative position between
aircraft;
- Issue orders and information to prevent collisions between aircraft under their
control and regulate flight operations;
- Cooperate with another flight control facility to issue clearance orders when an
aircraft may collide with another aircraft under the control of that facility or before
transferring control of the aircraft to that facility.

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b) Information on aircraft operations and records of clearances issued to aircraft must

be clearly displayed to allow timely assessment of flight operations to ensure appropriate
separation between aircraft and maintain Maintain good air traffic flow.
c) The flight control facility that issues clearances must ensure separation between:
- Flights in class A and B airspace;
- IFR flights with each other in Class C, D and E airspace;
- IFR flights and VFR flights in Class C airspace;
- IFR flights and special VFR flights;
- Special VFR flights.
d) In case there is a request from the flight crew or the Civil Aviation Authority of
Vietnam has different regulations for Point b, Clause 2.1.3 above for class D and E
airspace, the aircraft may be issued a clearance. Separation is not guaranteed on a specific
flight segment of a flight conducted in VFR flight meteorological conditions.
6. Division of control responsibilities
a) Each controlled flight at a time is only under the control of one flight control facility.
b) Responsibility for controlling flight operations in a portion of the airspace is assigned

to only one flight control facility. A flight control facility may delegate control of an aircraft
or a group of aircraft to another flight control facility on the condition that there is close
coordination between these facilities.
7. Transfer responsibility for control
The transfer of responsibility for control of an aircraft is carried out as follows:
a) Responsibility for control of the aircraft is transferred from a facility providing long-
haul control services in one controlled airspace to a facility providing long-haul control
services in an adjacent controlled airspace at the time basis
under control intends for the aircraft to cross the common boundary between two controlled
airspaces or at a location or at a time agreed upon by the two bases.
b) Responsibility for aircraft control is transferred from the service provider
long-distance control to a facility providing access control services and vice versa at a
location or at a time agreed between the two facilities.
c) Between the facility providing approach control services and the control tower at the airport:
- Responsibility for controlling aircraft approaching and landing is transferred from the facility.
Providing access control services to the control tower at the airport when aircraft are present
in the vicinity of the aerodrome and a visual approach and landing can be completed by
visual reference or the aircraft has entered an area with stable VFR flight meteorological
conditions; when the aircraft has landed;
- Responsibility for aircraft takeoff control is transferred from the control tower at the
airport to the approach control service provider in the event that visual meteorological
conditions prevail in the vicinity of the airport. is before the aircraft leaves this area or
before the aircraft enters an area with IFR flight meteorological conditions or at a specified
location and flight level; In case meteorological conditions prevail at the airport, it is
immediately after the aircraft has taken off or at a specified location and flight level.
d) Between the control tower at the airport and the ground control unit at the airport:
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- Responsibility for controlling aircraft landing is transferred from the control tower at the airport to
the ground control department when the aircraft leaves the runway or at the holding point on the taxiway;
- Responsibility for controlling aircraft takeoff is transferred from the ground control department to
the control tower at the airport when the aircraft arrives at the holding point on the taxiway before entering
the runway.
e) Control of some flights can be transferred directly from
long-haul control center to the control tower at the airport and vice versa according to the agreement
between the relevant flight control facilities.
III. Flight information service
1. Definition: Flight
information service is a service provided for the purpose of consulting and providing necessary
information for safe and efficient flight performance.
2. Contents of flight information service

a) Flight information services include providing:
- Appropriate SIGMET notification;
- Relevant information about volcanic activity before the eruption, during the eruption and volcanic
ash clouds;
- Appropriate information on the release into the atmosphere of radioactive substances or toxic
chemicals;
- Appropriate information about changes in the operating status of navigation equipment;
- Appropriate information about the condition of the yard and the technical system and equipment at the site
That includes information about the condition of the airport operations area when flooded;
- Relevant information about drone operations and other relevant information that may affect flight
safety. b) In addition to the provisions in Clause 1 of this
section, the flight is also provided with information about:
- Actual and forecast weather conditions at departure airports, arrival airports and alternate airports;
- Risk of collision for aircraft operating in airspace that provides on-demand flight information
services (airspace categories C, D, E, F and G);
- For flights at sea, upon request, the crew can provide available information such as radio name,
location, flight direction, speed and other relevant data of vessels in the area;
- The information at point b above is only related to aircraft whose presence may cause a collision
risk for the notified aircraft; The information may be incomplete and the air traffic service provider is not
responsible for the accuracy of the information in the announcements;
- When it is necessary to provide additional notice of collision risk according to point b above or in
case the flight information service is temporarily interrupted, it can be used.
uses voice communication between aircraft within a defined airspace.

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c) Air traffic service providers must immediately issue special reports from aircraft to other
aircraft, aviation meteorological service providers and relevant air traffic service providers; must
be transmitted continuously to aircraft according to a period of time determined in the written
agreement between these facilities.
d) In addition to the provisions in section, air traffic service providers must provide VFR flights
with available information on flight operations and meteorological conditions on the flight route if
in reality the flight is not allowed. VFR flight.
3. Form of providing flight information service
a) Meteorological information and information about the operating status of technical systems,
navigation equipment and airport status in the flight information service must be provided
in a comprehensive form.
b) A general flight information telegram must be sent to the aircraft with information content
and clearly indicating the place of transmission in a clearly defined order for different stages of
the flight.
c) When providing flight information services by radio, including messages containing selected
general information and meteorological content appropriate for different phases of flight, three
main formats may be used. is OFIS-HF,
OFIS-VHF and ATIS.
- Providing OFIS by HF (OFIS-HF):
+ The designation of the facility for preparing and transmitting OFIS-HF messages must be
consistent with the regional airlift agreement and decided by the CAAV.
+ Messages providing flight information services on HF radio include en route weather
information about important weather phenomena on the route, using
Use the SIGMET telegram form specified in ICAO's Annex 3 on aviation meteorology and
airport information including:
ÿ Airport name;
ÿ Monitoring time;
ÿ Necessary mining news;
ÿ Surface wind direction and speed, maximum wind speed if any;
ÿ Visibility and runway visibility (RVR);
ÿ Current weather;
ÿ Clouds below 1500 m (5000 ft) or below the lowest safe flying altitude of the class
highest area; Cumulonimbus clouds use vertical visibility if it is cloudy;
ÿ Airport meteorological forecast.
- Providing VHF flight information services (OFIS-VHF):
ÿ The Civil Aviation Authority of Vietnam designates a facility to prepare and issue service messages
VHF flight information in accordance with regional air traffic agreements. The VHF flight
information service telegram includes information in the following order:
ÿ Airport name;
ÿ Monitoring time;
ÿ Runway used for landing;
ÿ Conditions on the runway and brake performance (if any);
ÿ Changes in operating status of navigation equipment, if any;

ÿ Standby flight (if any);

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ÿ Wind direction and speed, surface, maximum wind speed if any;

ÿ Visibility and RVR if applicable;
ÿ Current weather;
ÿ Clouds below 1500m (5000ft) or below the lowest safe flying altitude of the class
highest area, cumulonimbus clouds; If it is cloudy, report vertical visibility;
ÿ Air temperature;
ÿ Dew point temperature;
ÿ QNH barometric pressure;
ÿ Meteorological forecast for entry and landing procedures;

ÿ Notification of valid SIGMET messages.
- Automatic notification service on voice channels in the airport area:
An automatic aerodrome area voice information service (Voice ATIS) shall be provided at aerodromes
where it is necessary to reduce the load on air traffic service VHF air-to-ground communication channels.
+ This service includes:

ÿ Notice of aircraft landing service; ÿ Notice for
aircraft take-off; ÿ Notice for aircraft take-off and
landing; ÿ In case the announcement for aircraft taking off and
landing is too long, two separate announcements for aircraft taking off and landing will be made.
+ ATIS voice transmission must use a separate VHF frequency.

+ ATIS voice transmission must be continuous and repeated.
+ In case the telegram has not been prepared in time, information in the ATIS voice telegram related
to approach, landing, and takeoff must be immediately notified to the relevant air traffic service provider.
+ Do not transmit ATIS voice messages that last longer than 30 seconds and must ensure the quality
of the transmission and the ATIS voice content must be brief.
- Airport automatic data notification service (D-ATIS):
+ When the D-ATIS service complements the existing ATIS voice service, news
Must be consistent in content and form for voice ATIS broadcast;
+ When real-time meteorological information is included in the bulletin, but the data is still within the
limits of a particular change threshold, the content is considered identical for the purpose of maintaining
the same telegram symbol;
+ When the D-ATIS service complements the voice ATIS service and needs to be updated
information for ATIS, must be updated simultaneously for both D-ATIS and voice ATIS.
- Voice ATIS or D-ATIS service is provided with the following conditions:
+ News broadcast related to only one airport;
+ Broadcast news must be updated as soon as there is an important change;
+ The preparation and transmission of ATIS messages is the responsibility of air traffic services;
+ Each ATIS message must be named with a one-letter symbol according to the form
of ICAO. Symbols for consecutive messages must be in alphabetical order;
+ Aircraft must acknowledge receipt of information when establishing contact with the service provider
approach control service or control tower at the airport;

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+ In case an aircraft arrives and the information is not consistent with the current time,
the appropriate air traffic service facility must provide the aircraft with information to set the
barometric pressure gauge and other necessary information. ;
+ Related meteorological news will be extracted from daily meteorological news
of each region or special report.
+ When sudden changes in meteorological conditions make it impossible to promptly
include a meteorological report in an ATIS message, the relevant weather information must
be transmitted to the appropriate air traffic services facility in the first contact. .
+ If the ATIS message received by the aircraft has expired, the new content of the
information must be immediately transmitted to the aircraft.
Content of ATIS telegram
- ATIS for aircraft takeoff and landing includes components in sequence
after:
+ Airport name;
+ Location of departure/arrival airport;
+ Type of communication contract via D-ATIS (if any);
+ Supply facility;
+ Monitoring time, if necessary;
+ Type of approach expected to be
implemented; + Takeoff and landing runway used; Operational status of the hazard
prevention system (if any);
+ Main runway surface conditions and braking operations (if any);
+ Waiting time (if any);
+ Transition flight level, if applicable;
+ Other necessary operational news;
+ Ground wind direction and speed, including large variations;
+ Visibility and RVR, if applicable;
+ Current weather;
+ Clouds below 1500 m (5000 ft) or below the lowest safe flying altitude; cumulonimbus
clouds; vertical visibility if it is cloudy;
+ Air temperature;
+ Dew point temperature;
+ Air pressure;
+ Other news about important weather phenomena in the approach, takeoff and
departure areas;
+ Weather trend forecast (if any); +
ATIS specific instructions.
+ ATIS for aircraft taking off:
+ Airport name;
+ Departure airport location;
+ Type of communication contract via D-ATIS (if any);
+ Supply facility; +
Monitoring time, if necessary;

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+ Takeoff and landing runway used; Operational status of the hazard prevention
system (if any);
+ Conditions of main runway surface and braking operation (if any);
+ Delay time (if any);
+ Transition flight level, if applicable;
+ Other necessary operational news;
+ Ground wind direction and speed, including large variations;
+ Visibility and RVR if applicable;
+ Current weather;
+ Clouds below 1500m (5000ft) or below the lowest safe flying altitude; cumulonimbus
clouds; vertical visibility if it is cloudy;
+ Air temperature;
+ Dew point temperature;
+ QNH air pressure;
+ Other news about important weather phenomena in the takeoff area including wind
shear;
+ Weather trend forecast (if any);
+ ATIS specific instructions.
IV. Air traffic consulting service
1. Definition:
Air traffic advisory service is a service provided for flights implementing IFR
flight plans to ensure separation according to actual conditions in the air traffic advisory
area.
2. Content of air traffic consulting services includes:
a) Advise the flight crew to take off according to the prescribed time and long-haul flight level;
b) Advise the flight crew in handling unsafe situations for the aircraft;
c) Provide information about other flight activities in the advisory area

save.
d) Rules and methods for providing air traffic consulting services are specified
in the HKDD not saved method.
e) Based on requirements, density, type and nature of flight operations, the Vietnam
Aviation Administration decides to establish an air traffic advisory area to meet the needs
and safety of flight operations.
3. Scope and objectives of air traffic consulting services
The objective of the air traffic advisory service is to increase the effectiveness of
information on collision hazards between aircraft compared to the level achieved by
providing flight information services alone. Air traffic advisory services can be provided
for aircraft conducting instrument flights in advisory areas or on advisory routes (Class F
airspace). Advisory lines and advisory areas are prescribed by competent state officials
(CHKVN).

19
4. Responsibility for providing air traffic advisory

services a) Air traffic advisory services are only conducted in places where air traffic
services do not meet air traffic control requirements, and information about dangers is
available. collisions due to flight information provided does not meet the needs. Where
air traffic advisory services are provided, they should usually be considered as a
temporary measure, applied until they can be replaced by air traffic control services.
b) Air traffic advisory services do not reach the same level of safety as air traffic
control services and cannot assume the same responsibilities as air traffic control in
preventing collisions, because they cannot be completely trusted. all in degree
accuracy and completeness of information related to aircraft positions in the relevant area
and information available at air traffic advisory service providers. To clarify this, when
providing air traffic advisory services, controllers do not issue "commands" but only
"advisory" information.
c) Aircraft using air traffic advisory services. Aircraft performing instrument flights
choose to use air traffic advisory services or at the request of air traffic authorities when
flying in airspace that provides air traffic advisory services (class F airspace). The same
procedures as for controlled flights must be followed, except:
- Do not require clearance on flight plans and changes therein, because the agency
provides and only informs about the main operational situation or proposes specific
solutions;
- The flight crew shall decide whether or not to comply with the recommendations
and suggestions received and notify the supplying agency of their decision without delay;
- Maintain two-way air-ground communication with the designated air traffic agency
to ensure air traffic advisory services in part or all of the advisory airspace.
V. Alarm service
1. Definition, scope of application and emergency stages
a) Definition: Alarm service is a service provided for the purpose of notifying
relevant agencies and units about aircraft requiring search, rescue and assistance as
required.
b) Alarm service is provided for:
- Aircraft are provided with flight control services;
- Other aircraft have filed flight plans or the aircraft has been grounded
ATS recognizes in other ways;
- Aircraft when it is known or believed that it is being illegally interfered with.
- The long-distance control center is the main focal point to collect information about
the danger or accident status of aircraft operating in the center's area of responsibility
and notify this information to the relevant SAR facility.
- When there is a state of danger or distress of an aircraft under the control of the
control tower at the airport or approach control facility or operating facility.

20
This flight must immediately notify the long-distance control center and this center must notify
the relevant SAR facility.
- Depending on the nature of the emergency, it may not be possible to comply with the
provisions in (3rd bullet point). In that case, the airport control tower or approach control facility
must first raise the alarm and apply measures to deploy to local search and rescue agencies
and units to support
timely help.
c) Emergency stages
- The doubt stage (INCERFA) is when one or more of the following situations occur:
+ No communication from the aircraft is received within 30 minutes after the required time
of communication or from the first failed communication with the aircraft, whichever is earlier;
+ The aircraft does not arrive within 30 minutes, after the estimated arrival time last
announced by the flight crew or estimated by the ATS facility, choose a later time unless there
is no doubt about the safety of the aircraft and people on board. Airplane.
- The alarm phase (ALERFA) is when one or more of the following situations occur:
+ When subsequent attempts to contact the aircraft or ask relevant places for information
about the aircraft are unsuccessful;
+ The aircraft was allowed to land but did not land within 05 minutes after the estimated
time and still could not contact the aircraft;
+ Information received indicates that the aircraft's operational capabilities are impaired, but
not to the extent that a forced landing is required unless there are grounds to alleviate safety
concerns for the aircraft and its personnel. on aircraft;
+ Knowing or believing that the aircraft is being illegally interfered with.
- The emergency phase (DETRESFA) is when one or more situations occur
after:
+ When subsequent attempts to contact the aircraft and have inquired over a larger area
without results, indicate the possibility that the aircraft is in danger or in danger.
problem;
+ The ATS facility determines that the fuel on the aircraft is exhausted or insufficient
aircraft to a safe location;
+ Information received shows that the aircraft's operational ability has been reduced
the level at which a forced landing may be required;
+ When information is received or when there is a basis for certainty that the aircraft is
preparing to proceed or has made a forced landing, except in cases where there is a basis for
certainty that the aircraft and those on board are not threatened direct, not serious and does not
require immediate help.
2. Contents of notification to SAR facilities
a) The notification content includes information in the following order:

INCERFA, ALERFA, DETRESFA depending on each stage of emergency;
- Facility/caller;
- Emergency nature;
- Data mainly from air traffic plans;

21
- Facility had last contact, time and frequency used;

- Final report on location and method of determining that location;
- Paint color and markings of aircraft and dangerous goods on the aircraft (if any);
- Measures taken by the notified facility;
- Other related news.
b) The content of information mentioned in this first bullet point that is not available at
the time of notification to the SAR facility must be fully collected by the ATS facility before
declaring an emergency period, if there is a solid basis. Surely this period will
happen.
c) In addition to the notification content specified in this first bullet point, the facility
The ATS must provide the SAR facility with:
- Useful news, especially changes in the state of danger and distress through each period;
- The cessation of the state of jeopardy.
3. Notify aircraft operators and aircraft in operation

close proximity to an aircraft in danger or accident
a) The long-haul control center, when deciding that the aircraft is in the doubt period
or alarm period and the actual conditions allow, must notify the aircraft operator before
notifying the base. SAR. If the aircraft is in an emergency stage, the facility must be notified
immediately
SAR
b) The long-haul control center, when practical conditions allow, must immediately
transmit to the aircraft operator the information as notified to the base.
SAR.
c) The ATS facility, when determining that an aircraft is in a state of danger or distress,
must immediately notify the nature of the state of danger or distress to aircraft operating near
the aircraft in danger or distress. accident, except in the case of Facility
ATS when it knows or believes that the aircraft is being illegally interfered with.
d) When an ATS facility knows or believes that an aircraft is being illegally interfered
with, it is not allowed to mention the nature of the emergency situation on the air-ground
communication system if the report from the aircraft involved has not mentioned it. comes
and there are solid grounds that this mention will aggravate the situation.
BECAUSE. Responsibilities of air traffic service providers
1. The flight procedures department has the following tasks:
a) Receive flight operations plan;

b) Receive, check and compare details in the air traffic plan;
c) Broadcast data in air traffic plans on the aeronautical telecommunications network
(ATN) to relevant domestic and international air traffic service providers;
d) Receive, process and store air messages;

e) Receive take-off and landing times via the aviation telecommunications network (ATN).
regulate and notify these hours to relevant agencies and units;

22
f) Timely notify information related to flights that are delayed compared to the planned
flight plan;
g) Coordinate with air traffic service providers and agencies and applications
Other relevant positions ensure air conditioning for flight operations at the airport.
2. The signaling department at the airport has the following tasks: a)
Signaling instructions for aircraft to enter and exit the apron according to the prescribed runway
determination;
b) Coordinate to guide aircraft according to instructions from the ground control department
or the control tower at the airport.
3. The ground control department at the airport has the following tasks:
a) Control the operation of the aircraft from the parking position to the holding position
before entering the runway and from the time the aircraft leaves the runway to the parking position
at the airport;
b) Control and direct activities of aircraft, people and vehicles
flight service techniques at ground control areas;
c) Coordinate with the control tower at the airport and facilities of the airport enterprise in
safely and effectively operating passenger bridges and parking positions at the aircraft apron.
4. The flight notification and coordination facility has the following tasks:
a) Receive flight permits issued by competent authorities; Plan flight activities by day
and season; Notify flight operations plans to relevant focal points and coordinate implementation
of flight permits;
b) Monitor and supervise flight activities;
c) Cooperate with civil flight operations facilities, agencies and units
airspace management and flight management under the Ministry of National Defense to ensure the safety
of flight operations;
d) Coordinate with authority to handle unusual cases, notify and
Provide information and recommendations during the flight notification and coordination process.
5. Airport control tower, approach control facility and long-haul control center:
Responsible
for providing flight control services, flight information, air traffic advisory, and alarm services
in the area of responsibility. its responsibility.
VII. Forms of separation between aircraft
1. Flight control facilities ensure separation between aircraft in one of the following
forms:
1.1. Altitude separation by specifying different flight levels is selected in

long-haul flight level table specified in Appendix IV of the Airline Flight Regulations.
1.2. Flat separator:

23
a) Vertical separation is the maintenance of distance between aircraft on the same

flight path, on converging or opposing routes, in units of time or distance; b) Horizontal
separation is
the maintenance of aircraft on different flight paths
or different locations.
2. Minimum separation
2.1. The selection of minimum separation applicable to a specific airspace is carried

out according to the provisions in the professional documents "Civil aviation air traffic
procedures", flight regulations in the airport area, and operating methods. fly.
2.2. Two flight operations facilities are responsible for providing services at these
Adjacent airspace must agree on the choice of minimum separation when:
a) Aircraft flying from one airspace into an adjacent airspace;
b) The distance of the flight path to the common boundary of small airspaces
than the minimum separation value applicable in those airspaces.
2.3. Details of minimum separation and scope of application must be notified in the
Vietnam Aeronautical Information Information Package (AIP) to relevant air traffic service
providers, flight crews and aircraft operators. mandarin.
3. Visual separation (self-separation):
When requested by an aircraft and with the consent of the pilot of another aircraft
concerned, the appropriate air traffic authority may issue a clearance to the aircraft itself
Maintain separation in Class D and E airspace under visual meteorological conditions, during
daylight hours, maintain self-separation under the following conditions:
a) During the climb or descent phase at or below 3050m (FL100).

b) Must ensure visual flight conditions always exist, otherwise backup instructions
must be provided.
c) The pilot of an IFR flight who observes that VMC conditions are reduced or
believes that operations under such conditions are not possible must notify air traffic
control authorities before entering IMC conditions and fly as directed.
granted.
VIII. Collision avoidance warning system on aircraft (ACAS, TCAS...)
1. Airborne Collision Avoidance System (ACAS)
a) The system on the aircraft relies on the response device signal of the surveillance radar
Secondary system in which this system operates independently of ground equipment
to provide warnings to the pilot about the risk of collision with aircraft is also equipped
with a secondary surveillance radar response device.
b) Anti-collision systems on aircraft are used by pilots to avoid collisions with
aircraft, increase the ability to perceive air traffic conditions, and proactively detect and
see potentially dangerous aircraft. collision ability.

24
c) The procedures applied in providing air traffic control services to aircraft equipped
with collision avoidance systems must be the same as those applied to aircraft not equipped
with collision avoidance systems. In particular, in preventing collisions, the establishment of
appropriate separations and the information that can be provided regarding the colliding aircraft
and its
The visibility required to achieve collision avoidance must be consistent with normal air traffic
control procedures and the possibility of an aircraft having a co-pilot must be eliminated.
Depends on collision avoidance equipment.
2. How to handle receiving a warning from the pilot based on the aircraft warning
system: The pilot does not take
any action if the collision system only reports the air traffic situation (Traffic Advisories -TAs )
a) TAs indicate a warning to the pilot that is likely to be followed by a resolution advisory -
RA), to increase air traffic situational awareness and to assist in visual observation of aircraft
at risk of collision. In particular, visual observation can lead
to errors at night.
b) The use of TAs with upper limits is because the accuracy is limited and
It is difficult to decipher the relative altitude of the other aircraft from the information shown above
screen.
3. TCAS (Traffic collision avoidance system)
a) TCAS is an aircraft collision warning system designed to reduce accidents caused by mid-
air collisions between aircraft. It monitors the space around one aircraft and other aircraft
equipped with transponders and warns pilots of incidents.
presence of another transponder equipped on an aircraft that may be at risk of mid-air collision
(Mid-Air Collision - MAC). ICAO mandatory system
The Airbone Collision Avoidance System must be installed on all aircraft with a maximum take-
off mass (MTOM - Maximum Take-Off Mass) of over 5,700kgs or aircraft transporting more
than 19 passengers.
guest.
b) TCAS includes information between aircraft equipped with transponders. Each aircraft
with TCAS will ask all other aircraft within a specified range about its position (with a frequency
of 1,030 MHz) and all other aircraft answer the above question (with a frequency of 1,090 MHz).
This question-answer cycle happens several times per second.
c) Because the alternating question and answer response is constant, TCAS will build
a 3-dimensional map for the aircraft in space including direction, altitude and distance.
glass. The distance and difference in altitude will be predicted and estimated for the next value
Next, the potential risk of collision will be determined. TCAS and its variables can only
communicate with aircraft with transponders operating in Mode C or Mode S. A 24-bit identification
string is assigned to each aircraft with a transponder operating in Mode S. This string will be
decoded later.
d) TCAS, in addition to determining collisions, also automatically communicates
relative motion warnings between two aircraft, which is currently limited to replacement by this law.

25
change altitude and change climb/sink rates between 2 (or more) aircraft flying in
opposite directions. This warning will be communicated to the team
fly on the screen and by sound instructions (synthsized voice instruction), words
The flight crew will follow suit.
4. Short Term Collision Warning System (STCA - Short Term Conflict Alert) a)
STCA is an automatic warning function of the system based on the database
Surveillance data aims to promptly support air traffic control to prevent collisions between
aircraft by creating warnings about the possibility of violating or having violated the
minimum separation of aircraft.
b) Warning form: By image, sound.
c) STCA uses surveillance information from radar sources, ADS - B... and flight plan
information to predict the aircraft's movement trajectory. Generation
The system will calculate and warn air traffic controllers if the aircraft tends to violate the
minimum wing separation. The STCA warning status on the screen is set to display
according to the aircraft's conflict trend.
IX. Air traffic control orders and directives
1. Command
1.1 Definition: An air traffic control clearance is an order issued by the flight control
facility to an aircraft to conduct a flight under the conditions prescribed by the flight control
facility, which may be accompanied by the words "taxi", "" takeoff", "departure", "long haul",
"approach", "landing" refer to the parts of the flight to which the clearance refers.
1.2. The content of the air traffic control clearance includes: a)

Flight number and aircraft number recorded in the flight plan;
b) Limitation of injunction;
c) Flight path;
d) Flight levels for the entire route or for a part of the route and flight level changes
(if any);
e) Other necessary notices and instructions such as aircraft operations
approach or takeoff, contact and when the clearance expires.
2. Air traffic control directives
2.1. Definition: Air traffic control directives are directives issued by the agency
air traffic control to request the flight crew to take a specific action.
2.2. Scope and purpose:
a) Directives are issued to separate and promote flight operations and are based on
flight conditions known to affect the safety of other flight operations. Such flight operations
conditions include not only aircraft in the air, aircraft over the area of operations but
also vehicles or temporary obstacles constructed on the area of operations.

26
b) If the pilot of the aircraft believes that an air traffic control directive is not
appropriate, the flight crew may request, if possible, a revised directive.
c) Directives included in the orders related to flight levels include:
- Long-haul flight levels, or for the ascending phase take long-haul flight levels,
flight levels, and if necessary, at a point where clearance is in force for the relevant
flight levels.
- The flight levels cut through, when necessary.
- Location or time of start of ascent or descent, if necessary.
- Rate of ascent or descent, if necessary.
- Detailed instructions on altitude for takeoff or approach, if necessary.

27
CHAPTER II: ORGANIZATION, USE AND MANAGEMENT OF AIRSPACE

I. Types of airspace:
(Control zone, control area, airway, FIR, TMA, ATZ)
1. Division of airspace
- Flight information area: Is the part of the airspace where information services are provided
flight and alarm services.
- Control area and control area: The portion of the airspace in which control
services are provided for flights under instrument flight rules (IFR). Control zones and
control zones established within a flight information area are part of that flight
information area. Portions of controlled airspace in which air traffic control services
are provided in whole or in part to all
visual flights (VFR), designated as Class B, C or D airspaces.
- Controlled airports: These are airports where control services are provided
air traffic for operations in the airport area.
2. Requirements for flights and services provided in airspace types
Feces
Type Type Trip Service Limit Contact
of ways are provided
airspace fly about speed requirementsAccording to command
provide ATC
A Chi All Flight Do not apply Two-way Have
Airplane operations continuous

intended for (ATC)
IFR
IFR All A Do not apply Two-way Have
B Airplane TC continuous
VFR All A Do not apply Two-way Have
Airplane TC continuous
IFR IFR with A Do not apply Two-way Have
IFR TC continuous
C
IFR with
VFR

28
VFR VFR vs first)

250 kt IAS Two-way Have
IFR ATC below 3050 continuous

ensures m (10,000 ft)
AMSL
separation from
IFR
flight;
2)
Notification
of flight
operations news
VFR/VF
R, advise
on
evasion
upon
request.
IFR IFR with ATC, 250 kt IAS Two-way Have
IFR below 3050 continuous

announces m (10,000 ft)
operational AMSL
news of
the
D
VFR
flights,
advice on
evasion
as
required.

29
VFR No Notify flight 250 kt IAS Two-way Have
operations below 3050 continuous

information m (10,000 ft)
AMSL
IFR/VF
R and
VFR/VF
R, advise
on
evasion
upon
request
IFR IFR with ATC, 250 kt IAS Two-way Have
IFR flight below 3050 continuous

operations m (10,000 ft)
news AMSL
E announcement
VFR if
conditions
are practical
allow
VFR No Notify flight 250 kt IAS No no

operations below 3050
information m (10,000 ft)
if actual AMSL
conditions
allow
IFR IFR with Service 250 kt IAS Two-way Are not

IFR if air traffic below 3050 continuous
m (10,000 ft)
F
consulting, AMSL
conditions are realistic
flight
information services
allow
VFR No Service 250 kt IAS No no

flight below 3050
announcement m (10,000 ft)
AMSL

30
G IFR No Service 250 kt IAS Two-way Are not

flight below 3050 continuous
AMSL
VFR No Service 250 kt IAS No no

flight below 3050
AMSL
* When transition altitude is less than 3050 m (10,000 ft) AMSL,

flight level 100 (FL 100) is used instead of 10,000 ft.
II. Vietnam's airspace

Vietnam's airspace serving civil flight operations includes:
- Airspace of civil airports and shared airports;
- Airline;
- Area serving general aviation activities;
- Fuel discharge area, luggage and cargo drop off area for civil aircraft.
- Part of the flight information zone over international seas is managed by Vietnam.
- Area of responsibility for flight management and operations
1. Regulations on management and use of Vietnam's airspace
The Chief of General Staff of the Vietnam People's Army stipulates regulations on
management and use of Vietnam's airspace, presides over coordination to resolve issues
related to the protection, management and use of airspace to preserve ensure combat
readiness for the armed forces and ensure the safe and effective implementation of the
economic and social development tasks of Vietnam's civil aviation industry. Commander
of the Air Defense - Air Force determines the general flight regime, coordinates with the
Director of the Vietnam Aviation Administration to organize inspections of the
implementation of flight rules, flight management and operations for all operations. flying in Vietnames
Male.
2. Regulations for aircraft operating in Vietnam's airspace - When
operating in Vietnam's airspace, aircraft must be registered, painted or affixed
with nationality markings, numbers, and badges issued by the agency. prescribed by
the competent state of Vietnam. Foreign aircraft must be registered and painted with
nationality markings in accordance with the laws of the country where the aircraft is registered.
- Prohibit aircraft that do not have nationality signs or badges to distinguish the
country or have signs or badges that are not in accordance with regulations for that
type of aircraft in Vietnam's airspace.
- The aircraft must have enough information equipment to ensure regular and continuous
communication with the flight control agency. Use of on-board communications equipment

thirty first
Flights must comply with the regulations of flight control agencies and can only be used
for flight management and control purposes. It is strictly forbidden to operate aircraft
without adequate communication equipment as prescribed.
III. Airline
1. Air routes include international air routes and domestic air routes, established
on the following basis:
- The need for international aviation exchanges;
- Requirements for domestic flight operations;
- Requirements and ability to provide services to ensure flight operations, ensure
aviation security and safety;
- Requirements and ability to manage and protect airspace; ensure national defense and
national security;
- In accordance with the development planning of Vietnam's civil aviation industry and plans
air transport plan of the International Civil Aviation Organization.
2. Domestic airways:
Is an air route whose starting point and ending point are within Vietnamese territory;
width is 20 km, in special cases up to 30 km; low limit is the lowest safe flight altitude.
Domestic airways are denoted by the letters H, J, Q, T, V, Y, Z, W and numbered with
Arabic numerals.
3. International airways:
It is an airway in Vietnam's airspace with a width of 30 km, within the international
maritime flight information zone managed by Vietnam, which is 90 km; low limit is the
lowest safe flight altitude. International air routes are denoted by the letters A, B, G, L, M,
N, P, R and numbered with Arabic numerals.
4. Principles for using airways
- International airways are used for international flights and flights
domestic flight. Domestic airways are used for domestic flights.
- The Ministry of Transport decides on the regular use of domestic airways for
international flights when needed, after obtaining the consensus of the Ministry of National
Defense and immediately notifies the Ministry of Public Security.
- Flight licensing agency specified in Clauses 1, 2, 3, Article 14 of the Decree
Regulation 125 Detailed regulations on flight operations management allows international
flights to use domestic airways based on the consensus of the Department of Operations
and the Vietnam Aviation Administration.
5. Airway structure
- Low limit - High
limit
- Minimum safe height
- Horizontal limit
- Flight direction
- Distance

32
- Report score
- Transfer point
Map of area of responsibility of ACC Hanoi. Please update the area of

responsibility and latest control subdivision of ACC of Hanoi or amend it to
Map of Hanoi Flight Information Region (FIR Hanoi).

33
6. Establishment, adjustment, cancellation, and announcement of airways
- The Ministry of Transport submits to the Prime Minister a decision to establish, adjust, and
cancel domestic air routes after obtaining consensus from the Ministry of National Defense.
- The Ministry of Transport agrees with the Ministry of National Defense on the establishment
and cancellation of international air routes, agrees with the International Civil Aviation
Organization, and submits to the Prime Minister for decision.
- Vietnam Aviation Administration coordinates with relevant agencies of the Ministry
Defense determines the parameters of airways; Notify the International Civil Aviation
Organization, relevant organizations and individuals and publish in the Aeronautical Information
Information File (AIP) on airways.
7. Waiting area on the flight line
- Except in cases where there is horizontal separation between waiting areas, aircraft
operating in the waiting areas must apply the minimum height separation value.
- Separation between an aircraft in the waiting area and other aircraft (including aircraft
takeoff, landing, en route) is 5 minutes of flight.
IV. Airport airspace
Airport airspace is defined for one or more airports; is established on the basis of the
following factors:
- Ensuring safety for flight operations in and around the airport area;
- Takeoff and landing needs of all types of aircraft in operation;

- Methods, equipment, information, navigation and surveillance equipment;
- Suitable for the characteristics of each airport.
Airport airspace limits are determined in the Flight Regulations in the airport area.
V. No-fly areas, restricted-fly areas, dangerous areas, areas

waiting for air defense operations, military operations areas, shooting ranges, etc
1. Identify and announce dangerous areas
a. The Department of Operations determines and notifies the Air Traffic Flow Management
Center of dangerous areas at least twenty-four (24) hours before any activity that may endanger
flight operations. In the event of an emergency when an air defense operation occurs, the
National Flight Operations Management Center and the Regional Flight Operations Management
Centers must immediately notify the relevant Long Distance Control Center and the Regional
Flight Management Center. air traffic flow management; The Air Traffic Flow Management
Center immediately notifies the Aeronautical Information Center to issue an appropriate Notice
to Aeronautics Message (NOTAM) about the dangerous area.

34
b. Notice of dangerous areas mentioned in Clause 1 of this Article includes the following
information:
- Dangerous activities;
- Location determined according to WGS-84 coordinate system;
- Horizontal limit, high limit;
- Effective time of the danger zone;
- Warnings for flight operations;
- Information that must ensure national security secrets (if any);
- Other necessary conditions to ensure safe flight operations.
c. The Air Traffic Flow Management Center takes measures to ensure flight safety and
immediately notifies the Vietnam Aviation Administration, relevant agencies and units; The
Aeronautical Information Information Center issues appropriate Aeronautical Information Messages
(NOTAMs) about established dangerous areas specified in Clause 1 of this Article.
2. Establish, adjust, cancel, and announce no-fly areas and restricted flight areas
a) The Ministry of National Defense agrees with the Ministry of Transport on the
establishment, adjustment and cancellation of no-fly areas and restricted flight areas for the
purpose of ensuring national defense, security and social safety; submitted to the Prime Minister for decision.
b) In case of a temporary flight ban or flight restriction decision, the General Staff immediately
notifies the Air Defense - Air Force, the Vietnam Aviation Administration and the Air Traffic Flow
Management Center; The above decisions take effect immediately. The Air Traffic Flow
Management Center immediately notifies relevant agencies and units to coordinate implementation;
The Aviation Information Notification Center issues appropriate Aeronautical Information Messages
(NOTAMs) about no-fly zones and restricted flight zones that have been established or canceled.
c) The Civil Aviation Authority of Vietnam notifies the International Civil Aviation Organization
(ICAO), relevant agencies and units and publishes in Vietnam's Aviation Information Bulletin (AIP)
about the area. No-fly zones and restricted flight areas have been established, adjusted and
canceled according to the provisions of Point a of this Article.
BECAUSE. Flight areas serving general aviation activities: Flight
areas serving general aviation activities are determined for each type of operation, with
horizontal and high limits; There are rules, flight procedures and requirements for providing flight
assurance services.
Based on operational needs, the Ministry of National Defense decided to establish a flight
area to serve general aviation activities at the request of the Ministry of Transport.

35
1. Area for discharging fuel and dropping luggage, cargo or other objects from aircraft a.
The area
for discharging fuel, dropping luggage, cargo or other objects from civil aircraft is established
for each airport with civil flight operations, with horizontal and high limits.
b. Establishing areas to discharge fuel and drop luggage, goods or other objects from civil
aircraft must ensure safety, hygiene and environment for people, property and structures on the
ground.
c. The Vietnam Aviation Administration presides and coordinates with the Department of
Operations, relevant agencies of the Ministry of Natural Resources and Environment, People's
Committees of provinces and centrally run cities, airport operators, and airport operators. Enterprises
providing relevant air traffic services determine areas to discharge fuel and drop luggage, cargo or
other objects from civil aircraft; submitted to the Ministry of Transport for decision.
d. The Ministry of Natural Resources and Environment and the People's Committees of
provinces and centrally run cities designate and assign tasks to relevant affiliated agencies to
coordinate with the Vietnam Aviation Administration in determining fuel discharge areas, drop
luggage, cargo or objects from civil aircraft.
e. The Vietnam Aviation Administration announces the area to discharge fuel and drop off
luggage, cargo or other objects from civil aircraft.
2. Area of responsibility for flight management and operations
a. Areas of responsibility for flight management and operations are air and ground control areas,
including ground control areas, airport control areas, approach control areas, and road control areas.
length and air traffic advisory area.
b. The area of responsibility for flight management and operations is limited and determined on
the basis of the following factors:
- Ensure adequate information is provided for aircraft operations;
- Type and density of flight operations;
- Terrain characteristics and regional meteorological conditions;
d) Activities of civil and military flight management and operations units.
c. Based on air traffic services and type of flight rules, air control responsibility areas are
classified into air traffic types A, B, C, D, E, F, G as follows:
+ Class A airspace is an airspace that only allows flights according to instrument flight rules
(hereinafter referred to as IFR flights); flights are provided with air traffic control services and separated
from each other;

36
+ Class B airspace is an airspace that allows IFR flights and visual flight rules
(hereinafter referred to as VFR flights); flights are provided with air traffic control services
and separated from each other;
+ Class C airspace is an airspace that allows IFR flights and VFR flights; flights
provided with air traffic control services; IFR flights are separated from other IFR flights
and VFR flights; VFR flights are separated from IFR flights and informed about other
VFR flights;
+ Class D airspace is an airspace that allows IFR flights and VFR flights; flights
provided with air traffic control services; IFR flights are separated from other IFR flights
and notified of VFR flights; VFR flight receives notification of other flights;
+ Class E airspace is an airspace that allows IFR flights and VFR flights; IFR flights
are provided with air traffic control services and separation from other IFR flights; Flights
are announced
Flight operations are subject to actual conditions; Class E airspace is not used as a
control responsibility area;
+ Class F airspace is an airspace that allows IFR flights and VFR flights; IFR flights
are separated if practical conditions allow and flights receive flight information service if
required;
+ Class G airspace is an airspace that allows IFR and VFR flights and is provided
with flight information services if required. e. The Director of the Civil Aviation Authority
of Vietnam determines the scope, horizontal limits, and high limits and publishes in
Vietnam's Aeronautical Information Bulletin (AIP) the areas of responsibility and
classification of control responsibility areas. in the air after obtaining the unanimous
opinion of the Air Defense and Air Force; Assign areas of responsibility to civil flight
operations facilities.
3. Flight methods at the airport.
- Flight procedures at the airport include takeoff, approach, and landing methods
wings, flying, waiting, flying in the airspace of the airport.
- The construction of flight procedures must be based on the following factors:
+ Airport infrastructure; Boundary of management responsibility area, article
flying onion.
+ Equipment methods, navigation equipment, and aviation surveillance;
+ Airport terrain, obstacles around the airport;
+ Aircraft activity density;
+ No-fly area, dangerous area, anti-aircraft waiting area, operational area. military
flight
- The Director of the CAAV regulates flight procedures for civil flight operations at
civil airports and notifies the Air Defense Force.

37
army; regulate flight procedures for civil flight operations at shared airports after
obtaining consensus from the Air Defense and Air Force.
- The Commander of the Air Defense and Air Force shall regulate flight
procedures for military flight operations at shared airports after obtaining consensus
from the CAAV.
4. Flight regulations in the airport
area 4.1. Flight regulations in the airport area include the following contents:
- General principles;
- Airport explanation;
- Airport area;
- Ensuring communication facilities, radio technology and lighting;
- Meteorological assurance and bird activity notification;
- Flight operations;
- Practice flying;
- Orientation recovery rules in the airport area; - Search,
rescue and airport emergency work;
- Related appendices.
4.2. Authority to issue flight regulations in the airport area
- Flight regulations in the civil airport area of domestic airports are issued by the
Director of the Vietnam Aviation Administration after obtaining the consensus of the
Department of Air Defense and Air Force Operations; - Flight
regulations in the civil airport area of the international airport
Issued by the Director of the Vietnam Aviation Administration after the consensus of
the Air Defense and Air Force; - Flight
regulations in the shared airport area of domestic airports are issued by the
Director of the Vietnam Aviation Administration after the consensus of the Department
of Air Defense and Air Force Operations;
- Flight regulations in shared airport areas of international airports are issued by
the Director of the Vietnam Aviation Administration after consensus from the
Department of Air Defense and Air Force Operations.
4.3. Use alternate airports
- An alternate airport is an airport where an aircraft can arrive and land when this is not possible
or should not arrive or land at the airport of intended landing, including:
+ An alternate take-off airport is an airport where aircraft can land when needed
immediately after take-off and the take-off airport cannot be used;

38
+ An alternate airport on the route is an airport where an aircraft can land after encountering
an emergency or unusual situation during a long-haul flight;
+ Alternate airport on the flight path when the engine fails: is a suitable alternate airport
for aircraft to land when the engine fails or the aircraft is in an abnormal or emergency condition
where the engine is no longer working.
+ An alternate landing airport is an airport where an aircraft can arrive when it cannot or
should not land at the intended landing airport.
+ Reserve airports must ensure minimum conditions for runways, taxiways, parking
positions, technical systems, equipment, devices, services to ensure flight operations and
necessary services. other.
- The Director of the CAAV decides on the list of reserve airports to serve
civil flight operations after obtaining consensus from the Department of Operations
- The CAAV announces reserve airports and conditions for international flights in the
Aviation Information Bulletin (AIP); reserve airport for domestic flights in the Flight Regulations
in the airport area.
5. Coordinate the management of civil and military flight activities
5.1. Principles for coordinating the management of civil and military flight activities
- Ensure requirements for national defense, security, safety and operational efficiency
civil aviation;
- Comply with the provisions of Vietnam Civil Aviation Law when operating flights in
airways, civil airport airspace, and service flight areas
General aviation activities in Vietnam's airspace and flight information zones
Vietnam managed;
- Carry out professional activities and resolve problems that arise

scope of its duties and powers.
5.2. Content of coordination in flight operations management
- Content of coordination in flight operations management includes:
+ Organize the airspace, establish airways and develop flight methods;
+ Use of airspace; Manage civil flight operations outside the airways

airport airspace and airspace;
+ Issuing flight licenses, making flight plans and reporting news about flight activities;
+ Use flight operations assurance services;

+ Search and rescue;
+ Management of special flight activities, including flights for photography, geological

exploration, aerial filming, demonstrations, exercises, tests, and use of radio communication
facilities other than the ship's equipment flying and flying into restricted flight areas.

39
5.3. Organize the airspace and develop flight methods to serve military flight activities,
affecting civil flight activities
The organization of the airspace and the development of flight methods to serve military
management and activities affecting civil flight operations must be agreed upon between the
Ministry of National Defense and the Ministry of Transport to ensure effective implementation. history
use of airspace, safety and optimal use of services, equipment and devices to ensure flight
operations.
5.4. Coordinate flight operations
- Air traffic service providers operate flights performing civil aviation activities and other
flights authorized in writing by the flight licensing agency depending on their ability to
provide services. The flight management unit of the Ministry of National Defense operates
flights for military operations and other flights authorized by the flight licensing agency in an
additional document.
depends on its ability to provide services.
- When there are mixed civil and military flight activities, direct command and control in
the shared airport airspace is carried out from a mixed command post.
- When conducting civil flight training in airport airspace, the training facility must have
a commander of the training aircraft.
- The operation of military aircraft operating in airways, flight areas serving general
aviation activities, and airport airspace must be on the basis of
Cooperation between air traffic service providers and military flight management agencies.
- Presiding over coordinated flight operations shall comply with the following principles:
+ Air traffic controllers preside over coordination of flight operations in airways and civil
airport airspace;
+ Follow flight regulations in shared airport areas
flight operations in shared airport airspace;
+ Military flight commanders preside over coordination for flight activities outside the
prescribed area.
- Enterprises providing air traffic services are responsible for collecting and synthesizing
information related to flight activities for which they provide services.
in the international maritime flight information zone managed by Vietnam and notified to the
National Flight Operations Management Agency of the Ministry of Defense.
5.5. Flight separation between military aircraft and civil aircraft
a) Flight separation between military aircraft and civil aircraft is carried out according
to Civil Aviation Air Traffic Regulations or Flight Rules of the Ministry of National Defense,
whichever is safer.
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b) Flight control facilities ensure separation between aircraft in one of the following
forms:
- High separation by designating different flight levels selected in the long-haul flight
level table specified in Circular 19/2017/TT-BGTVT Regulations on management and
assurance of flight operations.
- Flat separation:
+ Vertical separation is the maintenance of distance between aircraft on the same
flight path, on converging or opposing routes, in units of time or distance;
+ Horizontal separation is the maintenance of aircraft on different routes or

different locations.
- Combined separation is a combination of high separation with one of the flat forms
of separation, using a minimum standard that is not less than half the standard of each
type of separation when applied separately. Combined separation is only applied on the
basis of regional air traffic agreements and specific regulations of the Civil Aviation
Authority of Vietnam.
- Minimum separation
+ The selection of minimum separation applicable to a specific airspace is carried out

according to the regulations in professional documents, flight regulations in the airport
area, and flight operating methods.
+ Two flight operations bases are responsible for providing services in these regions
Adjacent sky must agree on the choice of minimum separation when:
ÿ Aircraft flying from one airspace into an adjacent airspace;
ÿ The distance of the flight path to the common boundary of the airspaces is less
than the minimum separation value applicable in those airspaces.
+ Details on minimum separation and scope of application must be notified in the
Vietnam Aeronautical Information Information Package (AIP) for air traffic service
providers, flight crews and aircraft operators. related know.
VII. Airspace Management (ASM)
Airspace management is a process based on the organizational structure of that
airspace to select and apply services to best meet the needs of users.
airspace use (civil air transport, military operations and general aviation). The competing
benefits brought about by using airspace make management very complicated, requiring
a management process to harmoniously resolve those benefits.
1. The necessity of airspace management

The number of flights provided with air traffic services must not exceed the safety
capacity of the relevant air traffic agency in any situation.
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To determine the maximum number of aircraft that can be safely secured, the
appropriate competent air traffic management agency should evaluate and announce
the flight control capacity for each control area and each subdivision. control within a
control area and for airports.
2. The need for flexible use of airspace (FUA)
Through concluded agreements and protocols, appropriate authorities should
create flexible methods for the use of airspace with the aim of increasing the
capacity to use the airspace and improving efficiency.
Where applicable, arrangements and procedures should be established based on
regional air traffic arrangements.
3. Responsibilities and goals of airspace management
- The appropriate competent air traffic management agency should:
a) Periodically review the capacity to provide air traffic services (ATS) based on
flight traffic requirements; and
b) Ensure flexible use of airspace to improve efficiency and increase
capacity of flight operations.
In case the demand for regular flight operations exceeds capacity
flight operations by air traffic control agencies, leading to continuous and frequent
delays in flight operations, or when there is a clear forecast that the demand for flight
operations will exceed the limited value of operating capacity. Air traffic control
authorities should, as soon as possible,:
c) Take steps to optimize the use of existing system capacity; and
d) Develop a plan to increase capacity to meet actual or forecast flight operations

needs.
- Principles for organizations to build as a foundation for strategies, rules and
procedures include:
+ Airspace management needs to be dynamic, flexible and based on requirements
Service Provider. Airspace organizational boundaries, units and airspace types will
adapt to the type of flight operations and unplanned changing circumstances, and
will effectively support the operation of the services. other air traffic management in
this chapter. Flexibility in airspace organization will include regular strategic planning
and will allow actual operations to follow a more efficient and structured system;
+ The airspace must be organized in such a way that flight management is

seamless and enables the flight to follow an efficient route.
from origin to destination without restriction or delay;
+ Whenever possible, airspace planning should be based on compatibility with
flight trajectories. Establish the structure of the flight route system
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carried out only in areas where dynamic flight trajectory requirements are not
suitable; and Airspace must be organized so that it is easy to implement,
understand, and use by air traffic management units.
4. Basic principles of airspace management
- Appropriate authorities need to approve the establishment of agreements
regulations and procedures, providing regulations for the flexible use of all
airspace to increase airspace capacity and improve the efficiency and flexibility of
aircraft operations. Where applicable, arrangements and procedures should be
established on the basis of a regional air traffic agreement.
- Agreements and methods to provide for flexible use of airspace need to be
regulated, including:
+ Horizontal limit and altitude limit of the relevant airspace;
+ Classify any available airspace for use in flight operations
HKDD;
+ Competent units or agencies are responsible for this
airspace transfer;
+ Conditions for transferring airspace to relevant air traffic control agencies;
+ Conditions for transfer of airspace from relevant air traffic control agencies;
+ Available airspace time periods;

+ Any restrictions on the use of any relevant airspace; and
+ Any other related methods or information.
5. Airspace management will follow the following principles and strategies:
- All airspace will be managed flexibly. Airspace boundaries
will be tailored to specific air traffic flows and not restricted by national borders
or service delivery facilities;
- The airspace management process will result in dynamic flight trajectories
and provide optimal systematic solutions;
When conditions require that an airspace be organized for different types of
flight operations that need to be conducted separately, the size, limits, and operating
hours of that airspace will be established to minimize the impact impact mining
activities
- Use of airspace must be coordinated and monitored to suit the legitimate
requirements of all users and minimize restrictions on operational activities;

43
- Contingency airspace will be planned in advance with changes made automatically

wherever possible. The system will also accommodate unplanned requirements;
- Restructuring the flight system will only be applied where there is a requirement to
improve airspace exploitation capacity or to avoid areas where entry/exit is restricted or
dangerous conditions exist. dangerous;
- This unified airspace organization and management principle will be applied to all
areas. The global principle will apply at all densities and will affect the total amount of flight
activity. Complex operations can limit flexibility; and
The areas that must strive for the earliest and shortest implementation are the places
fails to meet community air traffic management expectations.

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CHAPTER III: AIR FLOW MANAGEMENT

I. General overview
1. Concept and purpose of Air Traffic Flow Management
1.1. Concept
Air traffic flow management (ATFM): is a service established with the purpose
of contributing to the safety, regulation and efficiency of air traffic flows; by ensuring
maximum flight control capacity in accordance with flight traffic in each specific area
and announced flight control capacity.
1.2. Purpose:
The purposes of ATFM include:
- Optimize available airspace and airport capacity without affecting security
all .
- Maximize mining benefits and global performance while maintaining levels
Security has been agreed upon.
- Promote timely and effective coordination with affected parties.
- Strengthen international cooperation towards a smooth and optimal flight management
and operations environment.
- Use airspace fairly and transparently on the basis of ensuring security and
national defense.
- Support the introduction of new technologies and methods to improve performance
efficiency and capacity of the management system, ensuring flight operations.
- Strengthen the forecasting system, helping to maximize efficiency and economic benefits
air.
2. The necessity of air traffic flow management in Vietnam
- Support air traffic controllers by providing possible solutions
exam; - Prevent significant disruptions affecting the air traffic system (helps resolve
congestion, holding flights, unscheduled routes, and air traffic controllers' workload);
- Resolve impacts, limit flight delays and costs as demand for air travel continues
to increase;
- Necessary for connecting and exploiting Vietnam's ATFM system with other countries
regional ATFM system.
3. Main challenges promoting Air Traffic Flow Management in Vietnam
- Vietnam is located in the center of Southeast Asia -
one of the regions with fast-growing and dynamic economies in the world.
gender; is managing and operating 02 flight information zones Hanoi and Ho Chi
Minh with a large flight network system including 36 international routes and 24
domestic routes. In particular, the Ho Chi Minh FIR region occupies an important
position for flight operations over the East Sea area with air traffic flows from the West.
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South to Northeast Asia, is one of the three air traffic flows with the highest frequency in Asia
- Pacific. According to the regional ICAO assessment (Document ATFM/SG/4), in recent years
the airways A202, A1, L642, M771 have had a boom.
in terms of flight activity density, in which flight traffic on route A1 has increased by 26%/year
continuously over the past 5 years.
- Given its geographical location and the growth rate of flight traffic, Vietnam needs to deploy
ATFM domestically and gradually connect with other countries to apply cross-border ATFM
solutions throughout the region. Currently, Vietnam is participating in the Project
The project's role as ANSP level 1 and observer level is not enough. Vietnam needs to participate
more deeply to enhance the safety of the ATM system and increase predictability.
Anticipate needs/capabilities through the CDM process, develop coordination regulations,
synergies, and implement exploitation plans among relevant parties. If Vietnam does not proactively
participate in international ATFM project programs, we will suffer
assign unwanted methods. -The demand for air transport is increasing day by day, the frequency
of domestic and international flights is high
and increasing day by day;
- The flight network and connections between airports are increasingly open
wide
- Bad weather becomes more and more complicated and capacity is reduced; - Many
limitations in connecting and using airspace; - Vietnam is strategically
located between two important air traffic areas: NARAHG (China, Japan, Korea) and ASEAN
Multi-Nodal (multi-nodal ATFM)
4. ATFM structure and organization

forty six
Synergistic connection diagram between Vietnam ATFM Center and ATFM centers
International and other systems to come up with coordinated methods and solutions
II. Regulating responsibilities for developing and applying air traffic flow management
methods
1. Regulations on coordination in implementing international ATFM
a. The CAAV presides over organizing and coordinating the implementation of ATFM in
the Asia-Pacific region to ensure safe and smooth air traffic flow.
b. ATFM Center is the permanent focal point in coordinating and exchanging international
ATFM information, connecting with ATFM systems of countries in the region.
area.
c. The coordination of international ATFM implementation complies with the regulations of

laws, regional agreements, and agreements with relevant countries on ATFM.

47
2. Responsibilities of related parties
2.1. ATFM Center
a. Lead and implement ATFM and supervise the implementation of ATFM solutions in the
airspace of responsibility;
b. Prepare and distribute strategic ATFM plans and daily ATFM plans
(ADP) based on the CDM process with relevant agencies and units;
c. Collect and analyze relevant ATFM information including: weather conditions, capacity
limitations, lack of infrastructure, runway closures, taxiways, aprons, automated air management
systems Save outages and changes
changes in methods and processes affecting flight operations facilities;
d. Analyze and distribute ATFM information to relevant ATFM components

mandarin;
e. Develop methods to exchange and disseminate information on the ATFM website;
f. Assess the impact of the imbalance between flight operational needs and throughput
capacity of airports and airspace;
g. Draft and organize the signing of coordination documents with ATFM implementation
components and coordination documents on ATFM;
H. Connecting CDM and ATFM members.
2.2. Aircraft operator
a. Participate in the CDM and ATFM process in appropriate forms such as face-to-face and
online;
b. Provide and update flight data in accordance with air traffic regulations or CDM and ATFM
processes;
c. Monitor flight progress compliance; Monitor and notify changes

Therefore, flight delays or cancellations by aircraft operators.
2.3. Drivers team
a. Comply with the ATFM operating procedures assigned to the flight;
b. Report promptly in situations where compliance with the method is not possible
ATFM has booked the flight.
2.4. Flight operations facility
a. At the departure airport: monitor compliance with calculated departure time (CTOT);
b. On the flight: grasp and fully implement ATFM measures;
c. Aircraft arrival phase: supports compliance with the time calculated through the contact point
mandarin.

48
2.5. Airport enterprise

a. Follow ATFM measures applicable to flight departures and support on-time
departures in accordance with airport throughput capacity
fly;
b. Announce the maximum daily delay at the aircraft gate;
c. Participate in CDM-related ATFM implementation and ensure transfer of control
boundaries.
2.6. CAAV:
a. Issue regulations guiding the implementation of ATFM in accordance with ICAO
requirements and actual exploitation conditions in Vietnam;
b. Organize planning, assign responsibilities, establish and coordinate exploitation

HKDD Vietnam ATFM system;
c. Organize the publication of methods and information related to ATFM in AIP
Vietnam;
d. Preside over organizing coordination and synergy in implementing ATFM related
to CDM, ensuring control transfer boundaries according to plans and agreements of
the Asia-Pacific region; Connect and coordinate exploitation with ATFM systems of
related countries;
e. Preside over handling issues that arise during the ATFM exploitation process
among ATFM implementing members; inspect, supervise and organize to complete the
implementation of ATFM according to approved planning and plans.
III. The Role of Flight Operations in Air Traffic Flow Management
1. Role and functions of ATFM in the near term
1.1. Vietnam ATC – ACC
a) Role #1: Support ATFM management during the ACC long-haul phase
- ATC team leader provides initial support for ATFM
+ Provide timely updates on airspace and route capacity for ATFM-C
+ Ensure transfer points, airways, and restrictions at the yard are digitized.
+ Monitor ATFM-C portal to support and grasp the status between capacity and
demand;
+ Monitor and participate in setting up telcons
+ Ensure compliance with ATFM measures implemented
+ Notify, if necessary, ATC of the appropriate flight at the appropriate time
Control for compliance with goals.
+ Provide feedback to ATFM-C on ATFM implementation and performance
- Air traffic control also provides ATFM support

49
+ Ensure compliance with ATFM measures (e.g. CTO, spacing requirements,

route changes, holding)
+ Advise the Crew Chief when ATFM measures are no longer necessary, or
may not work as planned
1.2. Vietnam ATC – APP
a) Role #1: Support ATFM management during the APP access phase
- ATC team leader provides initial support for ATFM
+ Provide timely updates on airspace and route capacity
for ATFM-C
+ Ensure transfer points, airways, and restrictions at the yard are digitized.
+ Coordinate with airports on potential airspace restrictions (e.g. weather in

airspace, on departure/arrival routes, high demand causing ATC workload overload
issues )
+ Monitor and participate in setting up telcons
+ Ensure compliance with ATFM measures implemented
+ Notify, if necessary, ATC of the appropriate flight at the appropriate time
Control for compliance with goals.
+ Provide feedback to ATFM-C on ATFM implementation and performance
- Air traffic control also provides ATFM support
+ Ensure compliance with ATFM measures (e.g. CTO, spacing requirements,
route changes, holding)
+ Advise the Crew Chief when ATFM measures are no longer necessary, or
may not work as planned
1.3. Vietnam ATC Facilities
a) Role 2: ATFM data support

- The mission is supported by the existing Base Technical Team
- Work closely with ATFM-C's data and technical support staff
- Ensure initial data is available as needed
- Manage data storage functions; Ensuring the task/ability to digitize data
The initial data or share, the final data works normally
- Monitor initial ATFM capabilities (e.g. access to data
data/communication portal, GDP monitoring CTOT/CTO)
Note: No new ATFM positions in ATC Facilities in the short term; The initial
role was supported by ATC operations
2. Role in implementing ATFM of ACC, APP, TWR
a. Monitor status and needs
Monitor capacity, available capacity, and weather information for impacts that
may impact demand or capacity forecasting; Proactively contact when there are
changes in the operating status of airports and airspace (current or planned).

50
predictions) such as weather conditions, air traffic disruptions, holding flights, and
operations of VIP flights with ATFM-C
b. Control identification
Identify any imbalance between demand and capacity, requiring planning
Plan and implement ATFM, proactively communicate when there is any impact on the
operational status of the airport or airspace with ATFM-C.
c. Strategic development and
collaboration Collaborate with ATFM-C and stakeholders; Provide real-time status/
information of the airspace and aerodrome and any information on changes in status that
may be a factor in the ATFM plan
d. Take action/ Monitor results
Implement and ensure compliance with ATFM measures (assigned take-off time
(CTOT), required separation between flights; assigned CTO); Monitor air traffic flow at
airports and airspace; Contact if there are any changes in status and needs
e. Post-implementation analysis
Analyze the impact of ATFM measures at airports and airspace; Evaluate performance
to determine ATFM effectiveness; Compliance analysis; Share analytics and features
with stakeholders
3. Role in ATFM implementation of ATFM Center

a. Monitor status and needs
Monitor system needs and available capacity, assess the risk of imbalance, support
the assessment by analyzing air traffic flows and predicting meteorological conditions and
perceived impacts, proactively involve Communicate any changes with relevant parties,
coordinate with Planning Telcon.
b. Control identification
Focal point for collecting and deploying information related to the controls that caused the incident
imbalance between needs and capacity requirements for ATFM planning and
implementation; Identify when triggers and controls require additional ATFM measures;
Proactively communicate when there are any changes with relevant parties
c. Strategic and collaborative
development Develop initial ATFM plan for containment management;
Consider implementation needs and key stakeholders involved in the plan; Actively
collaborate with key stakeholders for various options to be developed; Discuss the start/
end times of ATFM measures will
be done; Decide on a solution

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d. Take action/ Monitor results

Implement ATFM plans and measures; Information sharing ensures all
everyone knows about the plan; Ensure all stakeholders are aware of their roles and
responsibilities; Monitor air traffic flows to ensure compliance with measures and
changes in conditions or needs
e. Post-implementation analysis
Analyze the impact of ATFM measures to determine the severity of the impact
and why; Evaluate performance to determine if the ATFM measure is effective and if
not, why; Perform compliance analysis; Share
Analyze and analyze performance metrics with stakeholders
IV. The main causes of airspace congestion and flight delays
- With the rapid development of the aviation industry coupled with an increase in
flight traffic, in the Asia/Pacific region in recent years, air transport traffic has increased
by an average of 5-6%/year. year.
Some countries have strong growth such as Thailand 10-13%/year (Bangkok FIR alone
increases 20-30%/year), China 11%/year leading to serious congestion at some times.
at control zones and airspace in the airport area due to operational demand exceeding
capacity limits.
- The density of flight operations has increased rapidly in the past 3 years, causing some problems
Flight routes such as W1, A1, A202, L642, M771 at flight levels from FL290 and above
are no longer available, so some flights have to fly at non-optimal flight levels.
- In addition, flight operations in Vietnam's flight information zones are increasingly

diversifying in type (commercial aviation, public aviation, general aviation, etc.). The
nature of flight operations is increasingly complicated due to the
An increase in military flight activities, the appearance of low-level flight activities, and
many new airways were established, leading to an increase in the number of aerial
intersections. Not only has the flight network been expanded, many new domestic
airlines have been established, leading to an increase in the number of aircraft put into operation.
The density of transit and incoming flight operations has grown rapidly, leading to
congestion, exceeding operating limits in some control zones and at some major
airports such as Noi Bai and Tan Son Nhat.
- There are also aerospace activities, airspace operations of military operations,
and other activities that may occupy airspace and flight paths for a specified period of
time. Whenever such restrictions are imposed they always constitute a limitation,
leading to a reduction in the operational capacity of the airspace/airport.

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The main cause of airspace congestion

- When the density of flight operations increases beyond the capacity in a restricted
area. (adverse weather conditions, events taking place at times of the year such as holidays
festival, tourist season...)
- Degradation of ATM system capacity or disruption of information, navigation and
surveillance that affects capacity
- The establishment of dangerous areas and temporary restricted areas
- Decreased airport capacity (such as runway closure plans, equipment maintenance,
etc.)
V. Air traffic flow control measures
1. Airspace Flow Program (AFP)
Used when the airspace, route or reporting point is predicted to be
controlled (weather, military activities...) and the needs of the airspace are attended to
predict beyond available capacity; automatically determines and assigns control time
(Control time of Take-Off - CTOT and Control Time Over - CTO) for each scheduled flight
throughout the program. Airspace users select AFP recommendations to update information
to “route outs” AFP and avoid control time
ATFM.
2. Ground Delay Program (GDP)

GDP is an ATFM solution where aircraft are kept on the ground to manage capacity
and demand in a given airspace or a specific airport. During this process, a departure time
is assigned and corresponds to a prearranged location in restricted airspace or to a
prearranged landing location at a restricted airport. Accordingly, the GDP method will
minimize flying and waiting in the sky. This is a flexible solution and its formats can depend
on the requirements of the ATM system. GDP is developed on the principle of ensuring
synergies and is managed by an FMU or an international ATFM center. When a GDP has
been scheduled within a few hours, the staging position can be changed depending on
conditions, so a system is needed to advise the flight crew of the takeoff sequence and any
deviations. Any changes with
GDP.
3. Minutes-in-trail (MINIT)
A tactical solution was applied by regulating the number of minutes between
successive aircraft. This solution is often used in airspace without air traffic surveillance or
when transitioning from monitored airspace to unmonitored airspace, or when air traffic
controllers have difficulty using it.
Use horizontal separation in miles
4. Miles in trail
A tactical ATFM solution is used by specifying the distance in miles between flights
on the same flow (plus a minimum separation).
53
prescribed minimum); The strategy is used to arrange flights according to flow as well
as increase airspace to absorb new flights (takeoff or increase flights) into existing air
traffic flow.
5. Reroute
A tactical ATFM solution consists of a different route assigned by ATC than that
indicated by the submitted flight plan. Reassigning flight routes can be done in many
different ways, depending on unexpected situations. Pre-arranged routes are designated
for flights to avoid overruns, primarily for reasons of weather or special use airspace;
can synergize with the flight before departure or at takeoff.
6. Fix balancing
A tactical ATFM solution helps spread demand and avoid delays. The aircraft is
assigned to a different landing or take-off channel/group than indicated in the flight plan.
This solution can also be used
Used during periods of convective weather when a standard arrives by instrument
(STAR) or an instrument departure standard (SID) is not available.
7. Minimize takeoff distance (MDIs)
A tactical ATFM solution is implemented when ATC establishes a departure flow
at a frequency of 3 minutes between departing flights. MDIs are typically applied at a
frequency of no more than 30 minutes at a time and are typically applied when the
departures area becomes particularly busy or when capacity is unexpectedly reduced
(such as due to equipment failure). equipment, unfavorable meteorological conditions).
8. Slot swapping (Swap turns)

A tactical ATFM solution that can be applied manually or by automated means.
The ability to swap departures allows AUs to change the order of departing aircraft that
must fly within a restricted area. This approach provides AUs with the ability to manage
and adapt their mission model in a constrained environment.
9. Ground Stop
A tactical ATFM solution that maintains a selected number of aircraft on the
ground. Because of the influence a GS has over an AU, the selected ATFM solutions
must be thoroughly explored and implemented before a GS, within the time and
circumstances permitting. GS commonly uses:
a. in case of reduced capacity at airports due to severe meteorological conditions
or aircraft incidents/accidents;
b. to prevent the processes of intensification of space occupation, subdivisions/
centers approaching saturation or airport congestion;

54
c. when a facility is unable or not fully capable of providing air traffic services due
to force majeure circumstances; and
d. when flight routes are not ready for operation due to bad weather conditions or
serious disaster situations.
10. Airplane Holding
A strategically designed tactical ATFM solution. It is the process of requiring
aircraft to wait at a key point according to a predetermined standard waiting procedure.
This method is typically used for short periods of time when demand and capacity are
out of balance. It may also permit the establishment of a number of aircraft that can
take advantage of temporary increases in capacity for short periods of time, such as
what occurs in bad weather situations.
VII. Strategic and tactical functions of air traffic control services
1. Collect and collate data on the air navigation infrastructure and on the
capabilities of the ATC system and selected airports in the ATFM region, including
runways, taxiways and gates onion. This includes possible air traffic flow management
issues;
2. Collect and analyze data for all planned controlled flight operations to, from, in
and over the ATFM area;
3. Determine a coherent overview of expected air traffic demand, including projections
predict incoming traffic, compare with available capacity, and determine areas and
periods of predicted air traffic background;
4. Coordinate with appropriate ATS agencies to make all possible efforts
to increase available ATC capacity when needed. In some specific situations, it may be
advantageous for national and local planning committees to be established, with
representation from national ATS, airport authorities, national and international
operators. Such committees can make a significant contribution when developing
strategies to reduce the impact of peak demand periods; and
5. Where there is a shortage of ATC capability, it is not possible to eliminate,
identify and implement in due course appropriate tactical measures in coordination
within the ATPM area when necessary and with aircraft/airport operators fly.
VIII. Contingency Plan; Overview, scale, responsibility for implementing,
promoting and applying the Response Plan
1. Overview
a) Guidance on contingency measures applicable in the event of disruption of air
traffic services and related support services approved by the Council in response to
Council Resolution A23-12 following a study of the Aeronautics Committee and
consultation with relevant States and international organizations, as required by the
Resolution. Their purpose is to assist in providing air traffic flow

55
safe and orderly international aviation in the event of disruption to air traffic services
and related support services and to protect the availability of world air routes within
the air transport system in such cases suitable like that.
b) The guidelines have been developed to recognize that the realities of the
circumstances before and during the events that cause service disruptions to
international civil aviation, vary widely and that contingency measures, including
access to designated airports for humanitarian reasons, in response to specific events
and circumstances adapted to these circumstances. They set out the allocation of
responsibility between States and ICAO for the conduct of contingency planning and
the measures to be considered in the development, adoption and de-application of
such plans. c)
Guidelines based on experience have shown that the impact of service
disruptions in specific airspace regions is likely to be significant.
to services in adjacent airspace zones, thereby creating a requirement for international
coordination - hence ICAO's role in the area of contingency planning and coordination
of such plans, as defined meaning by the instructions. They also reflect experience
that ICAO's role in contingency planning should be global and not limited to maritime
airspace and areas of undetermined sovereignty, if airways are available major
international in the air transport system. Finally, they further reflect the fact that
relevant international organizations such as the International Air Transport Association
(IATA) and the International Federation of Air Line Pilots (IFALPA) are valuable
advisors.
about the feasibility of plans and elements of those plans.
2. Status of contingency plans
Contingency plans to provide alternative facilities and services
for facilities provided in a regional air navigation plan when such facilities and services
are temporarily unavailable. The redundancy arrangements are therefore of a
temporary nature, remaining in force only until the plan services and facilities are
reactivated and, accordingly, do not constitute amendments to the regional plan.
Areas that need to be treated according to "Procedure for the Amendment of
Approved Regional Plans" - "Procedure for the Amendment of Approved Regional Plans".
3. Responsibility for developing, promulgating and implementing contingency plans
a) States are responsible for providing air traffic services and services
The relevant support in specific airspace zones is also responsible, in the event of
interruption or interruption of the availability of these services, to put in place
measures to ensure the safety of civil aviation operations internationally and can
provide alternative facilities and services. Therefore, countries will develop, promulgate
and implement appropriate contingency plans. Such plans will be developed in
consultation with other States concerned and with ICAO, as appropriate, whenever
the effects of service disruptions are likely to occur.
affecting services in adjacent airspace areas.

56
b) Responsibility for implementing appropriate contingency measures over

maritime airspace continues to rest with the States normally responsible for providing
the service until such responsibility is temporarily reassigned by ICAO for another
country.
c) Similarly, responsibility for implementing appropriate contingency measures
over airspace where responsibility for providing services has been delegated by another
state, continues to rest with the state providing the service to until the authorizing State
temporarily terminates the authorization. Upon termination, the Commissioning State
assumes responsibility for appropriate preventive action.
d) ICAO will be responsible for initiating and coordinating appropriate contingency
action in the event of disruption of air traffic services and related support services
affecting international civil aviation operations by States. provide, for a number of
reasons, the authorities cannot fully provide the response capacity mentioned above.
In such cases, ICAO will coordinate with the countries responsible for the adjacent
spaces affected by the disruption and consult closely with relevant international
organizations. ICAO will assume the same responsibility at the request of States.
4. Preparatory action
a) Time is essential in contingency planning if hazards to air navigation systems
are to be adequately prevented. Timely introduction of contingency arrangements
requires initiative and decisive action, again assuming that contingency plans have, to
the extent possible, been completed and agreed between the parties involved. before
an event occurs that requires contingency action, including how and when arrangements
are made.
b) For the reasons set out above, States should take preparatory action, as
appropriate, to facilitate the timely introduction of proposed arrangements.
room. Such preparatory actions should include:
- Prepare general contingency plans for referrals to events
foreseeable events such as strikes or labor unrest affecting the provision of air traffic
services and/or support services. In recognition that the world aviation community is not
involved in such disputes, States providing services in maritime airspace or indeterminate
sovereignty should take appropriate action to ensure that International air traffic services
will be provided for international civil aviation operations in non-sovereign airspace. For
the same reason, States providing air traffic services in their own airspace or, in the
airspace of another State should take appropriate action to ensure that regular air traffic
services will be provided. providing for international civil operations
relevant, not related to landing or take-off in affected countries

affected by strike action;
- Monitor any developments that may lead to events requiring contingency
arrangements to be developed and put in place. States should consider designation
57
the person/administrative unit to carry out such monitoring and, where necessary, to
initiate effective follow-up action;
- Appoint/establish a central authority, in the event of disruption to air traffic services
and introduce contingency arrangements, that can provide, 24 hours a day, up-to-date
information on the situation and related backup measures until the system has returned to
normal. A coordinated group should be indicated
located within or associated with such a central authority for the purpose of coordinating
activities during a disruption.
c) ICAO will be prepared to monitor developments that may lead to circumstances
requiring contingency arrangements to be developed and applied. During a potential crisis,
a coordination team will be established at the relevant Regional Office and at ICAO
Headquarters in Montreal and arrangements will be made for competent personnel to be
present. or accessible 24 hours a day. The task of these teams will be to monitor
information continuously from all appropriate sources, arrange for the continuous supply
of relevant information received by the national AIS service at the Office location and
Regional Headquarters, liaise with relevant international organizations and their regional
organizations, as appropriate, and exchange updates with States directly concerned and
States that are Potential participation in standby arrangements. After analyzing all available
data, authority will be obtained to initiate necessary action in the cases.
5. Develop, promulgate and apply contingency plans

a) The development of an appropriate contingency plan depends on the
circumstances, including the availability or lack of use by international civil aviation
operations, of the airspace where services have been interrupted. Sovereign airspace only
may be used on its own initiative or with the consent or approval of the relevant State
authority for use. On the other hand, redundancy agreements
must involve bypassing airspace and must be developed by adjacent states or ICAO in
cooperation with those adjacent states. In cases where maritime airspace or sovereignty
is unknown, the development of contingency plans may, depending on the circumstances,
include the extent of deterioration of alternative services
provided, which involves ICAO reassigning responsibility for providing the service
air traffic in the relevant airspace.
b) Develop a contingency plan that assumes as much information as possible about
current and alternative routes, aircraft navigation capabilities and the availability or partial
navigation instructions of basic procedures at the airport,
communication capabilities of adjacent air traffic service units, the volume and type of
aircraft to be accommodated and the actual status of air traffic, communications,
meteorological and aeronautical information services. The following are key factors to
consider for contingency planning depending on the circumstances:
- Re-routing to avoid all or part of the airspace concerned, normally involving the
establishment of additional routes with relevant conditions for their use;

58
- Establish a simple route network through the relevant airspace, if any, along with
a flight level allocation diagram to ensure horizontal and vertical separation and approach
procedures for adjacent ACCs next to
establish vertical separation at entry points and maintain separation through airspace;
- Reassigning responsibility for providing air traffic services in airspace over the
sea or in authorized airspace;
- Implement and provide adequate information on air-ground communication
systems, AFTN and ATS direct voice transmission, including reallocation to neighboring
countries of responsibility for providing meteorological information and information on
navigation methods and navigation aids;
- Special arrangements for preparing, collecting and disseminating in-flight and post-
flight reports from aircraft;
- Require aircraft to maintain continuous listening on the pilot-pilot VHF frequency
in designated areas where ground communications are unreliable or non-existent and
preferably broadcast in English, through position information and an estimate of that
frequency, including initiation and completion of climb and descent.
- Require all aircraft in designated areas to display navigation lights and anti-
collision lights at all times;
- A requirement and method for vertical separation of aircraft from previous aircraft
at the same flight level;
- Requirement to increase/decrease altitude to be performed to the right of the specifically
determined flight path center;
- Establish arrangements to control entry into the reserve area
to prevent overloading the backup system;
- Require all operations in the contingency area to be conducted in accordance
with IFR, including the allocation of IFR flight levels from the Table of Flight Levels in
Appendix 3 of Appendix 2 of the ATS routes in the area.
c) Notice of NOTAM to users of air navigation services regarding expected or actual
disruption of air traffic services and/or services
Related support will be sent as soon as possible. The NOTAM will include relevant
contingency arrangements. In the event of foreseeable disruption, notice should in no
event be less than 48 hours.
d) Notification by NOTAM of the cessation of provision of contingency measures
and reactivation of services set out in the regional air navigation plan shall be sent as
soon as required to ensure an orderly transfer from backup conditions to normal
conditions.

59
REVIEW AND TEST QUESTIONS

1) Please write the full word "DETRESFA"?
2) Please write the full word "FIR"?
3) Please write the full word "ATC"?
4) How would you define “Airport”?
5) What do you mean by "Flight control facility"?
6) What do you mean by "airport control tower"?
7) What do you mean by “Access Control Facility”?
8) What do you mean by "ATS route"?
9) What is your definition of "Air Controlled Area"?
10) How would you define “controlled flight”?
11) How would you define “Altitude”?
12) How would you define “Landing Area”?
13) What do you mean by "Air Traffic Plan"?
14) What do you define as “Activity Area”?
18) Could you please tell us "Principles for sending flight forecasts"?
20) Please tell us: "Types of air traffic messages and their urgency
documents not saved”?
21) Please tell us about the "Rules for flying vehicles"?

22) Could you please tell us about "Visual flight rules (VFR)"?
23) Please tell us about “Instrument flight rules (IFR)”?
28) Could you please tell us "Airway"?
30) Please tell us "How to identify and announce dangerous areas"?
35) Could you please explain "Definition of Airspace Management"?
36) Please tell us "Definition and purpose of air traffic services"?

37) Could you please tell us the "Content of the Air Traffic Advisory Service"?
38) Please tell us about the "Emergency Stages"?

60
REFERENCES
- Vietnam Civil Aviation Law No. 66/2006/QH11 dated June 29, 2006 and Law
amending and supplementing a number of articles of Vietnam Civil Aviation Law No. 61/2014/
QH13 dated November 21, 2014 ;
- Decision of the Minister of National Defense promulgating Rules on flights, flight

management and operations in Vietnam's airspace;
- Decree No. 125/2018/ND-CP dated December 4, 2015 of the Government detailing

flight operations management;
- Circular No. 19/2017/TT-BGTVT dated June 6, 2017 of the Minister of

Transport regulations on management and assurance of flight operations;
- Circular 32/2021/TT-BGTVT dated December 14, 2021 of the Minister of Transport

Regulations on management and assurance of flight operations;
- Volume of Vietnam Aviation News Announcement (volume 1, 2);
- Annex 2: Rules of the Air (Annex 2: Rules of the Air);
- Annex 3: Meteorological Service (Annex 3: Meteorological Service for

International);
- Annex 10: Aeronautical telecommunications (Annex 10: Aeronautical

Telecommunications);
- Annex 11: Air Traffic Services (Annex 11: Air Traffic Services);
- Document 4444: Methods to ensure flight operations - Air traffic management (Doc
4444: Procedures for Air Navigation Services - Air Traffic
Management);
- Document 7030: Regional Addition Methods (Doc 7030: Regional

Supplementary procedures);
- Document 8168: Aircraft Operations (Doc 8168: Aircraft Operations);
- Document 9854: Document Concept of global air traffic management exploitation

(Doc 9854: Global Air Traffic Management Operational Concept);
- Document 9971: Handbook on cooperation in air traffic flow management;
- Document 9426: Air traffic management service planning document (Doc 9426:
Air Traffic Services Planning Manual).

Mon 2 Quanlykhongluu Eng

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Machine Translated by Google

CURRICULUM FOR PROCESSING ACCESSORIES

AIR STORAGE MANAGEMENT

Issued for the second time

CONTENTS FOREWORD................................................... ................................................................ ............6

ABBREVIATION............................................... ................................................................ .......7

EXPLANATION OF WORDS................................................... ..............................................9

CHAPTER I: AIR TRAFFIC SERVICES (ATS).................................................... ..........11 I. Overview of

air traffic services ............................. .............................................11 1. Establish responsibility air traffic

2. Purpose of air traffic services................................................... ..............................11 3. Division of air

services).................................................... ................................................................ .11 II. Flight control

1. Purpose:............................................. ................................................................ ...............12 2. Flight

control services include:................................... ................................................................ ....12 3. Flight

control services are provided for:................................... .....................12 4. Division of flight operations

services................... ................................................................ ...12 5. Providing flight control

services................................... ...................................12 6. Division of control

responsibilities...... ................................................................ ................13 7. Transfer of control

III. Flight information service................................................... ..............................................14

1. Definition:................................................... ................................................................ ............14

2. Contents of flight information service................................................... ..............................14 3. Forms

of providing flight information services....... .............................................15 IV. Air traffic consulting

1. Definition:................................................... ................................................................ ............18 2.

Contents of air traffic consulting services include:........................ .......................... 18 3. Scope and

air traffic advisory services. ..............................................19

V. Alarm service................................................... ................................................................ ..19 1.

Definition, scope of application and emergency stages................................19

2. Contents of notification to SAR facilities................................................... ..........................20

CCCM curriculum for flight data processing (FDP) staff

air traffic service providers ..............................................21

1. The flight procedures department has the following tasks:................................... ................21

towers, approach control facilities and long-haul control

VII. Forms of separation between aircraft ................................................. ..........22 1. Flight control

facilities ensure separation between aircraft in one of the following

separation....... ................................................................ ..............................................23

3. Visual separation (self-separation): ................................................ ..........................23 VIII.

Airborne Collision Avoidance System (ACAS, TCAS...).............23 1. Airborne Collision Avoidance

System (ACAS). ................................................................ ................................................................ ................23

system:....... ................................................................ ..............................................24

3. TCAS (Traffic collision avoidance system)................................................... .............24 4. Short

and directives ............................................. .............25 1.

Injunction .............................. ................................................................ .............................25 2. Air

traffic control directives .......................... ................................................................ ...............25

CHAPTER II: ORGANIZATION, USE AND MANAGEMENT OF AIRSPACE .............27

I. Types of airspace:................................................... ................................................................ ...27

1. Division of airspace................................................... ................................................................

27 2. Flight requirements and services provided in different types of

II. Vietnam's airspace................................................... ..............................................30

1. Regulations on management and use of Vietnam's airspace................................... ..........30

CCCM curriculum for flight data processing (FDP) staff

2. Regulations for aircraft operating in Vietnam's airspace...................................30

III. Airline............................................... .............................................31 1. Cargo line excluding

basis: .......................... ...................................thirty first

2. Domestic airways:................................................... ............................................. 31 3. International

airways: .... ................................................................ .......................... 31 4. Principles for using

airways............... .............................................31 5. Structure

airline ............................................... ................................31 6. Establishment, adjustment, cancellation,

and announcement of airways. ..............................33

7. Waiting area on the flight line ............................................. ..............................................33

IV. Airport airspace................................................... ................................................33 Regions aerodrome

factors:................................................... ................................................................ .33 V. No-fly areas,

shooting ranges, etc............. ..........33 1. Identify and announce dangerous

areas................................... ..............................33 2. Establish, adjust, cancel, and announce no-fly

zones and zones restricted flight area