static.flight-academy.nlstatic.flight-academy.nl/./documents/documents... · a. b. c. d. e. f. g. 7.2.3.4 To ensure the correctness of the GNSS database display, pilots should check

Introduction

COPYRIGHT JEPPESEN SANDERSON, INC., 19922005. ALL RIGHTS RESERVED.

Revision Date: 20051216

ICAO DEFINITIONS (SERIES “100” PAGES)

These definitions are applicable to the ICAO information contained in this ATC section and have been extracted fromappropriate ICAO publications.

FLIGHT PROCEDURES (SERIES “200” PAGES)

Details of the “PANS-OPS” instrument departure and approach procedure information useful to the pilot-in-commandin the execution of an instrument departure or approach procedure are included. The information is extracted fromthe latest amended edition of “Procedures for Air Navigation Services — Aircraft Operations, Document 8168, VolumeI, Flight Procedures.” References to earlier editions are included. Jeppesen assigned paragraph numbers are forcontinuity, and include some explanatory information. However, the official paragraph numbers (enclosed withinparentheses) are retained.

ICAO RULES OF THE AIR, ANNEX 2 and ICAO ATS AIRSPACE CLASSIFICATIONS (ANNEX 11) (SERIES“300” PAGES)

ICAO Rules of the Air consist of an extraction of ICAO Annex 2. ICAO ATS Airspace Classifications contain definitionsand requirements for airspace classifications and the requirements for Visual Flight Rules.

ICAO RULES OF THE AIR AND AIR TRAFFIC SERVICES, PANS-RAC (DOC 4444) (SERIES “400” PAGES)

These pages contain those extracts of the PANS-RAC Document 4444 which ICAO has specifically identified as beingof particular interest to pilots-in-command.

MACH NUMBER TECHNIQUE (SERIES “500” PAGES)

These pages contain the objectives, prerequisites and general procedures for Mach Number Technique as layed out inICAO DOC 9426.

STATE PAGES RULES AND PROCEDURES

STATE RULES AND PROCEDURES pages contain flight information applicable to the specific State. They are compiledby Jeppesen using the State’s Aeronautical Information Publication (AIP) as the primary source material.

The State name is shown with the page number, such as Australia-1, Bulgaria-1, etc. Information is presented asfollows:

GENERAL

A general statement concerning conformance, or non-conformance with ICAO.procedures and units of measurementused by the State are provided.

FLIGHT PROCEDURES

HOLDING

Holding speed tables are provided in the Flight Procedures (Series “200”) Air Traffic Control pages. Reference to thespecific, applicable table is included on the State Rules and Procedures page. If the State has exceptions to thepublished holding tables, a complete tabulation of holding speeds is provided.

PROCEDURE LIMITATIONS AND OPTIONS

Statements concerning conformance with ICAO PANS-OPS are included here. (The latest version of PANS-OPS,Volume I is provided in the FLIGHT PROCEDURES (Series “200”) AIR TRAFFIC CONTROL pages. A statementindicating that “Instrument Procedures are in conformance with the new PANS-OPS Document 8168, Volume II”indicates compliance with this document.

Procedure limitations, non-standard circling protected area, airspeed restrictions, and similar type information isincluded. Significant State differences with ICAO PANS-OPS (Instrument Departure Procedures) are also publishedunder this heading.

AIRPORT OPERATING MINIMUMS

The type landing, take-off and alternate minimums published by the State are detailed. If the State publishesObstruction Clearance Altitude/Height (OCA/H), or the earlier PANS-OPS Obstruction Clearance Limit (OCL)information, the information is noted. Approach ban information is also included.

PILOT CONTROLLED LIGHTING (PCL)

The pilot operating procedures are included for those States utilizing a standard PCL system.

NOISE ABATEMENT PROCEDURES

Standard procedures, unique to all airports within a State and not published elsewhere by Jeppesen, are listed here.

ATS AIRSPACE CLASSIFICATION

New standard airspace classifications were designated by ICAO applicable 14 November 1991. The new classificationsare explained beginning on AIR TRAFFIC CONTROL – ICAO ATS AIRSPACE CLASSIFICATIONS (and elsewhere, in theINTRODUCTION and ENROUTE Sections). Statements under the “ATS AIRSPACE CLASSIFICATIONS” heading indicatethat the State has implemented the ICAO classifications, and include any State exceptions, or note that the State has


not implemented the change, and provide a brief description of the system still in effect.

SPECIAL REQUIREMENTS AND REGULATIONS

Special restrictions to filing flight plans, night operations, special reporting procedures, use of non-standard altimetersetting procedures, etc., are listed under this heading.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

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


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International Civil Aviation Organization -- Definitions

COPYRIGHT JEPPESEN SANDERSON, INC., 19992000. ALL RIGHTS RESERVED. Revision Date: 20000303

DEFINITIONS

ACROBATIC FLIGHT

Manoeuvres intentionally performed by an aircraft involving an abrupt change in its attitude, an abnormalattitude, or an abnormal variation in speed.

ADS AGREEMENT

An ADS reporting plan which establishes the conditions of ADS data reporting (i.e., data required by the airtraffic services unit and frequency of ADS reports which have to be agreed to prior to the provision of the ADSservices).

NOTE:

The terms of the agreement will be exchanged between the ground system and the aircraft by means of acontract, or a series of contracts.

ADS CONTRACT

A means by which the terms of an ADS agreement will be exchanged between the ground system and theaircraft, specifying under what conditions ADS reports would be initiated, and what data would be contained inthe reports.

NOTE:

The term “ADS contract” is a generic term meaning variously, ADS event contract, ADS demand contract, ADSperiodic contract or an emergency mode. Ground forwarding of ADS reports may be implemented betweenground systems.

ADVISORY AIRSPACE

An airspace of defined dimensions, or designated route, within which air traffic advisory service is available.

ADVISORY ROUTE

A designated route along which air traffic advisory service is available.

NOTE:

Air traffic control service provides a much more complete service than air traffic advisory service; advisoryareas and routes are therefore not established within controlled airspace, but air traffic advisory service may beprovided below and above control areas.

AERODROME

A defined area on land or water (including any buildings, installations and equipment) intended to be used eitherwholly or in part for the arrival, departure and surface movement of aircraft.

NOTE:

The term “aerodrome” where used in the provisions relating to flight plans and ATS messages is intended tocover also sites other than aerodromes which may be used by certain types of aircraft; e.g., helicopters orballoons.

AERODROME CONTROL SERVICE

Air traffic control service for aerodrome traffic.

AERODROME CONTROL TOWER

A unit established to provide air traffic control service to aerodrome traffic.

AERODROME ELEVATION

The elevation of the highest point of the landing area.

AERODROME OPERATING MINIMA

The limits of usability of an aerodrome for:

take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions;

landing in precision approach and landing operation, expressed in terms of visibility and/or runway visualrange and decision altitude/ height (DA/H) as appropriate to the category of the operation; and

landing in non-precision approach and landing operations, expressed in terms of visibility and/or runwayvisual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions.

AERODROME TAXI CIRCUIT


The specified path of aircraft on the manoeuvring area during specific wind conditions.

AERODROME TRAFFIC

All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome.

NOTE:

An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.

AERODROME TRAFFIC CIRCUIT

The specified path to be flown by aircraft operating in the vicinity of an aerodrome.

AERODROME TRAFFIC ZONE

An airspace of defined dimensions established around an aerodrome for the protection of aerodrome traffic.

AERONAUTICAL FIXED SERVICE (AFS)

A telecommunication service between specified fixed points provided primarily for the safety of air navigationand for the regular, efficient and economical operation of air services.

AERONAUTICAL FIXED STATION

A station in the aeronautical fixed service.

AERONAUTICAL GROUND LIGHT

Any light specially provided as an aid to air navigation, other than a light displayed on an aircraft.

AERONAUTICAL INFORMATION PUBLICATION

A publication issued by or with the authority of a State and containing aeronautical information of a lastingcharacter essential to air navigation.

AERONAUTICAL MOBILE SERVICE

A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in whichsurvival craft stations may participate; emergency position-indicating radio beacon stations may also participatein this service on designated distress and emergency frequencies.

AERONAUTICAL STATION

A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, forexample, on board ship or on a platform at sea.

AERONAUTICAL TELECOMMUNICATION SERVICE

A telecommunication service provided for any aeronautical purpose.

AERONAUTICAL TELECOMMUNICATION STATION

A station in the aeronautical telecommunication service.

AEROPLANE

A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaceswhich remain fixed under given conditions of flight.

AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)

An aircraft system based on secondary surveillance radar (SSR) transponder signals which operatesindependently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that areequipped with SSR transponders.

AIRCRAFT

Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions ofthe air against the earth"s surface.

AIRCRAFT ADDRESS

A unique combination of 24 bits available for assignment to an aircraft for the purpose of air-groundcommunications, navigation and surveillance.

AIRCRAFT IDENTIFICATION

A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, theaircraft call sign to be used in air-ground communications, and which is used to identify the aircraft inground-ground air traffic services communications.

AIRCRAFT OBSERVATION

The evaluation of one or more meteorological elements made from an aircraft in flight.

AIRCRAFT PROXIMITY

A situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft aswell as their relative positions and speed have been such that the safety of the aircraft involved may have beencompromised. An aircraft proximity is classified as follows:

Risk of Collision — The risk classification of an aircraft proximity in which serious risk of collision has existed.


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Safety not Assured — The risk classification of an aircraft proximity in which the safety of the aircraft mayhave been compromised.

No Risk of Collision — The risk classification of an aircraft proximity in which no risk of collision has existed.

Risk not Determined — The risk classification of an aircraft proximity in which insufficient information wasavailable to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.

AIR-GROUND COMMUNICATION

Two-way communication between aircraft and stations or locations on the surface of the earth.

AIR-GROUND CONTROL RADIO STATION

An aeronautical telecommunication station having primary responsibility for handling communications pertainingto the operation and control of aircraft in a given area.

AIRMET INFORMATION

Information issued by a meteorological watch office concerning the occurrence or expected occurrence ofspecified en route weather phenomena which may affect the safety of low-level aircraft operations and whichwas not already included in the forecast issued for low-level flights in the flight information region concerned orsub-area thereof.

AIRPROX

The code word used in an air traffic incident report to designate aircraft proximity.

AIR-REPORT

A report from an aircraft in flight prepared in conformity with requirements for position and operational and/ormeteorological reporting.

AIR-TAXIING

Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect and at a groundspeed normally less than 37 km/h (20 kt).

NOTE:

the actual height may vary, and some helicopters may require air-taxiing above 8m (25 ft) AGL to reduceground effect turbulence or provide clearance for cargo slingloads.

AIR-TO-GROUND COMMUNICATION

One- way communication from aircraft to stations or locations on the surface of the earth.

AIR TRAFFIC

All aircraft in flight or operating on the manoeuvring area of an aerodrome.

AIR TRAFFIC ADVISORY SERVICE

A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft whichare operating on IFR flight plans.

AIR TRAFFIC CONTROL CLEARANCE

Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.

NOTE 1:

For convenience, the term “air traffic control clearance” is frequently abbreviated to “clearance” when used inappropriate contexts.

NOTE 2:

The abbreviated term “clearance” may be prefixed by the words “taxi,” “take-off,” “departure,” “en route,”“approach” or “landing” to indicate the particular portion of flight to which the air traffic control clearancerelates.

AIR TRAFFIC CONTROL INSTRUCTION

Directives issued by air traffic control for the purpose of requiring a pilot to take a specific action.

AIR TRAFFIC CONTROL SERVICE

A service provided for the purpose of:

preventing collisions:

between aircraft; and

on the manoeuvring area between aircraft and obstructions; and

expediting and maintaining an orderly flow of air traffic.

AIR TRAFFIC CONTROL UNIT

A generic term meaning variously, area control centre, approach control office or aerodrome control tower.

AIR TRAFFIC SERVICE


A generic term meaning variously, flight information service, alerting service, air traffic advisory service, airtraffic control service (area control service, approach control service or aerodrome control service).

AIR TRAFFIC SERVICES AIRSPACES

Air- spaces of defined dimensions, alphabetically designated, within which specific types of flights may operateand for which air traffic services and rules of operation are specified.

NOTE:

ATS airspaces are classified as Class “A” to “G.”

AIR TRAFFIC SERVICES REPORTING OFFICE

A unit established for the purpose of receiving reports concerning air traffic services and flight plans submittedbefore departure.

NOTE:

An air traffic services reporting office may be established as a separate unit or combined with an existing unit,such as another air traffic services unit, or a unit of the aeronautical information service.

AIR TRAFFIC SERVICES UNIT

A generic term meaning variously, air traffic control unit, flight information centre or air traffic services reportingoffice.

AIRWAY

A control area or portion thereof established in the form of a corridor equipped with radio navigation aids.

ALERFA

The code word used to designate an alert phase.

ALERTING SERVICE

A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, andassist such organizations as required.

ALERT PHASE

A situation wherein apprehension exists as to the safety of an aircraft and its occupants.

ALLOCATION, ALLOCATE

Distribution of frequencies, SSR Codes, etc. to a State, unit or service, Distribution of 24-bit aircraft addresses toa State or common mark registering authority.

ALPHANUMERIC CHARACTERS (Alphanumerics)

A collective term for letters and figures (digits).

ALTERNATE AERODROME

An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed toor to land at the aerodrome of intended landing. Alternate aerodromes include the following:

Take-Off Alternate — An alternate aerodrome at which an aircraft can land should this become necessaryshortly after take-off and it is not possible to use the aerodrome of departure.

En Route Alternate — An aerodrome at which an aircraft would be able to land after experiencing an abnormalor emergency condition while en route.

Destination Alternate — An alternate aerodrome to which an aircraft may proceed should it become impossibleor inadvisable to land at the aerodrome of intended landing.

NOTE:

The aerodrome from which a flight departs may also be an en route or a destination alternate aerodrome forthat flight.

ALTITUDE

The vertical distance of a level, a point, or an object considered as a point, measured from mean sea level(MSL).

APPROACH CONTROL OFFICE

A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one ormore aerodromes.

APPROACH CONTROL SERVICE

Air traffic control service for arriving or departing controlled flights.

APPROACH FUNNEL

A specified airspace around a nominal approach path within which an aircraft approaching to land is consideredto be making a normal approach.


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APPROACH SEQUENCE

The order in which two or more aircraft are cleared to approach to land at the aerodrome.

APPROPRIATE ATS AUTHORITY

The relevant authority designated by the State responsible for providing air traffic services in the airspaceconcerned.

APPROPRIATE AUTHORITY

Regarding flight over the high seas: The relevant authority of the State of Registry.

Regarding flight other than over the high seas: The relevant authority of the State havingsovereignty over the territory being overflown.

APRON

A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloadingpassengers, mail or cargo, fueling, parking or maintenance.

AREA CONTROL CENTRE

A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction.

AREA CONTROL SERVICE

Air traffic control service for controlled flights in control areas.

AREA NAVIGATION (RNAV)

A method of navigation which permits aircraft operation on any desired flight path within the coverage of thestation-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination ofthese.

AREA NAVIGATION ROUTE

An ATS route established for the use of aircraft capable of employing area navigation.

ARRIVAL ROUTES

Routes identified in an instrument approach procedure by which aircraft may proceed from the en route phase offlight to an initial approach fix.

ASSIGNMENT, ASSIGN

Distribution of frequencies to stations. Distribution of SSR Codes or 24-bit addresses to aircraft.

ATIS

The symbol used to designate automatic terminal information service.

ATS ROUTE

A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services.

NOTE 1:

The term “ATS route” is used to mean variously, airway, advisory route, controlled or uncontrolled route,arrival or departure route, etc.

NOTE 2:

An ATS route is defined by route specifications which include an ATS route designator, the track to or fromsignificant points (way-points), distance between significant points, reporting requirements and, as determinedby the appropriate ATS authority, the lowest safe altitude.

AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-boardnavigation and position-fixing systems, including aircraft identification, four-dimensional position and additionaldata as appropriate.

AUTOMATIC TERMINAL INFORMATION SERVICE

The provision of current, routine information to arriving and departing aircraft by means of continuous andrepetitive broadcasts throughout the day or a specified portion of the day.

BASE TURN

A turn executed by the aircraft during the initial approach between the end of the outbound track and thebeginning of the intermediate or final approach track. The tracks are not reciprocal.

NOTE:

Base turns may be designated as being made either in level flight or while descending, according to thecircumstances of each individual procedure.

BLIND TRANSMISSION

A transmission from one station to another station in circumstances where two-way communication cannot be


established but where it is believed that the called station is able to receive the transmission.

BROADCAST

A transmission of information relating to air navigation that is not addressed to a specific station or stations.

CEILING

The height above the ground or water of the base of the lowest layer of cloud below 6,000 metres (20,000 feet)covering more than half the sky.

CHANGE-OVER POINT

The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequencyomnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behindthe aircraft to the next facility ahead of the aircraft.

NOTE:

Change-over points are established to provide the optimum balance in respect of signal strength and qualitybetween facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraftoperating along the same portion of a route segment.

CIRCLING APPROACH

An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior tolanding.

CLEARANCE LIMIT

The point to which an aircraft is granted an air traffic control clearance.

CODE (SSR CODE)

The number assigned to a particular multiple pulse reply signal transmitted by a transponder in Mode A or ModeC.

CONTROL AREA

A controlled airspace extending upwards from a specified limit above the earth.

CONTROLLED AERODROME

An aerodrome at which air traffic control service is provided to aerodrome traffic.

NOTE:

The term “controlled aerodrome” indicates that air traffic control service is provided to aerodrome traffic butdoes not necessarily imply that a control zone exists.

CONTROLLED AIRSPACE

An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFRflights in accordance with the airspace classification.

NOTE:

Controlled airspace is a generic term which covers ATS airspace Classes “A,” “B,” “C,” “D” and “E.”

CONTROLLED FLIGHT

Any flight which is subject to an air traffic control clearance.

CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC)

A means of communication between controller and pilot, using data link for ATC communications.

CONTROL ZONE

A controlled airspace extending upwards from the surface of the earth to a specified upper limit.

CRUISE CLIMB

An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane mass decreases.

CRUISING LEVEL

A level maintained during a significant portion of a flight.

CURRENT FLIGHT PLAN

The flight plan, including changes, if any, brought about by subsequent clearances.

DANGER AREA

An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specifiedtimes.

DATA CONVENTION

An agreed set of rules governing the manner or sequence in which a set of data may be combined into ameaningful communication.


DATA LINK COMMUNICATIONS

A form of communication intended for the exchange of messages via a data link.

DEAD RECKONING (DR) NAVIGATION

The estimating or determining of position by advancing an earlier known position by the application of direction,time and speed data.

DECISION ALTITUDE (DA) OR DECISION HEIGHT (DH)

A specified altitude, or height, in the precision approach at which a missed approach must be initiated if therequired visual reference to continue the approach has not been established.

NOTE 1:

Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the thresholdelevation.

NOTE 2:

The required visual reference means that section of the visual aids or of the approach area which should havebeen in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate ofchange of position, in relation to the desired flight path. In Category III operations with a decision height therequired visual reference is that specified for the particular procedure and operation.

NOTE 3:

For convenience where both expressions are used they may be written in the form “decision altitude/height”and abbreviated “DA/H.”

DEPENDENT PARALLEL APPROACHES

Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minimabetween aircraft on adjacent extended runway centre lines are prescribed.

DETRESFA

The code word used to designate a distress phase.

DISCRETE CODE

A four-digit SSR Code with the last two digits not being “00.”

DISTRESS PHASE

A situation wherein there is a reasonable certainty that an aircraft and its occupants are threatened by grave andimminent danger or require immediate assistance.

DME DISTANCE

The line of sight distance (slant range) from the source of a DME signal to the receiving antenna.

ELEVATION

The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sealevel.

EMERGENCY PHASE

A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase.

ESTIMATED ELAPSED TIME

The estimated time required to proceed from one significant point to another.

ESTIMATED OFF-BLOCK TIME

The estimated time at which the aircraft will commence movement associated with departure.

ESTIMATED TIME OF ARRIVAL

For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined byreference to navigation aids, from which it is intended that an instrument approach procedure will becommenced, or if no navigation aid is associated with the aerodrome, the time at which the aircraft will arriveover the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over theaerodrome.

EXPECTED APPROACH TIME

The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point tocomplete its approach for a landing.

NOTE:

The actual time of leaving the holding point will depend upon the approach clearance.

FILED FLIGHT PLAN


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The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequentchanges.

FINAL APPROACH

That part of an instrument approach procedure which commences at the specified final approach fix or point, or,where such a fix or point is not specified:

at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or

at the point of interception of the last track specified in the approach procedure; and ends at a point inthe vicinity of an aerodrome from which:

landing can be made; or

a missed approach procedure is initiated.

FINAL APPROACH SEGMENT

That segment of an instrument approach procedure in which alignment and descent for landing areaccomplished.

FLIGHT CREW MEMBER

A licensed crew member charged with duties essential to the operation of an aircraft during flight time.

FLIGHT INFORMATION CENTRE

A unit established to provide flight information service and alerting service.

FLIGHT INFORMATION REGION

An airspace of defined dimensions within which flight information service and alerting service are provided.

FLIGHT INFORMATION SERVICE

A service provided for the purpose of giving advice and information useful for the safe and efficient conduct offlights.

FLIGHT LEVEL (FL)

A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hectopascals(hPa), and is separated from other such surfaces by specific pressure intervals.

NOTE 1:

A pressure type altimeter calibrated in accordance with the Standard Atmosphere:

when set to a QNH altimeter setting, will indicate altitude;

when set to a QFE altimeter setting, will indicate height above the QFE reference datum;

when set to a pressure of 1013.2 hectopascals (hPa), may be used to indicate flight levels.

NOTE 2:

The terms “height” and “altitude,” used in Note 1 above, indicate altimetric rather than geometric heights andaltitudes.

FLIGHT PLAN

Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of anaircraft.

NOTE:

Specifications for flight plans are contained in ICAO Rules of the Air, Annex 2. A Model Flight Form is containedin ICAO Rules of the Air and Air Traffic Services, PANS-RAC (Doc 4444), Appendix 2.

FLIGHT STATUS

An indication of whether a given aircraft requires special handling by air traffic services units or not.

FLIGHT VISIBILITY

The visibility forward from the cockpit of an aircraft in flight.

FLOW CONTROL

Measures designed to adjust the flow of traffic into a given airspace, along a given route, or bound for a givenaerodrome, so as to ensure the most effective utilization of the airspace.

FORECAST

A statement of expected meteorological conditions for a specified time or period, and for a specified area orportion of airspace.

GLIDE PATH

A descent profile determined for vertical guidance during a final approach.

GROUND EFFECT


A condition of improved performance (lift) due to the interference of the surface with the airflow pattern of therotor system when a helicopter or other VTOL aircraft is operating near the ground.

NOTE:

Rotor efficiency is increased by ground effect to a height of about one rotor diameter for most helicopters.

GROUND-TO-AIR COMMUNICATION

One-way communication from stations or locations on the surface of the earth to aircraft.

GROUND VISIBILITY

The visibility at an aerodrome, as reported by an accredited observer.

HEADING

The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North(true, magnetic, compass or grid).

HEIGHT

The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.

HOLDING POINT

A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flightis maintained in accordance with air traffic control clearances.

HOLDING PROCEDURE

A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance.

IFR

The symbol used to designate the instrument flight rules.

IFR FLIGHT

A flight conducted in accordance with the instrument flight rules.

IMC

The symbol used to designate instrument meteorological conditions.

INCERFA

The code word used to designate an uncertainty phase.

INDEPENDENT PARALLEL APPROACHES

Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minimabetween aircraft on adjacent extended runway centre lines are not prescribed.

INDEPENDENT PARALLEL DEPARTURES

Simultaneous departures from parallel or near-parallel instrument runways.

INITIAL APPROACH SEGMENT

That segment of an instrument approach procedure between the initial approach fix and the intermediateapproach fix or, where applicable, the final approach fix or point.

INSTRUMENT APPROACH PROCEDURE

A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstaclesfrom the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point fromwhich a landing can be completed and thereafter, if a landing is not completed, to a position at which holding oren route obstacle clearance criteria apply.

INSTRUMENT METEOROLOGICAL CONDITIONS

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minimaspecified for visual meteorological conditions.

NOTE 1:

The specified minima for visual meteorological conditions are contained in ICAO Rules of the Air, Annex 2,Chapter 4.

NOTE 2:

In a control zone, a VFR flight may proceed under instrument meteorological conditions if and as authorized byair traffic control.

INTERMEDIATE APPROACH SEGMENT

That segment of an instrument approach procedure between either the intermediate approach fix and the finalapproach fix or point, or between the end of a reversal, racetrack or dead reckoning track procedure and thefinal approach fix or point, as appropriate.


LANDING AREA

That part of a movement area intended for the landing or take-off of aircraft.

LEVEL

A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude orflight level.

LOCATION INDICATOR

A four-letter code group formulated in accordance with rules prescribed by ICAO and assigned to the location ofan aeronautical fixed station.

MANOEUVRING AREA

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

METEOROLOGICAL INFORMATION

Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorologicalconditions.

METEOROLOGICAL OFFICE

An office designated to provide meteorological service for international air navigation.

METEOROLOGICAL REPORT

A statement of observed meteorological conditions related to a specified time and location.

MINIMUM DESCENT ALTITUDE (MDA) OR MINIMUM DESCENT HEIGHT (MDH)

A specified altitude or height in a non-precision approach or circling approach below which descent must not bemade without the required visual reference.

NOTE 1:

Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) isreferenced to the aerodrome elevation or to the threshold elevation if that is more than 2m (7 ft) below theaerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodromeelevation.

NOTE 2:

The required visual reference means that section of the visual aids or of the approach area which should havebeen in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate ofchange of position, in relation to the desired flight path. In the case of a circling approach the required visualreference is the runway environment.

NOTE 3:

For convenience when both expressions are used they may be written in the form “minimum descentaltitude/height” abbreviated “MDA/H.”

MINIMUM SECTOR ALTITUDE

The lowest altitude which may be used which will provide a minimum clearance of 300m (1,000 ft) above allobjects located in an area contained within a sector of a circle of 46 km (25 NM) radius centred on a radio aid tonavigation.

MISSED APPROACH POINT (MAP)

That point in an instrument approach procedure at or before which the prescribed missed approach proceduremust be initiated in order to ensure that the minimum obstacle clearance is not infringed.

MISSED APPROACH PROCEDURE

The procedure to be followed if the approach cannot be continued.

MODE (SSR)

The conventional identifier related to specific functions of the interrogation signals transmitted by an SSRinterrogator. There are four modes specified in ICAO Annex 10 (not published herein): A, C, S and intermode.

MOVEMENT AREA

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of themanoeuvring area and the apron(s).

NEAR-PARALLEL RUNWAYS

Non-intersecting runways whose extended centre lines have an angle of convergence / divergence of 15 degreesor less.

NON-RADAR SEPARATION

The separation used when aircraft position information is derived from sources other than radar.

NORMAL OPERATING ZONE (NOZ)


Airspace of defined dimensions extending to either side of an ILS localizer course and/or MLS final approachtrack. Only the inner half of the normal operating zone is taken into account in independent parallel approaches.

NOTAM (ICAO)

A notice distributed by means of telecommunication containing information concerning the establishment,condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which isessential to personnel concerned with flight operations.

NOTAM (Old)

A notice containing information concerning the establishment, condition or change in any aeronautical facility,service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flightoperations.

Class I distribution — Distribution by means of telecommunication.

Class II distribution — Distribution by means other than telecommunication.

NO-TRANSGRESSION ZONE (NTZ)

In the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrallybetween the two extended runway centre lines, where a penetration by an aircraft requires a controllerintervention to manoeuvre any threatened aircraft on the adjacent approach.

OBSTACLE ASSESSMENT SURFACE (OAS)

A defined surface intended for the purpose of determining those obstacles to be considered in the calculation ofobstacle clearance altitude/height for a specific ILS facility and procedure.

OBSTACLE CLEARANCE ALTITUDE (OCA) OR OBSTACLE CLEARANCE HEIGHT (OCH)

The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodromeelevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria.

NOTE 1:

Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to thethreshold elevation or in the case of non-precision approaches to the aerodrome elevation or the thresholdelevation if that is more than 2m (7 ft) below the aerodrome elevation. An obstacle clearance height for acircling approach is referenced to the aerodrome elevation.

NOTE 2:

For convenience when both expressions are used they may be written in the form “obstacle clearancealtitude/height” and abbreviated “OCA/H.”

OPERATIONAL CONTROL

The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest ofthe safety of the aircraft and the regularity and efficiency of the flight.

OPERATOR

A person, organization or enterprise engaged in or offering to engage in an aircraft operation.

PILOT-IN-COMMAND

The pilot responsible for the operation and safety of the aircraft during flight time.

PRECISION APPROACH PROCEDURE

An instrument approach procedure utilizing azimuth and glide path information provided by ILS or PAR.

PRECISION APPROACH RADAR (PAR)

Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateraland vertical deviations relative to a nominal approach path, and in range relative to touchdown.

NOTE:

Precision approach radars are designated to enable pilots of aircraft to be given guidance by radiocommunication during the final stages of the approach to land.

PRESSURE-ALTITUDE

An atmospheric pressure expressed in terms of altitude which corresponds to that pressure in the StandardAtmosphere.

PRIMARY AREA

A defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is provided.(See also SECONDARY AREA .)

PRIMARY RADAR

A radar system which uses reflected radio signals.

PRIMARY SURVEILLANCE RADAR (PSR)


a.

b.

A surveillance radar system which uses reflected radio signals.

PROBLEMATIC USE OF SUBSTANCES

The use of one or more psychoactive substances by aviation personnel in a way that:

constitutes a direct hazard to the user or endangers the lives, health or welfare of others; and/or

causes or worsens an occupational, social, mental or physical problem or disorder.

PROCEDURE TURN

A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite directionto permit the aircraft to intercept and proceed along the reciprocal of the designated track.

NOTE 1:

Procedure turns are designated “left” or “right” according to the direction of the initial turn.

NOTE 2:

Procedure turns may be designated as being made either in level flight or while descending, according to thecircumstances of each individual procedure.

PROFILE

The orthogonal projection of a flight path or portion thereof on the vertical surface containing the nominal track.

PROHIBITED AREA

An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight ofaircraft is prohibited.

PSYCHOACTIVE SUBSTANCES

Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens, andvolatile solvents, whereas coffee and tobacco are excluded.

RACETRACK PROCEDURE

A procedure designed to enable the aircraft to reduce altitude during the initial approach segment and/orestablish the aircraft inbound when the entry into a reversal procedure is not practical.

RADAR

A radio detection device which provides information on range, azimuth and/or elevation of objects.

RADAR APPROACH

An approach, executed by an aircraft, under the direction of a radar controller.

RADAR CONTACT

The situation which exists when the radar position of a particular aircraft is seen and identified on a radardisplay.

RADAR CONTROL

Term used to indicate that radar-derived information is employed directly in the provision of air traffic controlservice.

RADAR MONITORING

The use of radar for the purpose of providing aircraft with information and advice relative to significantdeviations from nominal flight path, including deviations from the terms of their air traffic control clearance.

RADAR SEPARATION

The separation used when aircraft position information is derived from radar sources.

RADAR VECTORING

Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar.

RADIOTELEPHONY

A form of radio communication primarily intended for the exchange of information in the form of speech.

REPETITIVE FLIGHT PLAN (RPL)

A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basicfeatures, submitted by an operator for retention and repetitive use by ATS units.

REPORTING POINT

A specified geographical location in relation to which the position of an aircraft can be reported.

REQUIRED NAVIGATION PERFORMANCE (RNP)

A statement of the navigation performance accuracy necessary for operation within a defined airspace.

RESCUE COORDINATION CENTRE

A unit responsible for promoting efficient organization of search and rescue service and for coordinating the


a.

b.

conduct of search and rescue operations within a search and rescue region.

RESCUE UNIT

A unit composed of trained personnel and provided with equipment suitable for the expeditious conduct of searchand rescue.

RESTRICTED AREA

An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight ofaircraft is restricted in accordance with certain specified conditions.

REVERSAL PROCEDURE

A procedure designed to enable aircraft to reverse direction during the initial approach segment of an instrumentapproach procedure. The sequence may include procedure turns or base turns.

RNP TYPE

A containment value expressed as a distance in nautical miles from the intended position within which flightswould be for at least 95 per cent of the total flying time.

EXAMPLE:

RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 percent

containment basis.

RUNWAY

A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.

RUNWAY-HOLDING POSITION

A designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequateclearance from a runway.

RUNWAY STRIP

A defined area including the runway and stopway, if provided, intended:

to reduce the risk of damage to aircraft running off a runway; and

to protect aircraft flying over it during take-off or landing operations.

RUNWAY VISUAL RANGE

The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markingsor the lights delineating the runway or identifying its centre line.

SAFETY-SENSITIVE PERSONNEL

Persons who might endanger aviation safety if they perform their duties and functions improperly including, butnot limited to, crew members, aircraft maintenance personnel and air traffic controllers.

SECONDARY AREA

A defined area on each side of the primary area located along the nominal flight track in which decreasingobstacle clearance is provided. (See also PRIMARY AREA )

SECONDARY RADAR

A radar system wherein a radio signal transmitted from a radar station initiates the transmission of a radio signalfrom another station.

SECONDARY SURVEILLANCE RADAR (SSR)

A surveillance radar system which uses transmitters / receivers (interrogators) and transponders.

SEGREGATED PARALLEL OPERATIONS

Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusivelyfor approaches and the other runway is used exclusively for departures.

SHORELINE

A line following the general contour of the shore, except that in cases of inlets or bays less than 30 NM in width,the line shall pass directly across the inlet or bay to intersect the general contour on the opposite side.

SIGMET INFORMATION

Information issued by a meteorological watch office concerning the occurrence or expected occurrence ofspecified en route weather phenomena which may affect the safety of aircraft operations.

SIGNAL AREA

An area on an aerodrome used for the display of ground signals.

SIGNIFICANT POINT

A specified geographical location used in defining an ATS route or the flight path of an aircraft and for othernavigation and ATS purposes.

SPECIAL VFR FLIGHT

A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC.


SURVEILLANCE RADAR

Radar equipment used to determine the position of an aircraft in range and azimuth.

TAXIING

Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.

TAXIWAY

A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link betweenone part of the aerodrome and another, including:

Aircraft Stand Taxilane — A portion of an apron designated as a taxiway and intended to provide access toaircraft stands only.

Apron Taxiway — A portion of a taxiway system located on an apron and intended to provide a through taxiroute across the apron.

Rapid Exit Taxiway — A taxiway connected to a runway at an acute angle and designed to allow landingaeroplanes to turn off at higher speeds than are achieved on other exit taxi-ways and thereby minimizing runwayoccupancy times.

TERMINAL CONTROL AREA

A control area normally established at the confluence of ATS routes in the vicinity of one or more majoraerodromes.

THRESHOLD

The beginning of that portion of the runway usable for landing.

TOTAL ESTIMATED ELAPSED TIME

For IFR flights, the estimated time required from take-off to arrive over that designated point, defined byreference to navigation aids, from which it is intended that an instrument approach procedure will becommenced, or, if no navigation aid is associated with the destination aerodrome, to arrive over the destinationaerodrome. For VFR flights, the estimated time required from take-off to arrive over the destination aerodrome.

TOUCHDOWN

The point where the nominal glide path intercepts the runway.

NOTE:

“Touchdown” as defined above is only a datum and is not necessarily the actual point at which the aircraft willtouch the runway.

TRACK

The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usuallyexpressed in degrees from North (true, magnetic or grid).

TRAFFIC AVOIDANCE ADVICE

Advice provided by an air traffic services unit specifying manoeuvres to assist a pilot to avoid a collision.

TRAFFIC INFORMATION

Information issued by an air traffic services unit to alert a pilot to other known or observed air traffic which maybe in proximity to the position or intended route of flight and to help the pilot avoid a collision.

TRANSITION ALTITUDE

The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.

TRANSITION LAYER

The airspace between the transition altitude and the transition level.

TRANSITION LEVEL

The lowest flight level available for use above the transition altitude.

UNCERTAINTY PHASE

A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.

UNMANNED FREE BALLOON

A non-power- driven, unmanned, lighter-than-air aircraft in free flight.

NOTE:

Unmanned free balloons are classified as heavy, medium or light in accordance with specifications contained inICAO Rules of the Air, Annex 2, Appendix 4.

VFR

The symbol used to designate the visual flight rules.

VFR FLIGHT


A flight conducted in accordance with the visual flight rules.

VISIBILITY

The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identifyprominent unlighted objects by day and prominent lighted objects by night.

VISUAL APPROACH

An approach by an IFR flight when either part or all of an instrument approach procedure is not completed andthe approach is executed in visual reference to terrain.

VISUAL MANOEUVRING (CIRCLING) AREA

The area in which obstacle clearance should be taken into consideration for aircraft carrying out a circlingapproach.

VISUAL METEOROLOGICAL CONDITIONS (VMC)

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better thanspecified minima.

NOTE:

The specified minima are contained in ICAO Rules of the Air, Annex 2, Chapter 4.

VMC

The symbol used to designate visual meteorological conditions.

WAY-POINT

A specified geographical location used to define an area navigation route or the flight path of an aircraftemploying area navigation. Way-points are identified as either:

Fly-by way-point — A way-point which requires turn anticipation to allow tangential interception of the nextsegment of a route or procedure, or

Flyover way-point — A way-point at which a turn is initiated in order to join the next segment of a route orprocedure.


Flight Procedures (Doc 8168)


1 GENERAL

1.1

This section describes operational procedures and outlines the parameters on which the criteria of ICAO Document8168, Volume II – Construction of Visual and Instrument Flight Procedures, are based, so as to illustrate theneed for pilots to adhere strictly to the published procedures.

1.1.1

With the exception of this introductory material, paragraphs have been extracted in whole or in part from PANS-OPS.The PANS-OPS paragraph numbers are used beginning with Part II.

1.2 PANS-OPS VERSUS PREVIOUS EDITIONS TO PANS-OPS

1.2.1 Instrument Departure and Approach Procedures

1.2.1.1

There are instrument departure and approach procedures published that were developed prior to the ICAOprocedures initially established with ICAO Document 8168, Volume I, First and Second Editions. These proceduresmay have applied different procedure criteria.

1.2.1.2

Procedures developed in accordance with the ICAO Procedures are indicated with a margin notation “PANS-OPS”,“PANS-OPS 3” or “PANS-OPS 4”.

PANS-OPS

indicates that the State has specified that the approach procedure complies with ICAO Document 8168, VolumeII, First or Second Edition.

PANS-OPS 3

further indicates that holding speeds to be used are those specified in ICAO Document 8168, Volume II, ThirdEdition.

NOTE:

For applying the correct holding speed, refer to the respective State RULES AND PROCEDURES page.

PANS-OPS 4

further indicates that the acceleration segment criteria have been deleted, as formerly published in ICAODocument 8168, Volume II, First, Second and Third Editions.

NOTE:

Acceleration Segment criteria published in previous editions of Document 8168 are contained in Appendix 1.

1.2.2 Obstacle Clearance Limit — OCL

1.2.2.1

A few approach charts which still show an OCL in the profile section have not been converted to the PANS-OPSstandard. The airspace protected for the IAP is smaller, and normally the speed is restricted to a maximum 150 KTASwith an omnidirectional wind of 60 kt.

1.3 STATE PAGES — RULES AND PROCEDURES

1.3.1

On RULES AND PROCEDURES pages, the conversion status of the IAPs applicable for the individual States is explainedunder the subtitle “Flight Procedures”.


Flight Procedures (Doc 8168) Part II. Departure Procedures


1 GENERAL CRITERIA

1.1 INTRODUCTION

1.1.1

The criteria in this part are designed to provide flight crews and other flight operations personnel with anappreciation, from the operational point of view, of the parameters and criteria used in the design of instrumentdeparture procedures which include but are not limited to standard instrument departure routes and associatedprocedures.

1.1.2

These procedures assume that all engines are operating. In order to ensure acceptable clearance above obstaclesduring the departure phase, instrument departure procedures may be published as specific routes to be followed or asomnidirectional departures, together with procedure design gradients and details of significant obstacles.Omnidirectional departures may specify sectors to be avoided.

1.2 THE INSTRUMENT DEPARTURE PROCEDURE

1.2.1

The design of an instrument departure procedure is, in general, dictated by the terrain surrounding the aerodrome,but may also be required to cater for ATC requirements in the case of standard instrument departure routes. Thesefactors in turn influence the type and siting of navigation aids in relation to the departure route. Airspace restrictionsmay also affect the routing and siting of navigation aids.

1.2.2

At many aerodromes, a prescribed departure route is not required for ATC purposes. Nevertheless, there may beobstacles in the vicinity of the aerodrome that will have to be considered in determining whether restrictions todepartures are to be prescribed. In such cases, departure procedures may be restricted to a given sector(s) or maybe published with a procedure design gradient in the sector containing the obstacle. Departure restrictions will bepublished as described in Chapter 4.

1.2.4

Where no suitable navigation aid is available, the criteria for omnidirectional departures are applied.

1.2.5

Where obstacles cannot be cleared by the appropriate margin when the aeroplane is flown on instruments, aerodromeoperating minima are established to permit visual flight clear of obstacles.

1.2.6

Wherever possible a straight departure will be specified which is aligned with the runway centerline.

1.2.7

When a departure route requires a turn of more than 15˚ to avoid an obstacle, a turning departure is constructed.Flight speeds for turning departure are specified in Table II-2-1 (see 2.3.3). Wherever other limiting speeds thanthose specified in Table II-2-1 are promulgated, they must be complied with to remain within the appropriate areas.If an aeroplane operation requires a higher speed, then an alternative departure procedure must be requested.

1.2.8 Establishment of a Departure Procedure

1.2.8.1

A departure procedure will be established for each runway where instrument departures are expected to be used andwill define a departure procedure for the various categories of aircraft based on all-engines PDG (procedure designgradient) of 3.3 per cent or an increased PDG if required to achieve minimum obstacle clearance.

NOTE:

Development of contingency procedures is the responsibility of the operator.

1.2.8.2

The procedures will assume that pilots will not compensate for wind effects when being radar vectored; and willcompensate for known or estimated wind effects when flying departure routes which are expressed as tracks to bemade good.

1.3 OBSTACLE CLEARANCE

1.3.1

Obstacle clearance is a primary safety consideration in the development of instrument departure procedures. Theprotected areas and obstacle clearance applicable to individual types of departure are specified in subsequentchapters.

1.3.2


a.

b.

a.

b.

Unless otherwise promulgated, a PDG of 3.3 per cent is assumed. The PDG is made up of:2.5 per cent gradient of obstacle identification surfaces or the gradient based on the most critical obstaclepenetrating these surfaces, whichever is the higher gradient (see Figures II-3-2 and II-4-1); and

0.8 per cent increasing obstacle clearance.

1.3.3

Gradients published will be specified to an altitude / height after which the minimum gradient of 3.3 per cent isconsidered to prevail (see the controlling obstacle in Figure II-4-1). For conversion of climb gradient for cockpit usesee Figure II-4-2. The final PDG continues until obstacle clearance is ensured for the next phase of flight (i.e.,enroute, holding or approach). At this point the departure procedure ends and is marked by a significant point.

1.3.4

The minimum obstacle clearance equals zero at the DER (departure end of runway) and thereafter will increase by0.8 per cent of the horizontal distance in the direction of flight assuming a maximum divergence of 15˚.

1.3.5

In the turn initiation area and turn area, a minimum obstacle clearance of 90m (295 ft) is provided.

1.3.7

Whenever a suitably located DME exists, additional specific height / distance information intended for obstacleavoidance may be published. RNAV way-point or other suitable fixes may be used to provide a means of monitoringclimb performance.

1.3.8

Pilots should not accept radar vectors during departure unless:they are above the minimum altitude(s)/height(s) required to maintain obstacle clearance in the event ofengine failure. This relates to engine failure between V1 and minimum sector altitude or the end of thecontingency procedure as appropriate; or

the departure route is non-critical with respect to obstacle clearance.

2 STANDARD INSTRUMENT DEPARTURES

2.1 GENERAL

2.1.1

A SID is normally developed to accommodate as many aircraft categories as possible. Departures which are limited tospecific aircraft categories are clearly annotated.

2.1.2

The SID terminates at the first fix / facility / way-point of the enroute phase following the departure procedure.

2.1.3

There are two basic types of departure route: straight and turning. Departure routes are based on track guidanceacquired within 20 km (10.8 NM) from the departure end of the runway (DER) on straight departures and within 10km (5.4 NM) after completion of turns on departures requiring turns. The design of instrument departure routes andthe associated obstacle clearance criteria are based on the definition of tracks to be followed by the aeroplane. Whenflying the published track, the pilot is expected to correct for known wind to remain within the protected airspace.

2.2 STRAIGHT DEPARTURES

2.2.1

A straight departure is one in which the initial departure track is within 15˚ of the alignment of the runway centerline.

2.2.2

Track guidance may be provided by a suitably located facility (VOR or NDB) or by RNAV. See Figure II-2-1.

2.2.3

When obstacles exist affecting the departure route, procedure design gradients greater than 3.3 per cent arepromulgated to an altitude / height after which the 3.3 per cent gradient is considered to prevail. Gradients to aheight of 60m (200 ft) or less, caused by close-in obstacles, are not specified. In such cases, the correspondingobstacles are published as indicated in Chapter 4. See Figure II-2-2.

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


Figure II-2-2. Procedure Design Gradient

2.3 TURNING DEPARTURES

2.3.1

When a departure route requires a turn of more than 15˚, a turning area is constructed. Turns may be specified at analtitude / height, at a fix, and at a facility. Straight flight is assumed until reaching an altitude / height of at least120m (394 ft), or 90m (295 ft) for helicopters, above the elevation of the DER. No provision is made in this documentfor turning departures requiring a turn below 120m (394 ft), or 90m (295 ft) for helicopters, above the elevation ofthe DER. Where the location and/or height of obstacles precludes the construction of turning departures which satisfythe minimum turn height criterion, departure procedures should be developed on a local basis in consultation with theoperators concerned.

2.3.3

Turn areas at a facility or DME distance (see Figure II-2-3) are constructed in the same manner, and using the sameparameters as for the missed approach, except that the speeds employed are the final missed approach speeds listedin Tables III-1-1 and III-1-2, increased by 10 per cent to account for increased aeroplane mass in departure (seeTable II-2-1). In exceptional cases, where acceptable terrain clearances cannot otherwise be provided, turningdeparture routes are constructed with maximum speeds as low as the intermediate missed approach speed increasedby 10 per cent, in such cases the procedure is annotated with a cautionary note (see 2.3.4 c.).

Table II-2-1. Maximum Speeds for Turning Departures

Aeroplane Category Maximum Speed km/h (kt)

A 225 (120)

B 305 (165)

C 490 (265)

D 540 (290)

E 560 (300)

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


a.1.

2.

b.

c.

d.

e.

f.

g.

h.

i.

j.

2.3.4

Parameters of construction of the turning areas are based on the following conditions:altitude:

turn designated at an altitude/height: turn altitude/height;

turn at a designated turning point: aerodrome elevation plus the height based on a 10 per centclimb from the DER to the turning point;

temperature: ISA + 15˚ C corresponding to a. above;

indicated airspeed: the speed tabulated for “final missed approach” in Tables III-1-1 and III-1-2 for thespeed category for which the departure procedure is designed, increased by 10 per cent to account for theincreased aircraft mass at departure. However, where operationally required to avoid obstacles, reducedspeeds as slow as the IAS tabulated for “intermediate missed approach” in Tables III-1-1 and III-1-2,increased by 10 per cent may be used, provided the procedure is annotated “Departure turn limited to______ km/h (kt) IAS maximum”.

true air speed: the IAS in c. above adjusted for altitude a. and temperature b.;

wind: maximum 95 per cent probability wind on an omnidirectional basis, where statistical wind data areavailable. Where no wind data are available, an omnidirectional 56 km/h (30 kt) is used;

bank angle: 15˚ average achieved;

fix tolerance: as appropriate for the type of fix;

flight technical tolerances: pilot reaction time 3 seconds and bank establishment time 3 seconds (total 6seconds; see Figure II-2-3);

turn boundary: calculated as shown in PANS-OPS, Volume II Part III, 7.3.3 (not published herein); and

secondary areas: secondary areas are specified when track guidance is available.

2.3.5

When obstacles exist prohibiting the turn before DER or prior to reaching an altitude/height, an earliest turn point or aminimum turning altitude/height will be specified.

2.5 CONTINGENCY PROCEDURES

2.5.1

Development of contingency procedures, required to cover the case of engine failure or an emergency in flight whichoccurs after V1 is the responsibility of the operator, in accordance with Annex 6. Where terrain and obstacles permit,these procedures should follow the normal departure route.

2.5.2

When it is necessary to develop turning procedures to avoid an obstacle which would have become limiting, then theprocedure should be detailed in the appropriate operator’s manual. The point for start of turn in this procedure must


a.

b.

a.

b.

c.

d.

a.

b.

be readily identifiable by the pilot when flying under instrument conditions.

3 OMNIDIRECTIONAL DEPARTURES

3.1

Where no track guidance is provided in the design, the departure criteria are developed by using the omnidirectionalmethod.

3.2

The departure procedure commences at the departure end of the runway (DER), which is the end of the area declaredsuitable for take-off (i.e., the end of the runway or clearway as appropriate). Since the point of lift-off will vary, thedeparture procedure is constructed on the assumption that a turn at 120m (394 ft) above the elevation of theaerodrome will not be initiated sooner than 600m from the beginning of the runway.

3.3

Unless otherwise specified, departure procedures are developed on the assumption of a 3.3 per cent procedure designgradient (PDG) and a straight climb on the extended runway centerline until reaching 120m (394 ft) above theaerodrome elevation.

3.4

The basic procedure ensures:the aircraft will climb on the extended runway centerline to 120m (394 ft) before turns can be specified; and

at least 90m (295 ft) of obstacle clearance will be provided before turns greater than 15˚ can be specified.

3.5

The omnidirectional departure procedure is designed using any one of a combination of the following:Standard case: Where no obstacles penetrate the 2.5 per cent OIS (obstacle identification surface), and 90m(295 ft) of obstacle clearance prevails, a 3.3 per cent climb to 120m (394 ft) will satisfy the obstacleclearance requirements for a turn in any direction (see Figure II-3-1 — Area 1).

Specified turn altitude / height: Where obstacle(s) preclude omnidirectional turns at 120m (394 ft), theprocedure will specify a 3.3 per cent climb to an altitude/height where omnidirectional turns can be made (seeFigure II-3-2 — Area 2).

Specified procedure design gradient: Where obstacle(s) exist, the procedure may define a minimumgradient of more than 3.3 per cent to a specified altitude / height before turns are permitted (see FigureII-3-2 — Area 3).

Sector departures: Where obstacle(s) exist, the procedure may identify sector(s) for which either aminimum gradient or a minimum turn altitude / height is specified (e.g., “climb straight ahead to altitude /height... before commencing a turn to the east/the sector 0˚ - 180˚ and to altitude / height... beforecommencing a turn to the west / the sector 180˚ - 360˚”).

3.6

Where obstacles do not permit development of omnidirectional procedures, it is necessary to:fly a departure route; or

ensure that ceiling and visibility will permit obstacles to be avoided by visual means.

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

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


a.

b.

c.

d.

e.

4 PUBLISHED INFORMATION

4.1

The information listed in the following paragraphs will be published for operational personnel.

4.2

For departure routes, the following information is promulgated:Significant obstacles which penetrate the OIS;

The position and height of close-in obstacles penetrating the OIS. A note is included on the SID chartwhenever close-in obstacles exist which were not considered for the published PDG;

The highest obstacle in the departure area, and any significant obstacle outside the area which dictates thedesign of the procedure;

The altitude / height at which a gradient in excess of 3.3 per cent is not longer used. A note is includedwhenever the published procedure design gradient is based only on airspace restriction (i.e., PDG based onlyon airspace restriction).

All navigation facilities, fixes or waypoints, radials and DME distances depicting route segments are clearlyindicated on the SID chart.

4.3

Departure routes are labelled as RNAV only when that is the primary means of navigation utilized.

4.4

For omnidirectional departures, the restrictions will be expressed as sectors to be avoided or sectors in whichminimum gradients and/or minimum altitudes are specified to enable an aeroplane to safely overfly obstacles.

4.5

The published minimum gradient will be the highest in any sector that may be expected to be overflown. The altitudeto which the minimum gradient is specified will permit the aircraft to continue at the 3.3 per cent minimum gradientthrough that sector, a succeeding sector, or to an altitude authorized for another phase of flight (i.e., enroute, holdingor approach). See Figure II-4-1. A fix may also be designated to mark the point at which a gradient in excess of 3.3per cent is no longer required.

4.6

When it is necessary, after a turn, to fly a heading to intercept a specified radial / bearing, the procedure will specifythe turning point, the track to be made good and the radial / bearing to be intercepted (e.g., “at DME 4 km turn leftto track 340˚ to intercept VOR R020”; or “at DME 2 turn left to track 340˚ to intercept VOR R020”).

4.7

Departures which are limited to specific aircraft categories will be clearly annotated.

4.8

When cloud base and visibility minima are limiting criteria then this information will be published.

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


Figure II-4-2. Conversion Nomogram

5 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES AND RNP BASED DEPARTURE PROCEDURES

5.1

The general principles of RNAV approach procedures apply also to RNAV departure procedures.

5.2

Departures may be based on RNAV VOR/DME, RNAV DME/DME, basic GNSS or RNP criteria. Most FMS-equippedaircraft are capable of following RNAV procedures based on more than one of the above systems. However, in somecases the procedure may specify constraints on the system used. To follow a procedure based on RNP, the RNAVsystem must be approved for the promulgated RNP and it is assumed that all navaids on which the RNP procedure isbased are in service (see NOTAMs related to DME stations, GNSS, etc.). A route may consist of segments wheredifferent RNP values are applicable. It should be noted that the segment with the lowest RNP value is the mostdemanding one for the flight. Prior to the flight, the pilot must verify that the aircraft will be able to meet the RNPrequirement specified for each segment. In some cases this may require the pilot to manually update the aircraft’snavigation system immediately prior to take-off. During the flight, the pilot must check that the system complies withthe RNP requirements of the segment concerned and must check in particular the RNP changes along the route.


—

—

—

—

a.

b.

a.

b.

c.

d.

e.

5.3

It is assumed that the system provides information which the pilot monitors and uses to intervene, and thus limit,excursions of the flight technical error (FTE) to values within those taken into account during the system certificationprocess.

5.4

There are four kinds of turns:turn at a fly-by waypoint;

turn at a fly-over waypoint;

turn at an altitude/height; and

fixed radius turn (generally associated with procedures based on RNP).

6 USE OF FMS / RNAV EQUIPMENT TO FOLLOW CONVENTIONAL DEPARTURE PROCEDURES

6.1

Where FMS / RNAV equipment is available, it may be used when flying the conventional departure procedures definedin PANS-OPS, Volume II, Part II, provided:

the procedure is monitored using the basic display normally associated with that procedure; and

the tolerances for flight using raw data on the basic display are complied with.

6.2

Lead radials are for use by non-RNAV-equipped aircraft and are not intended to restrict the use of turn anticipation bythe FMS.

7 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR BASIC GNSS

7.1 BACKGROUND

7.1.1

This chapter describes GNSS departures based on the use of area navigation systems that may exist in differentavionics implementations, ranging from either a basic GNSS stand-alone receiver to a multi-sensor area navigation(RNAV) system that utilizes information provided by a basic GNSS sensor.

7.2 GNSS RNAV

7.2.1 General

7.2.1.1

Introduction. Section 7.2 describes GNSS departures based on the use of basic GNSS receivers. Basic GNSSreceivers must include integrity monitoring routines and be capable of turn anticipation. Flight crews should befamiliar with the specific functionality of the equipment.

7.2.1.2

Operational approval. Aircraft equipped with basic GNSS receivers, which have been approved by the State of theOperator for departure and non-precision approach operations, may use these systems to carry out basic GNSSprocedures provided that before conducting any flight the following criteria are met:

the GNSS equipment is serviceable;

the pilot has current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigation performance;

satellite availability is checked to support the intended operation;

an alternate airport with conventional navaids must be selected; and

the procedure must be retrievable from an airborne navigation database.

7.2.1.3

Flight Plan. Aircraft relying on basic GNSS receivers are considered to be RNAV-equipped. Appropriate equipmentsuffixes are assigned to each type for inclusion in the flight plan. Where the basic GNSS receiver becomes inoperative,the pilot should immediately advise ATC and amend the equipment suffix for subsequent flight plans.

7.2.1.4

Navigation database. Departure and approach waypoint information are contained in a navigation database. If thenavigation database does not contain the departure or approach procedure, then the basic GNSS receiver cannot beused for these procedures.

7.2.1.5

Performance integrity. The basic GNSS receiver verifies the integrity (usability) of the signals received from thesatellite constellation through receiver autonomous integrity monitoring (RAIM). Aircraft equipped with a multi-sensorRNAV capability may utilize aircraft autonomous integrity monitoring (AAIM) to perform the RAIM integrity function.AAIM integrity performance must be at least equivalent to RAIM. RAIM generates an alert indicating the possibility ofan unacceptable position error if it detects an inconsistency amongst the set of satellite range measurementscurrently in use. The RAIM function will be temporarily unavailable when an insufficient number of satellites are beingtracked or the satellite geometry is unsuitable. Since the relative positions of the satellites are constantly changing,prior experience with the airport does not guarantee reception at all times, so a RAIM availability prediction for theexpected arrival time should always be checked pre-flight. When RAIM is unavailable, the GNSS procedure must not


a.

b.

c.

be used. In this case, the pilot must use another type of approach navigation system, select another destination ordelay the flight until RAIM is predicted to be available. RAIM outages will be more frequent for approach mode thanfor enroute mode due to the more stringent alert limits. Since factors such as aircraft attitude and antenna locationmay affect reception of signals from one or more satellites, and since, on infrequent occasions, unplanned satelliteoutages will occur, RAIM availability predictions cannot be 100 per cent reliable.

7.2.1.6

Equipment operation. There are a number of manufacturers of basic GNSS receivers on the market, and eachemploys a different method of interface. It is expected that flight crews will become thoroughly familiar with theoperation of their particular receiver prior to using it in flight operations. The equipment shall be operated inaccordance with the provisions of the applicable aircraft operating manual. It is also strongly recommended to haveone of the appropriate checklists available on board the aircraft for easy reference in the sequential loading andoperation of the equipment.

7.2.1.7

Operating modes and alert limits. The basic GNSS receiver has three modes of operation - enroute, terminal andapproach mode - based upon manual flight of the aircraft. The RAIM alert limits are automatically coupled to thereceiver modes and are set to ±3.7, 1.9, and 0.6 km (±2.0, 1.0 and 0.3 NM) respectively.

7.2.1.8

Course deviation indicator (CDI) sensitivity. The CDI sensitivity is automatically coupled to the operating modeof the receiver and is set to ±9.3, 1.9 or 0.6 km (±5.0, 1.0 or 0.3 NM) for enroute, terminal and approachrespectively. Although a manual selection for CDI sensitivity is available, overriding an automatically selected CDIsensitivity during an approach will cancel the approach mode.

7.2.2 Pre-flight

7.2.2.1

All basic GNSS IFR operations shall be conducted in accordance with the aircraft operating manual. Prior to theconduct of IFR flight operations using basic GNSS receivers, the operator shall ensure that the equipment and theinstallation are approved and certified for the intended IFR operation, as not all equipment is certified for approachand/or departure procedures.

7.2.2.2

Prior to any basic GNSS IFR operation, a review of all the NOTAMs appropriate to the satellite constellation should beaccomplished.

NOTE:

Some GNSS receivers may contain the capability to deselect the affected satellite.

7.2.2.3

The pilot/operator shall follow the specific start-up and self-test procedures for the equipment as outlined in theaircraft operation manual.

7.2.3 Departure

7.2.3.1

Equipment capabilities. Basic GNSS receivers differ widely in their capabilities. The basic GNSS receiver operatingmanual must be checked to ascertain:

the correct annunciation for the receiver departure mode. If the departure mode is not available, then a modeappropriate for the GNSS equipment used during departure must be selected to ensure the required integrity,or the GNSS equipment must not be used during departure;

whether the database contains the required transitions and departures. Databases may not contain all of thetransitions or departures from all runways, and some basic GNSS receivers do not contain SIDs in theirdatabases at all; and

whether terminal RAIM alarm alert limits are automatically provided by the receiver (terminal RAIM alarmalert limits may not be available unless the waypoints are part of the active flight plan).

7.2.3.2

Equipment set-up. The basic GNSS receiver must be selected to appropriate mode for use in departure, as indicatedfor the departure procedure (for example the charted procedure may indicate that terminal mode is appropriate ifdeparture mode is not available, see 7.2.3.1) with CDI sensitivity of ±1.9 km (±1.0 NM). The departure navigationroutes must be loaded into the active flight plan from a current navigation database in order to fly the published SID.Certain segments of a SID may require some manual intervention by the pilot, especially when radar vectored to atrack or when required to intercept a specific track to a waypoint.

7.2.3.3

Straight departures. Where the alignment of the initial departure track is determined by the position of the firstwaypoint located after the DER, there are no unique requirements for the basic GNSS receiver.

7.2.3.4

Turning Departures. Turns are specified as a “turn at a fly-by waypoint”, “turn at a flyover waypoint” or “turn at analtitude/height”. For some systems, turns at an altitude/height cannot be coded in the database, and in this case,


such turns must be executed manually.

7.3 MULTI-SENSOR RNAV

7.3.1 General

7.3.1.1

Introduction. For GNSS procedures, multi-sensor RNAV systems such as a flight management computer (FMC) mustinclude a basic GNSS sensor that includes integrity monitoring routines supporting system sensor selection andusage, as well as status and alerting indications. In this type of implementation, GNSS is just one of several differentnavigation positioning sources (e.g. IRS/INS, VOR/DME, DME/DME) that may be used individually or in combinationwith each other. The FMC will provide an automatic selection of the best (most accurate) source, as well as acapability to deselect or inhibit from use in calculating position, a sensor type or specific navigation aid. The FMC maybe the source of flight director cues or may also be connected to an autoflight system for automatic flight operations.With this type of avionics, the pilot typically interfaces with the FMC through a control and display unit. Flight crewsshould be familiar with the functionality of the FMC, specific when GNSS is the primary positioning source.

NOTE:

For text simplicity in this section, the term FC is used to denote the general category of multi-sensor RNAV systems.

7.3.1.2

Operational approval. Aircraft equipped with an FMC system that has been approved by the State of the Operatorfor departure and non-precision approach operations may use the system to carry out RNAV procedures based onGNSS providing that before conducting any flight the criteria in 7.2.1.2 are met.

7.3.1.3

Flight plan. Aircraft relying on FMCs using GNSS are considered to be RNAV-equipped. Appropriate equipmentsuffixes are assigned to each type for inclusion in the flight plan. Where a GNSS sensor for the FMC becomesinoperative and the resulting equipment configuration is insufficient for the conduct or continuation of the procedures,the pilot should immediately advise ATC and request an available alternative procedure consistent with the capabilityof the RNAV system. It should be noted that depending on the type of certification of the FMC being used, the FMCbeing used, the manufacturer’s aircraft flight manuals and data may allow for continued operation.

7.3.1.4

Navigation database. The criteria of 7.2.1.4 apply for an FMC system.

7.3.1.5

Performance integrity. Most air carrier and corporate aircraft GNSS implementations employ FMCs that rely on theintegrity capability of the GNSS sensors incorporating RAIM, as well as FMCs relying on both GNSS sensor RAIM andaircraft autonomous integrity monitoring (AAIM). RAIM relies only on satellite signals to perform the integrity functionwhereas AAIM uses information from other on-board navigation sensors in addition to GNSS signals to perform theintegrity function to allow continued use of GNSS information in the event of a momentary loss of RAIM due to aninsufficient number of satellites or the satellite constellation. AAIM integrity performance must be at least equivalentto RAIM performance.

7.3.1.6

Equipment operation. The criteria of 7.2.1.6 apply for an FMC system.

7.3.1.7

Operating modes and alert limits. An FMC using GNSS will contain either the three system modes of operationdescribed in 7.2.1.7, or will be equivalent (for example, be required to be operated in conjunction with a flightdirector system or coupled autopilot system to ensure the required level of performance is provided).

7.3.1.8

CDI sensitivity. The criteria of 7.2.1.8 apply for an FMC system. Some FMC GNSS implementations may incorporatedifferent display sensitivities for departure operations. These different display sensitivities may be used whenguidance is provided by a flight director, auto-pilot or enhanced guidance displays.

7.3.2 Pre-flight

The criteria of 7.2.2.1 apply for an FMC system.

7.3.3 Departure

7.3.3.1

Equipment capabilities. The criteria of 7.2.3.1 apply for an FMC system. Some FMC installations may not providethe terminal RAIM alarm alert but should provide an equivalent capability appropriate to the operation.

7.3.3.2

Equipment set-up. The criteria of 7.2.3.2 apply for an FMC system. Some FMC installations will rely on acombination of indications and situation information on electronic map displays and primary flight displays, inconjunction with required operating configurations (for example, conduct of procedures using the flight director),providing equivalency to conduct the operation based upon the CDI.

7.3.3.3

The criteria of 7.2.3.3 and 7.2.3.4 apply for an FMC system.


8 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR SATELLITE-BASED AUGMENTATIONSYSTEM (SBAS)

8.1 GENERAL CRITERIA

8.1.1

Introduction. An SBAS augments core satellite constellations by providing ranging, integrity and correctioninformation via geostationary satellites. The system comprises a network of ground reference stations that observesatellite signals, and master stations that process observed data and generate SBAS messages for uplink to thegeostationary satellites, which broadcast the SBAS message to the users.

8.1.1.1

By providing extra ranging signals via geostationary satellites and enhanced integrity information for each navigationsatellite, SBAS delivers a higher availability of service than the core satellite constellations.

8.1.1.2

A more detailed description of SBAS and the performance levels supported by SBAS is provided in Annex 10, VolumeI, Chapter 3, and Attachment D, Section 6, and the Global Navigation Satellite System (GNSS) Manual(currently in preparation).

8.1.2

SBAS receiver. An SBAS receiver is a type of GNSS avionics that at least meets requirements for an SBAS receiveras laid down in Annex 10, Volume I, and specifications of RTCA DO-229C, as amended by FAA TSO-C145A/146A (orequivalent).

8.2 DEPARTURE

8.2.1

Departure procedure. The entire departure procedure must be selected from the airborne database. Pilot entry ofthe departure procedure is not authorized. When integrity requirements cannot be met to support the SBAS departureoperation, the SBAS receiver will annunciate the procedure is not available.

8.2.2

Straight departure. From the DER to the turn initiation point of the first waypoint in the departure procedure, theSBAS receiver provides a nominal full-scale deflection (FSD) of 0.3 NM. Larger FSDs may be acceptable withaugmentations, such as an autopilot, that can control the flight technical error.

8.2.2.1

Terminal operation mode reversion. At the turn initiation point for the first waypoint in the departure procedure,the SBAS receiver will revert to the terminal operation mode with an FSD of 1 NM. The SBAS receiver will continue tofunction in the terminal integrity mode until the last waypoint of the departure procedure is sequenced. After thiswaypoint, the SBAS receiver will provide en-route integrity.

8.2.3

Turning departure. The criteria are dependent on whether the first waypoint is a fly-by or flyover waypoint. For afly-by waypoint, turn anticipation is always provided. At turn initiation, FSD is as described in 8.2.2. For a flyoverwaypoint, there is no turn anticipation. FSD and integrity performance transitions occur when the waypoint issequenced. The SBAS receiver will not transition to en-route integrity performance until the final waypoint in thedeparture procedure is sequenced.

9 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR GROUND-BASED AUGMENTATION SYSTEM(GBAS)

9.1 DEPARTURE OPERATIONS

No departure criteria specifically designed for GBAS exist. Departure operations based upon basic GNSS or SBAS maybe flown by aircraft with a GBAS receiver using the optional GBAS positioning service. (See Chapter 7, “AreaNavigation (RNAV) Departure Procedures for Basic GNSS” and Chapter 8, “Area Navigation (RNAV) DepartureProcedures for Satellite-based Augmentation System (SBAS)”.)


1.

2.

3.

Flight Procedures (Doc 8168) Part III. Approach Procedures


1 GENERAL CRITERIA

1.2 THE INSTRUMENT APPROACH PROCEDURE

1.2.1

The design of an instrument approach procedure is, in general, dictated by the terrain surrounding the aerodrome,the type of operations contemplated and the aircraft to be accommodated. Theses factors in turn influence the typeand siting of navigation aids in relation to the runway or aerodrome. Airspace restrictions may also affect the siting ofnavigation aids.

1.2.2

An instrument approach procedure may have five separate segments. They are the arrival, initial, intermediate, finaland missed approach segments. The approach segments begin and end at designated fixes. However, under somecircumstances certain of the segments may begin at specified points where no fixes are available; e.g., the finalapproach segment of a precision approach may originate at the point of intersection of the designated intermediateflight altitude with the nominal glide path.

1.2.3

Whenever possible, a straight-in approach will be specified which is aligned with the runway centerline. In the case ofnon-precision approaches, a straight-in approach is considered acceptable if the angle between the final approachtrack and the runway centerline is 30˚ or less.

1.2.4

In those cases where terrain or other constraints cause the final approach track alignment or descent gradient to falloutside the criteria for a straight-in approach, a circling approach will be specified. The final approach track of acircling approach procedure is in most cases aligned to pass over some portion of the usable landing surface of theaerodrome.

1.2.5

Minimum sector altitudes/terminal arrival altitudes. Minimum sector altitudes or terminal arrival altitudes areestablished for each aerodrome and provide at least 300 m (984 ft) obstacle clearance within 46 km (25 NM) of thenavigation aid, initial approach fix or intermediate fix associated with the approach procedure for that aerodrome.

1.6 FACTORS AFFECTING OPERATIONAL MINIMA

1.6.1

In general, minima are developed by adding the effect of a number of operational factors to OCA/H to produce, in thecase of precision approaches, decision altitude (DA) or decision height (DH) and, in the case of non-precisionapproaches, minimum descent altitude (MDA) or minimum descent height (MDH). The general operational factors tobe considered are specified in Annex 6.

1.6.2

Operators may specify two types of approach procedures for non-precision approaches. The first is that described as:“descend immediately to not below the minimum stepdown fix altitude/height or MDA/H as appropriate”. This methodis acceptable as long as the achieved descent gradient remains below 15 per cent and the missed approach is initiatedat or before the MAP. Alternatively, operators are encouraged to use a stabilized approach technique for non-precisionapproaches. This technique requires a continuous descent with a rate of descent adjusted to achieve a constantdescent gradient to a point 15m (50 ft) above threshold, taking due regard of the minimum crossing altitudes/heightsspecified for the FAF and any prescribed stepdown fix. If the required visual reference approaching MDA/H is notachieved, or if the MAP is reached before reaching the MDA/H, the missed approach must be initiated. In either case,aircraft are not permitted to go below the MDA/H at any time. The stabilized approach technique is also associatedwith operator-specified limits of speed, power, configuration and displacement at (a) specified height(s) designed toensure the stability of the approach path and a requirement for an immediate go-around if these requirements arenot met.

NOTE:

To achieve a constant descent gradient where stepdown fixes are specified, descent may be delayed untilafter passing the FAF, or the FAF crossed at an increased altitude/height. If a greater height is used, ATCclearance should be obtained to ensure separation.

When using the “stabilized approach” technique in a non-precision approach, the height/altitude at which themissed approach maneuver is initiated is a matter of pilot judgement based on the prevailing conditions andthe overriding requirement to remain above the MDA/H. Where an operator specifies an advisory initiationaltitude/height (above MDA/H) based on average conditions, the associated visibility requirements should bebased on the MDA/H and not the advisory altitude/height.

In all cases, regardless of the flight technique used, cold temperature correction must be applied to allminimum altitudes (see Part VI, Chapter 3, 3.3).


The following ICAO tables indicate the specified range of handling speeds for each category of aircraft to perform themaneuvers specified. This speed ranges have been assumed for use in calculating airspace and obstacle clearancerequirements for each procedure.

Table III-1-1. Speeds for procedure calculations in kilometres per hour (km/h)

Aircraft category

V at

Range of speeds for initial approach

Range of final approach speeds

Max speeds for visual

maneuvering (circling)

Max speeds for missed approach

Intermediate Final

A <169 165/280 (205*) 130/185 185 185 205

B 169/223 220/335 (260*) 155/240 250 240 280

C 224/260 295/445 215/295 335 295 445

D 261/306 345/465 240/345 380 345 490

E 307/390 345/467 285/425 445 425 510

H N/A 130/220** 110/165*** N/A 165 165

CAT H N/A 130/220 110/165 N/A 130 or 165 130 or 165

(PinS)***

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

* Maximum speed for reversal and racetrack procedures.

** Maximum speed for reversal and racetrack procedures up to and including 6000 ft is 185 km/h, andmaximum speed for reversal and racetrack procedures above 6000 ft is 205 km/h.

*** Helicopter point-in-space procedures based on basic GNSS may be designed using maximum speeds of 220km/h for initial and intermediate segments and 165 km/h on final and missed approach segments, or 165km/h for initial and intermediate segments and 130 km/h on final and missed approach segments based onoperational need.

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

Aircraft category

V at

Range of speeds for initial approach

Range of final approach speeds

Max speeds for visual

maneuvering (circling)

Max speeds for missed approach

Intermediate Final

A <91 90/150 (110*) 70/100 100 100 110

B 91/120 120/180 (140*) 85/130 135 130 150

C 121/140 160/240 115/160 180 160 240

D 141/165 185/250 130/185 205 185 265

E 166/210 185/250 155/230 240 230 275

H N/A 70/120** 60/90*** N/A 90 90

CAT H N/A 70/120 60/90 N/A 70 or 90 70 or 90

(PinS)***

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

* Maximum speed for reversal and racetrack procedures.


** Maximum speed for reversal and racetrack procedures up to and including 6000 ft is 100 kt and maximumspeed for reversal and racetrack procedures above 6000 ft is 110 kt.

*** Helicopter point-in-space procedures based on basic GNSS may be designed using maximum speeds of 120KIAS for initial and intermediate segments and 90 KIAS on final and missed approach segments, or 90 KIASfor initial and intermediate segments and 70 KIAS on final and missed approach segments based onoperational need.

NOTE:

The Vat speeds given in Column 1 of Table III-1-1 are converted exactly from those in Table III-1-2, since theydetermine the category of aircraft. The speeds given in the remaining columns are converted and rounded to thenearest multiple of five for operational reasons and from the standpoint of operational safety are considered to beequivalent.

1.7 PROMULGATION

1.7.1

Descent gradients/angles for charting. Descent gradients/angles for charting shall be promulgated to the nearestone-tenth of a per cent/degree. Descent gradients/angles shall originate at a point 15 m (50 ft) above the landingrunway threshold. For precision approaches, different origination points may apply (see RDH in specific chapters).Earth curvature is not considered in determining the descent gradient/angle.

1.7.2

Descent angles for database coding. Paragraph 1.7.1 applies, except only to descent angles and that the anglesshall be published to the nearest one-hundredth of a degree.

1.7.3

FAF altitude-procedure altitude/height. The descent path reaches a certain altitude at the FAF. In order to avoidovershooting the descent path, the FAF published procedure altitude/height should be 15 m (50 ft) below thisaltitude. The procedure altitude/height shall not be less than the OCA/H of the segment preceding the final approachsegment. See Figure III-1-4.

1.7.4

Both the procedure altitude/height and the minimum altitude for obstacle clearance shall be published. In no case willthe procedure altitude/height be lower than any minimum altitude/height for obstacle clearance.

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

2 APPROACH PROCEDURE DESIGN

2.1 INSTRUMENT APPROACH AREAS

2.1.4

Non-precision approach procedures and procedures with vertical guidance will be developed to include not only theminimum altitudes/heights to ensure obstacle clearance, but also procedure altitudes/heights. Procedurealtitude/heights will be developed to place the aircraft at altitudes/heights that would normally be flown to interceptand fly an optimum 5.2 per cent (3.0˚) descent path angle in the final approach segment to a 15 m (50 ft) thresholdcrossing. In no case will a procedure altitude/height be less than any OCA/H.

2.4 DESCENT GRADIENT

2.4.1

In designing instrument approach procedures, adequate space is allowed for descent from the facility crossing


altitude/height to the runway threshold for straight-in approach or to OCA/H for circling approaches.

2.4.2

Adequate space for descent is provided by establishing a maximum allowable descent gradient for each segment ofthe procedure. The minimum descent gradient/angle in the final approach of a non-precision procedure with FAF is4.3 per cent/2.5˚ (43 m/km (260 ft/NM)). The optimum descent gradient/angle in the final approach of a procedurewith FAF is 5.2 per cent/3.0˚ (52 m/km (318 ft/NM)). Where a steeper descent gradient is necessary, the maximumpermissible is 6.5 per cent/3.7˚ (65 m/km (395 ft/NM)) for Cat A and B aircraft, 6.1 percent/3.5˚ (61 m/km (370ft/NM)) for Cat C, D and E aircraft, and 10 per cent (5.7˚) for CAT H. For procedures with VOR or NDB on aerodromeand no FAF, rates of descent in the final approach phase are given in Table III-2-1. In the case of a precisionapproach, the operationally preferred glide path angle is 3.0˚ as specified in Annex 10, Volume I. An ILS glidepath/MLS elevation angle in excess of 3.0˚ is used only where alternate means available to satisfy obstacle clearancerequirements are impractical.

2.4.3

In certain cases the maximum descent gradient of 6.5 per cent (65 m/km (400 ft/NM)) results in descent rates whichexceed the recommended rates of descent for some aircraft; e.g. at 280 km/h (150 kt) it results in a 5 m/s (1000ft/min) rate of descent. Pilots should consider carefully the descent rate required for non-precision final approachsegments before starting the approach.

2.4.4

Any constant descent angle shall clear all step-down fix minimum crossing altitudes within any segment.

Table III-2-1. Rate of Descent in the Final Approach Segment of a Procedure with no FAF

Aircraft CategoriesRate of descent

Minimum Maximum

A, B120 m/min

(394 ft/min)

200 m/min

(655 ft/min)

C, D, E180 m/min

(590 ft/min)

305 m/min

(1000 ft/min)

3 ARRIVAL AND APPROACH SEGMENTS

3.1 GENERAL

3.1.3

In addition to minimum IFR altitudes established for each segment of the procedure, procedure altitudes/heights willalso be provided. Procedure altitudes/heights will, in all cases, be at or above any minimum crossing altitudeassociated with the segment. Procedure altitude/height will be established taking into account the air traffic controlneeds for that phase of flight.

3.2 STANDARD INSTRUMENT ARRIVALS

3.2.1

When necessary or where an operational advantage is obtained, arrival routes from the enroute phase to a fix orfacility used in the procedure are published. When arrival routes are published, the width of the associated areadecreases from the “enroute” value until the “initial approach” value with a convergence angle of 30˚ each side of theaxis. This convergence begins at 46 km (25 NM) before the IAF if the length of the arrival route is greater than orequal to 46 km (25 NM). It begins at the starting point of the arrival route if the length of the arrival route is less than46 km (25 NM). The arrival route normally ends at the initial approach fix. Omnidirectional or sector arrivals can beprovided taking into account minimum sector altitudes (MSA).

3.2.2

Terminal radar is a suitable complement to published arrival routes. When terminal radar is employed the aircraft isvectored to a fix, or onto the intermediate or final approach track, at a point where the approach may be continuedby the pilot through reference to the instrument approach chart.

3.2.3

Arrival procedures may be developed to procedurally separate air traffic. In doing so, the procedure may beaccompanied with altitudes/flight levels that are not associated with any obstacle clearance requirement, but aredeveloped to separate arriving and departing air traffic procedurally. These altitudes/flight levels shall be charted asindicated in Table III-3-1. The method of charting of altitudes/flight levels to correctly depict the designed proceduremay differ between avionics manufacturers.

Table III-3-1. Charted altitudes/flight levels

Altitude/Flight Level “Window” 17000

10 000

FL220

10 000


a.—

—

—

—

b.—

—

“At or Above” Altitude/Flight Level 7 000 FL60

“At or Below” Altitude/Flight Level 5 000 FL50

“Mandatory” Altitude/Flight Level 3000 FL30

“Recommended” Procedure Altitude/Flight Level 5 000 FL50

“Expected” Altitude/Flight Level Expect 5 000 Expect FL50

3.3 INITIAL APPROACH SEGMENT

3.3.1 General

3.3.1.1

The initial approach segment commences at the initial approach fix (IAF) and ends at the intermediate fix (IF). In theinitial approach, the aircraft has departed the enroute structure and is maneuvering to enter the intermediateapproach segment. Aircraft speed and configuration will depend on the distance from the aerodrome, and descentrequired. The initial approach segment provides at least 300m (984 ft) of obstacle clearance in the primary area.

3.3.1.3

Where no suitable initial approach fix or intermediate fix is available to construct the instrument procedure in theform shown in Figure III-3-1, a reversal procedure, racetrack or holding pattern is required.

Figure III-3-1. Segments of Instrument Approach

3.3.2 Types of Maneuvers

3.3.2.1

Reversal procedure — The reversal procedure may be in the form of a procedure or base turn. Entry is restricted toa specific direction or sector. In these cases, a particular pattern, normally a base turn or procedure turn isprescribed, and to remain within the airspace provided requires strict adherence to the directions and timingspecified. It should be noted that the airspace provided for these procedures does not permit a racetrack or holdingmaneuver to be conducted unless so specified.

There are three generally recognized maneuvers related to the reversal procedure, each with its own airspacecharacteristics:

45˚/180˚ procedure turn (see Figure III-3-2 A.) starts at a facility or fix and consists of:a straight leg with track guidance; this straight leg may be timed or limited by a radial or DMEdistance;

a 45˚ turn;

a straight leg without track guidance. This straight leg is timed; it is 1 minute from the start of theturn for categories A and B aircraft and 1 minute 15 seconds from the start of the turn for categoriesC, D and E aircraft;

a 180˚ turn in the opposite direction to intercept the inbound track.

The 45˚/180˚ procedure turn is an alternative to the 80˚/260˚ procedure turn (paragraph b. below) unlessspecifically excluded.

80˚/260˚ procedure turn (see Figure III-3-2 B.) starts at a facility or fix and consists of:a straight leg with track guidance; this straight leg may be timed or limited by a radial or DMEdistance;

an 80˚ turn;


—

c.

a.

b.

c.

a 260˚ turn in the opposite direction to intercept the inbound track.

The 80˚/260˚ procedure turn is an alternative to the 45˚/180˚ procedure turn (paragraph a. above) unlessspecifically excluded.

NOTE:

The duration of the initial outbound leg of a procedure may be varied in accordance with aircraft speedcategories in order to reduce the over-all length of the protected area.

Base turn — consisting of a specified outbound track and timing or DME distance from a facility, followed bya turn to intercept the inbound track (see Figure III-3-2 C.). The outbound track and/or the timing may bedifferent for the various categories of aircraft.

3.3.2.2

Racetrack procedure — A racetrack procedure consists of a turn from the inbound track through 180˚ fromoverhead the facility or fix on to the outbound track, for 1, 2 or 3 minutes, followed by a 180˚ turn in the samedirection to return to the inbound track (see Figure III-3-2 D.). As an alternative to timing, the outbound leg may belimited by a DME distance or intersecting radial / bearing. Normally a racetrack procedure is used when aircraft arriveoverhead the fix from various directions. In these cases, aircraft are expected to enter the procedure in a mannercomparable to that prescribed for holding procedure entry with the following considerations:

Offset entry from sector 2 shall limit the time on the 30˚ offset track to 1 minute 30 seconds, after which thepilot is expected to turn to a heading parallel to the outbound track for the remainder of the outbound time. Ifthe outbound time is only 1 minute, the time on the 30˚ offset track shall be 1 minute also.

Parallel entry shall not return directly to the facility without first intercepting the inbound track whenproceeding to the final segment of the approach procedure.

All maneuvering shall be done in so far as possible on the maneuvering side of the inbound track.

NOTE:

Racetrack procedures are used where sufficient distance is not available in a straight segment toaccommodate the required loss of altitude and when entry into a reversal procedure is not practical. Theymay also be specified as alternatives to reversal procedures to increase operational flexibility.

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

3.3.3 Flight Procedures for Racetrack and Reversal Procedures

3.3.3.1

Entry — Unless the procedure specifies particular entry restrictions, reversal procedures shall be entered from a trackwithin ±30˚ of the outbound track of the reversal procedure. However, for base turns, where the ±30˚ direct entrysector does not include the reciprocal of the inbound track, the entry sector is expanded to include it. For racetrack


procedures, entry shall be as paragraph 3.3.2.2, unless other restrictions are specified. See Figures III-3-3, III-3-4and III-3-5.

3.3.3.2

Speed restrictions . These may be specified in addition to, or instead of, aircraft category restrictions. The speedsmust not be exceeded to ensure that the aircraft remains within the limits of the protected areas.

3.3.3.3

Bank angle. Procedures are based on average achieved bank angle of 25˚, or the bank angle giving a rate of turn of3˚/second, whichever is less.

3.3.3.4

Descent . The aircraft shall cross the fix or facility and fly outbound on the specified track descending as necessary tothe specified altitude. If a further descent is specified after the inbound turn, this descent shall not be started untilestablished on the inbound track (“established” is considered as being within half full scale deflection for the ILS andVOR, or within ±5˚ of the required bearing for the NDB).

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

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

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


3.3.3.5

Outbound timing – racetrack procedure . When the procedure is based on a facility, outbound timing starts fromabeam the facility or on attaining the outbound heading, whichever comes later. When the procedure is based on afix, the outbound timing starts from attaining the outbound heading. The turn on to the inbound track should bestarted within the specified time (adjusted for wind) or when encountering any DME distance or the radial / bearingspecifying a limiting distance, whichever occurs first.

3.3.3.6

Wind effect. Due allowance should be made in both heading and timing to compensate for the effects of wind toregain the inbound track as accurately and expeditiously as possible to achieve a stabilized approach. In making thesecorrections, full use should be made of the indications available from the aid and estimated or known winds. When aDME distance or radial / bearing is specified it shall not be exceeded when flying on the outbound track.

3.3.3.7

Descent rates. The specified timings and procedure altitudes are based on rates of descent that do not exceed thevalues shown in Table III-3-2.

3.3.3.8

Shuttle. A shuttle is normally prescribed where the descent required between the end of initial approach and thebeginning of final approach exceeds the values shown in Table III-3-2.

NOTE:

A shuttle is descent or climb conducted in a holding pattern.

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

OUTBOUND TRACK MAXIMUM* MINIMUM*

CAT A/B 245m (804 ft) N/A

CAT C/D/E 365m (1,197 ft) N/A

INBOUND TRACK MAXIMUM* MINIMUM*

CAT A/B 200m (655 ft) 120m (394 ft)

CAT C/D/E 305m (1,000 ft) 180m (590 ft)

* Maximum/minimum descent for 1 minute nominal outbound time (m (ft)).

3.3.3.9

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


Figure III-3-6. Dead Reckoning Segment

3.4 INTERMEDIATE APPROACH SEGMENT

3.4.1 General

3.4.1.1

This is the segment during which the aircraft speed and configuration should be adjusted to prepare the aircraft forfinal approach. For this reason, the descent gradient is kept as shallow as possible. During the intermediate approachthe obstacle clearance requirement reduces from 300m (984 ft) to 150m (492 ft) in the primary area, reducinglaterally to zero at the outer edge of the secondary area.

3.4.1.2

Where a final approach fix is available, the intermediate approach segment begins when the aircraft is on the inboundtrack of the procedure turn, base turn or final inbound leg of the racetrack procedure.

NOTE:

Where no final approach fix is specified, the inbound track is the final approach segment.

3.5 FINAL APPROACH SEGMENT

3.5.1 General

This is the segment in which alignment and descent for landing are made. Final approach may be made to a runwayfor a straight-in landing or to an aerodrome for a visual maneuver.

3.5.2 Final Approach – Non-precision with Final Approach Fix

3.5.2.1

This segment begins at a facility or fix, called the final approach fix (FAF) and ends at the missed approach point(MAP) (see Figure III-3-1). The FAF is sited on the final approach track at a distance that permits selection of finalapproach configuration, and descent from intermediate approach altitude / height to the MDA/H applicable either for astraight-in approach or for a visual circling. The optimum distance for locating the FAF relative to the threshold is 9.3km (5.0 NM). The maximum length should not normally be greater than 19 km (10 NM).

3.5.2.2

The FAF is crossed at the procedure altitude/height in descent but no lower than the minimum crossing altitudeassociated with FAF under ISA conditions. The descent is normally initiated prior to the FAF in order to achieve theprescribed descent gradient/angle. Delaying the descent until reaching the FAF at the procedure altitude/height willcause a descent gradient/angle to be greater than 3˚. The descent gradient/angle is published in one-tenth of adegree for chart presentation and in one-hundredth of a degree for database coding purposes. Where rangeinformation is available, descent profile information is provided.

3.5.2.3

A stepdown fix may be incorporated in some non-precision approach procedures, in which case two OCA/H values willbe published: a higher value applicable to the primary procedure, and a lower value applicable only if the stepdownfix is positively identified during the approach (see Figure III-3-7). Normally only one stepdown fix is specified, but inthe case of a VOR/DME procedure, several DME fixes may be depicted, each with its associated minimum crossingaltitude.

Figure III-3-7. Stepdown Fix


3.5.2.3.1

Where a stepdown procedure using a suitably located DME is published, the pilot shall not commence descent untilestablished on the specified track. Once established on track, the pilot shall commence descent maintaining theaeroplane on or above the published DME distance / height requirements.

NOTE:

The use of DME distance provides an additional check for enroute radar descent distances.

3.5.3 Final Approach — Non-precision with no Final Approach Fix

3.5.3.1

When an aerodrome is served by a single facility located on or near the aerodrome, and no other facility is suitablysituated to form a FAF, a procedure may be designed where the facility is both the IAF and the MAP.

3.5.3.2

These procedures will indicate a minimum altitude/height for a reversal procedure or racetrack, and an OCA/H forfinal approach. In the absence of a FAF, descent to MDA/H is made once the aircraft is established inbound on thefinal approach track. Procedure altitudes/heights will not be developed for non-precision approach procedures withouta FAF.

3.5.3.3

In procedures of this type, the final approach track cannot normally be aligned on the runway centerline. WhetherOCA/H for straight-in approach limits are published or not depends on the angular difference between the track andthe runway and position of the track with respect to the runway threshold.

3.5.4 Final Approach Segment — Non-Precision Approaches — Constant Approach Slope

3.5.4.1

Compatible with the primary safety consideration of obstacle clearance, non-precision approach design shall providethe optimum final approach descent gradient of 5.2 per cent, or constant approach slope of 3˚, providing a rate ofdescent of 50m per km (318 ft per NM). Consistent with 3.5.2.2, information provided in approach charts shall displaythe optimum constant approach slope.

3.5.4.2

Operators shall include in their standard operating procedures specific guidance to utilize on-board technology,combined with ground-based aids such as distance measuring equipment (DME), to facilitate the execution ofoptimum constant approach slope descents during non-precision approaches.

3.5.5 Final Approach Segment — Precision Approach — ILS / MLS


3.5.5.1

The final approach segment begins at the final approach point (FAP). This is a point in space on the centerline of thelocalizer or the MLS azimuth specified for the final approach track where the intermediate approach altitude / heightintersects the nominal glide path / MLS elevation angle.

3.5.5.2

Generally glide path / MLS elevation angle interception occurs at heights from 300m (984 ft) to 900m (2,955 ft)above runway elevation. In that case, on a 3˚ glide path / MLS elevation angle, interception occurs between 6 km (3NM) and 19 km (10 NM) from the threshold.

3.5.5.3

The width of the ILS / MLS final approach area is much narrower than those of non-precision approaches. Descent onthe glide path / MLS elevation angle must never be initiated until the aircraft is within the tracking tolerance of thelocalizer / azimuth. The ILS obstacle clearance surfaces assume that the pilot does not normally deviate from thecenterline more than half a scale deflection after being established on track. Thereafter the aircraft should adhere tothe on-course, on-glide path / elevation angle position since a more than half course sector deflection or a more thanhalf course fly-up deflection combined with other allowable system tolerances could place the aircraft in the vicinity ofthe edge or bottom of the protected airspace where loss of protection from obstacles can occur.

3.5.5.4

The intermediate approach track or radar vector has been designed to place the aircraft on the localizer or the MLSazimuth specified for the final approach track at an altitude / height that is below the nominal glide path / MLSelevation angle.

3.5.5.5

The final approach area contains a fix or facility that permits verification of the glide path / MLS elevation angle /altimeter relationship. The outer marker or equivalent DME fix is normally used for this purpose. Prior to crossing thefix, descent may be made on the glide path / MLS elevation angle to the published fix crossing altitude / height.

3.5.5.5.1

Descent below the fix crossing altitude / height should not be made prior to crossing the fix.

3.5.5.5.2

It is assumed that the aircraft altimeter reading on crossing the fix is correlated with the published altitude, allowingfor altitude error and altimeter tolerances. See Part VI.

NOTE:

Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere (ISA)conditions. Any deviation from ISA will therefore result in an erroneous reading on the altimeter. In the case whenthe temperature is higher than ISA, the true altitude will be higher than the figure indicated by the altimeter; andthe true altitude will be lower when the temperature is lower than ISA. The altimeter error may be significant underconditions of extremely cold temperatures.

3.5.5.6

In the event of loss of glide path / MLS elevation angle guidance during the approach, the procedure becomes anon-precision approach. The OCA/H and associated procedure published for the glide path / MLS elevation angleinoperative case will then apply.

3.5.6 Determination of Decision Altitude (DA) or Decision Height (DH) – ILS/MLS

3.5.6.1

In addition to the physical characteristics of the ILS/MLS installation, the procedures specialist considers obstaclesboth in the approach and in the missed approach areas in the calculation of the OCA/H for a procedure. Thecalculated OCA/H is the height of the highest approach obstacle or equivalent missed approach obstacle, plus anaircraft category related allowance (see 3.5.6.3). In assessing these obstacles the operational variables of the aircraftcategory, approach coupling, category of operation and missed approach climb performance are considered. The OCAor OCH values, as appropriate, are promulgated on the instrument approach chart for those categories of aircraft forwhich the procedure is designed. The values are based amongst others on the following standard conditions:

Aircraft category Wing span (m) Vertical distance between the flight paths of thewheels and the GP antenna (m)

H 30 3

A, B 60 6

C, D 65 7

DL 80 8


a.

b.

c.

d.—

—

—

a.

b.

c.

d.—

—

—

NOTE:

OCA/H for DL aircraft is published when necessary.

ILS:Cat I flown with pressure altimeter;

Cat II flown with radio altimeter and flight director;

missed approach climb gradient is 2.5 per cent; and

glide path angle:minimum: 2.5˚

optimum: 3.0˚

maximum: 3.5˚ (3˚ for Cat II/III operations).

MLS:Cat I flown with pressure altimeter;

Cat II flown autocoupled / flight director, with radio altimeter;

missed approach climb gradient is 2.5 per cent; and

elevation angle:minimum: 2.5˚

optimum: 3.0˚

maximum: 3.5˚ (3˚ for Cat II/III operations).

Additional values of OCA/H may be promulgated to cater for specific aircraft dimensions, improved missed approachperformance and use of autopilot in Cat II approach when applicable.

3.5.6.1.2

Procedures involving glide paths greater than 3.5˚ or any angle when the nominal rate of descent (Vat for the aircrafttype x the sine of the glide path angle) exceeds 5 m/sec (1000 ft/min), are non-standard. They require increase ofheight loss margin (which may be aircraft-type specific), adjustment of the origin of the missed approach surface, theslope of the W surface, re-survey of obstacles, and the application of related operational constraints. They arenormally restricted to specifically approved operators and aircraft, and are promulgated with appropriate aircraft andcrew restrictions annotated on the approach chart. They are not to be used as a means to introduce noise abatementprocedures.

3.5.6.3

Table III-3-3 shows the allowance used by the procedures specialist for vertical displacement during initiation of amissed approach. It takes into account type of altimeter used and the height loss due to aircraft characteristics. Itshould be recognized that no allowance has been included in the table for any abnormal meteorological conditions; forexample, wind shear and turbulence.

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

Aircraft Category (Vat )Margin using Radio Altimeter Margin using Pressure Altimeter

Metres Feet Metres Feet

A – 169 km/h (90 kt) 13 42 40 130

B – 223 km/h (120 kt) 18 59 43 142

C – 260 km/h (140 kt) 22 71 46 150

D – 306 km/h (165 kt) 26 85 49 161

3.6 MISSED APPROACH

3.6.1 General

3.6.1.1

During the missed approach phase of the instrument approach procedure the pilot is faced with the demanding task ofchanging the aircraft configuration, attitude and altitude. For this reason the design of the missed approach has beenkept as simple as possible and consists of three phases (initial, intermediate and final). See Figure III-3-8.

Figure III-3-8. Missed Approach Phases


a.

b.

c.

d.

3.6.1.2

A missed approach procedure, designed to provide protection from obstacles throughout the missed approachmaneuver, is established for each instrument approach procedure. It specifies a point where the missed approachbegins and a point or an altitude / height where it ends. The missed approach is assumed to be initiated not lowerthan the DA/H in precision approach procedures, or at a specified point in non-precision approach procedures notlower than the MDA/H.

3.6.1.3

The missed approach point (MAP) in a procedure may be:the point of intersection of an electronic glide path with the applicable DA/H; or

a navigational facility; or

a fix; or

a specified distance from the final approach fix (FAF).

When the MAP is defined by a navigational facility or a fix, the distance from the FAF to the MAP is normally publishedas well, and may be used for timing to the MAP. In all cases where timing may not be used, the procedure shall beannotated “timing not authorized for defining the MAP”.

NOTE:

Timing from the FAF based on ground speed may also be used to assist the planning of a stabilized approach. (SeePart III, 3.3.3.6.)

3.6.1.4

If upon reaching the MAP, the required visual reference is not established, the procedure requires that a missedapproach be initiated at once in order for protection from obstacles to be maintained.

3.6.1.5

Only one missed approach procedure is published for each approach procedure.

3.6.1.6

It is expected that the pilot will fly the missed approach procedure as published. In the event a missed approach isinitiated prior to arriving at the missed approach point, it is expected that the pilot will normally proceed to themissed approach point (or to the middle marker fix or specified DME distance for precision approach procedures) andthen follow the missed approach procedure in order to remain within the protected airspace.

NOTE 1:

This does not preclude flying over the missed approach point (MAP) at an altitude / height greater than that requiredby the procedure.

NOTE 2:

In the case of a missed approach with a turn at an altitude/height, when an operational need exists, an additionalprotection is provided for the safeguarding of early turns. When it is not possible, a Note is published on the profileview of the approach chart to specify that turns must not commence before the MAP (or before an equivalent pointin the case of a precision approach).

3.6.1.7

Normally procedures are based on a nominal missed approach climb gradient of 2.5 per cent. A gradient of 2 per centmay be used in the procedure construction if the necessary survey and safeguarding can be provided; with theapproval of the appropriate authority, gradients of 3, 4 or 5 per cent may be used for aircraft whose climbperformance permits an operational advantage to be thus obtained. When other than a 2.5 per cent gradient is usedthis will be indicated on the instrument approach chart and, in addition to the OCA/H for the specific gradient used,the OCA/H applicable to the nominal gradient will also be shown.

3.6.1.8

It is emphasized that a missed approach procedure which is based on the nominal climb gradient of 2.5 per cent


a.

b.

a.

b.

c.

d.

e.

cannot be used by all aeroplanes when operating at or near maximum certificated gross mass and engine-outconditions. The operation of such aeroplanes needs special consideration at aerodromes which are critical due toobstacles on the missed approach area and may result in a special procedure being established with a possibleincrease in the decision altitude / height or minimum descent altitude / height.

3.6.2 Initial Phase

The initial phase begins at the missed approach point (MAP) and ends at the point where the climb is established. Themaneuver in this phase necessitates the concentrated attention of the pilot on establishing the climb and the changesin aeroplane configuration. For this reason guidance equipment cannot normally be fully utilized during thesemaneuvers and therefore no turns should be specified in this phase.

3.6.3 Intermediate Phase

The intermediate phase is the phase within which the climb is continued, normally straight ahead. It extends to thefirst point where 50m (164 ft) obstacle clearance is obtained and can be maintained. The intermediate missedapproach track may be changed by a maximum of 15˚ from that of the initial missed approach phase. During thisphase, it is assumed that the aircraft will begin track corrections.

3.6.4 Final Phase

3.6.4.1

General — The final phase begins at the point where 50m (164 ft) obstacle clearance is first obtained and can bemaintained. It extends to the point where a new approach, holding or a return to enroute flight is initiated. Turns maybe prescribed in this phase.

3.6.4.2

Turning missed approach — Turns in a missed approach procedure are only prescribed where terrain or otherfactors make a turn necessary. When turns greater than 15˚ are required in a missed approach procedure, they shallnot be prescribed until at least 50m (164 ft) of vertical clearance above obstacles has been ensured. If a turn fromthe final approach track is made, a specially constructed turning missed approach area is specified. The turning point(TP) is defined in one of two ways:

at a designated facility or fix — the turn is made upon arrival overhead the facility or fix; or

at a designated altitude — the turn is made upon reaching the designated altitude unless an additional fixor distance is specified to limit early turns.

3.6.4.3

The protected airspace for turns is based on the speed shown in Tables III-1-1 and III-1-2, final missed approach .However, where operationally required to avoid obstacles, the IAS as slow as for intermediate missed approach inTables III-1-1 and III-1-2 may be used provided the instrument approach chart is noted “Missed approach turnlimited to _____ km/h (kt) IAS maximum”. In addition, where an obstacle is located early in the missed approachprocedure, the instrument approach chart will be noted “Missed approach turn as soon as operationally practicableto ____ heading”.

NOTE:

Flight personnel are expected to comply with such annotations on approach charts and execute the appropriatemaneuvers without undue delay.

3.6.4.5

Parameters of construction of the turning missed approach area are based on the following assumed conditions:bank angle: 15˚ average achieved;

speed: for each category of aircraft (see Tables III-1-1 and III-1-2);

wind: where statistical data are available, a maximum 95 per cent probability on omnidirectional basis isused. Where no data are available, omnidirectional wind of 56 km/h (30 kt) is used;

pilot reaction time: -0 to +3 s; and

bank establishment time: -0 to +3 s.

3.6.4.6

As with any turning maneuver, speed is a controlling factor in determining the aircraft track during the turn. Theouter boundary of the turning area is based on the highest speed of the category for which the procedure isauthorized. The inner boundary caters for the slowest aircraft, which is expected to have an IAS of at least 185 km/h(100 kt) prior to reaching the turning point.

4 VISUAL MANOEUVRING (CIRCLING) IN THE VICINITY OF THE AERODROME

4.1 GENERAL

Visual maneuvering (circling) is the term used to describe the visual phase of flight after completing an instrumentapproach, to bring an aircraft into position for landing on a runway which is not suitably located for straight-inapproach.

4.2 THE VISUAL MANEUVERING (CIRCLING) AREA

4.2.1

The visual maneuvering area for a circling approach is determined by drawing arcs centered on each runway


a.

b.

c.

d.

threshold and joining those arcs with tangent lines (see Figure III-4-1). The radius of the arcs is related to:aircraft category;

speed: speed for each category;

wind speed: 46 km/h (25 kt) throughout the turn; and

bank angle: 20˚ average or 3˚ per second, whichever requires less bank.

NOTE:

See Tables III-4-1 and III-4-2, and Figure III-4-1.

Figure III-4-1. Visual Maneuvering (Circling Approach) Area

Table III-4-1. Example of determining radii for visual maneuvering (circling) areafor aerodromes at 300m MSL (SI units)

Category of Aircraft/IAS (km/h) A/185 B/250 C/335 D/380 E/445

TAS at 300m MSL + 46 km/h wind factor 241 310 404 448 516

Radius (r) of turn (km) 1.28 2.08 3.46 4.34 5.76

Straight segment (km) 0.56 0.74 0.93 1.11 1.30

Radius (R) from threshold (km) 3.12 4.90 7.85 9.79 12.82

Table III-4-2. Example of determining radii for visual maneuvering (circling) areafor aerodromes at 1000 ft MSL (non-SI units)

Category of Aircraft/IAS (kt) A/100 B/135 C/180 D/205 E/240

TAS at 1000 ft MSL + 25 kt wind factor 131 168 215 242 279

Radius (r) of turn (NM) 0.69 1.13 1.85 2.34 3.12

Straight segment (NM) (this is a constant value) 0.30 0.40 0.50 0.60 0.70

Radius (R) from threshold (NM) 1.68 2.66 4.20 5.28 6.94

NOTE:

Radius (R) from threshold = 2r + straight segment.

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


a.

b.

c.

Aircraft CategoryObstacle Clearance

m (ft)

Lowest OCH Above Aerodrome Elevation

m (ft)

Minimum Visibility

Km (NM)

A 90 (295) 120 (394) 1.9 (1.0)

B 90 (295) 150 (492) 2.8 (1.5)

C 120 (394) 180 (591) 3.7 (2.0)

D 120 (394) 210 (689) 4.6 (2.5)

E 150 (492) 240 (787) 6.5 (3.5)

4.3 VISUAL MANEUVERING (CIRCLING) AREA NOT CONSIDERED FOR OBSTACLE CLEARANCE

4.3.1

It is permissible to eliminate from consideration a particular sector where a prominent obstacle exists in the visualmaneuvering (circling) area outside the final approach and missed approach area.

4.3.2

When this option is exercised, the published procedure prohibits circling within the total sector in which the obstacleexists (see Figure III-4-2).

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


When the visual maneuvering (circling) area has been established, the obstacle clearance altitude / height (OCA/H) isdetermined for each category of aircraft (see Table III-4-3).

NOTE:

The information in Table III-4-3 should not be construed as operating minima.

4.5 MINIMUM DESCENT ALTITUDE / HEIGHT (MDA/H)

Descent below MDA(H) should not be made until:visual reference has been established and can be maintained;

the pilot has the landing threshold in sight; and

the required obstacle clearance can be maintained and the aircraft is in a position to carry out a landing.

NOTE:

The procedure does not provide protection from obstacles when the aircraft is below the OCA/H.

4.6 VISUAL FLIGHT MANEUVER

A circling approach is a visual flight maneuver. Each circling situation is different because of variables such as runwaylayout, final approach track, wind velocity and meteorological conditions. Therefore, there can be no single proceduredesigned that will cater for conducting a circling approach in every situation. After initial visual contact, the basicassumption is that the runway environment, (i.e., the runway threshold or approach lighting aids or other markings


—

—

identifiable with the runway) should be kept in sight while at MDA/H for circling.

4.7 MISSED APPROACH PROCEDURE WHILE CIRCLING

If visual reference is lost while circling to land from an instrument approach, the missed approach specified for thatparticular procedure must be followed. It is expected that the pilot will make an initial climbing turn toward thelanding runway and overhead the aerodrome where the pilot will establish the aircraft climbing on the missedapproach track. Inasmuch as the circling maneuver may be accomplished in more than one direction, differentpatterns will be required to establish the aircraft on the prescribed missed approach course depending on its positionat the time visual reference is lost.

4.8 VISUAL MANEUVERING USING PRESCRIBED TRACK

4.8.1 General

4.8.1.1

In those locations where clearly defined visual features permit, and if it is operationally desirable, a specific track forvisual maneuvering may be prescribed (in addition to the circling area) by a State.

4.8.1.2

This procedure is described, for each aircraft category or group of categories (i.e., A and B) on a special chart onwhich the visual features used to define the track — or other characteristic features near the track — are shown. Notethat:

navigation is primarily by visual reference and any radio navigational information presented is advisory only;

the missed approach for the normal instrument procedure applies, but the prescribed tracks provide formaneuvering to allow for a go-around and to achieve a safe altitude / height thereafter (joining the downwindleg of the prescribed track procedure or the instrument missed approach trajectory).

4.8.1.3

Since visual maneuvering with a prescribed track is intended for use where specific terrain features warrant such aprocedure, it is necessary for the flight crew to be familiar with the terrain and visual cues to be used in weatherconditions above the aerodrome operating minima prescribed for this procedure.

4.8.2 Standard Track (General Case)

(see Figure III-4-3)

Figure III-4-3. Standard Track General Case

4.8.2.1

The direction and the length of each segment are defined. If a speed restriction is prescribed, it must be published onthe chart.

4.8.2.2

The length of the final segment is calculated to allow for 30 seconds of flight before the threshold (at IAS for finalapproach as shown in Tables III-1-1 and III-1-2).

4.8.2.3

When a minimum altitude/height is specified at the beginning of the segment, the length of the final segment has tobe adjusted, if necessary, taking into account the descent gradient/angle indicated on the chart.

4.8.3 Area Associated with the Prescribed Track

This area is based on a corridor with a constant width, centered on the nominal track. The corridor starts at the“divergence” point and follows the track, including a go-around for a second visual maneuvering with prescribed track(see Table III-4-4 and Figure III-4-4).

Table III-4-4. Semi-width of the Corridor

Aircraft Category A B C D E

Semi-width of the corridor (∫)

metres 1,400 1,500 1,800 2,100 2,600

feet 4,593 4,921 5,905 6,890 8,530


a.

b.

c.

—

—

—

—

—

Figure III-4-4. Area

4.8.4 Minimum Obstacle Clearance and OCA/H

The OCA/H for visual maneuvering on prescribed tracks shall provide the minimum obstacle clearance (MOC) over thehighest obstacle within the prescribed track area. It shall also conform to the limits specified in Table III-4-3 and benot less than the OCA/H calculated for the instrument approach procedure which leads to the visual maneuver.

4.8.5 Visual Aids

Visual aids associated with the runway used for the prescribed track (i.e., sequenced flashing lights, PAPI, VASIS...)are shown on the chart with their main characteristics (i.e., slope of the PAPI or VASIS). Lighting on obstacles isspecified on the chart.

5 AREA NAVIGATION (RNAV) APPROACH PROCEDURES BASED ON VOR/DME

5.1

Area Navigation (RNAV) approach procedures based on VOR/DME are assumed to be based on one reference facilitycomposed of a VOR and collocated DME equipment. The reference facility will be indicated.

5.2

Aircraft equipped with RNAV systems which have been approved by the State of the Operator for the appropriate levelof RNAV operations may use these systems to carry out VOR/DME RNAV approaches, providing that before conductingany flight it is ensured that:

the RNAV equipment is serviceable;

the pilot has a current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigation accuracy;

the published VOR/DME facility upon which the procedure is based is serviceable.

5.3

The accuracy and limitations of RNAV systems are those of a computer employed to convert navigational data inputsinto aircraft position, to calculate track and distance and to provide steering guidance to the next way-point. Adisadvantage of this system is that the way-point and, in some cases, data contained in the navigational data base,have been calculated and promulgated by States and inserted by the operator or crew. However, the computercannot identify data input errors. Furthermore, while the computer is designed so that calculation errors are minimaland do not affect the accuracy of the output significantly, the actual computed position will contain any errorsintroduced into the navigational database.

5.4

The aid used in the construction of the procedure is the reference VOR/DME indicated on the approach plate. Thepassage of the stipulated fixes shall be verified by means of the reference facility.

5.5

The pilot shall not commence a VOR/DME RNAV approach if either the VOR or DME component of the reference facilityis unserviceable.

5.6

The factors on which the navigational accuracy of the VOR/DME RNAV depends are:ground station tolerance;

airborne receiving system tolerance;

flight technical tolerance;

system computation tolerance;

distance from reference facility.

5.7

The fixes used in the procedure are indicated as way-points. These way-points are referred to by alphanumericindicators and their positions are specified in latitude and longitude (degrees, minutes and seconds with an accuracyto the nearest second of arc or equivalent). A radial and DME distance (to an accuracy of 0.18 km (0.1 NM)) from thereference facility are also provided.

5.8

Arrival. Standard instrument arrivals (STARs) can be based on RNP criteria (limited to RNP 1 or better) or on specificRNAV criteria. When specific criteria are used, the same principles apply to the protection of all of the arrival phase,except that the FTT is assumed to be equal to 3.7 km (2.0 NM) before a point located at 46 km (25 NM) from the IAFand equal to 1.9 km (1.0 NM) after this point.


a.

b.

a.

b.

c.

d.

e.

5.9

The final approach segment is generally aligned with the runway.

5.10

When the procedure requires a track reversal, a racetrack pattern may be established.

5.11

A runway threshold way-point is provided.

5.12

The VOR/DME RNAV approach procedure is a non-precision approach procedure.

5.13

The minimum obstacle clearance in the primary area of the final approach segment is 75m (246 ft).

5.14

Missed Approach. The missed approach point (MAP) is defined by a flyover waypoint. From the earliest MAP, thearea splays at 15˚ on each side of the missed approach track, at least until the SOC is reached, to take into accountthe limitations of some RNAV systems, and the pilot’s workload at the beginning of the missed approach phase. Amissed approach holding fix (MAHF) defines the end of the missed approach segment and is located at or after thepoint where the aircraft, climbing at the minimum prescribed gradient, reaches the minimum altitude for enroute orholding, whichever is appropriate.

6 USE OF FMS / RNAV EQUIPMENT TO FOLLOW CONVENTIONAL NON-PRECISION APPROACHPROCEDURES

6.1

Where FMS / RNAV equipment is available, it may be used when flying the conventional non-precision approachprocedures defined in PANS-OPS, Volume II, Part III, (not published herein) provided:

the procedure is monitored using the basic display normally associated with that procedure; and

the tolerances for flight using raw data on the basic display are complied with.

6.2

Lead radials are for use by non-RNAV-equipped aircraft and are not intended to restrict the use of turn anticipation bythe FMS.

7 AREA NAVIGATION (RNAV) APPROACH PROCEDURES FOR NAVIGATION SYSTEMS USING BASIC GNSSRECEIVERS

7.1 BACKGROUND

The use of GNSS departures and non-precision approach procedures are based on the use of RNAV systems that mayexist in different avionics implementations, ranging from either a basic GNSS stand-alone receiver to a multi-sensorRNAV system that utilizes information provided by a basic GNSS sensor. Flight crews should be familiar with thespecific functionality of the equipment.

7.2 GNSS RNAV

7.2.1 General

7.2.1.1

Introduction. Basic GNSS stand-alone receivers must include integrity monitoring routines and provide an RNAVcapability that includes turn anticipation. With this type of avionics, the pilot interfaces directly with the receiver.Flight crews should be familiar with the specific functionality of the equipment.

7.2.1.2

Operational approval. Aircraft equipped with basic GNSS receivers, which have been approved by the State of theOperator for departure and non-precision approach operations may use these systems to carry out basic GNSSprocedures provided that before conducting any flight the following criteria are met:

the GNSS equipment is serviceable;

the pilot has current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigation performance;

satellite availability is checked to support the intended operation;

an alternate airport with conventional navaids must be selected; and

the procedure must be retrievable from an airborne navigation database.

7.2.1.3

Flight plan. Aircraft relying on basic GNSS receivers are to be considered to be RNAV-equipped. Appropriateequipment suffixes are assigned to each type for inclusion in the flight plan. Where the basic GNSS receiver becomesinoperative, the pilot should immediately advise ATC and amend the equipment suffix, where possible, for subsequentflight plans.

7.2.1.4

Navigation database. Departure and approach waypoint information is contained in a navigation database. If thenavigation database does not contain the departure or approach procedures, then the basic GNSS receiver cannot be


a.

b.

c.

used for these procedures.

7.2.1.5

Performance integrity. The basic GNSS receiver verifies the integrity (usability) of the signals received from thesatellite constellation through receiver autonomous integrity monitoring (RAIM) to determine if a satellite is providingcorrupted information. RAIM outages may occur due to an insufficient number of satellites or due to unsuitablesatellite geometry which causes the error in the position solution to become too large. Loss of satellite reception andRAIM warnings may also occur due to aircraft dynamics (changes in pitch or bank angle). Antenna location on theaircraft, satellite position relative to the horizon, and aircraft attitude may affect reception of one or more satellites.Since the relative positions of the satellites are constantly changing, prior experience with the airport does notguarantee reception at all times, and RAIM availability should always be checked. If RAIM is not available, anothertype of navigation and approach system must be used, another destination selected, or the flight delayed until RAIMis predicted to be available on arrival. On longer flights, pilots should consider rechecking the RAIM prediction for thedestination during the flight. This may provide early indications that an unscheduled satellite outage has occurredsince take-off.

7.2.1.7

Operating modes and alert limits. The basic GNSS receiver has three modes of operation: enroute, terminal andapproach mode. The RAIM alert limits are automatically coupled to the receiver modes and are set to ±3.7, 1.9 and0.6 km (±2.0, 1.0 and 0.3 NM) respectively.

7.2.1.8

Course deviation indicator (CDI) sensitivity. The CDI sensitivity is ±9.3, 1.9 or 0.6 km (±5.0, 1.0 or 0.3 NM)and is similarly coupled to the operating mode of the receiver. Although a manual selection for CDI sensitivity isavailable, the pilot may only manually select a CDI sensitivity other than ±0.6km (±0.3 NM). Overriding anautomatically selected CDI sensitivity during an approach will cancel the approach mode and approach modeannunciation.

7.2.2 PRE-FLIGHT

7.2.2.1

All basic GNSS IFR operations should be conducted in accordance with the aircraft operating manual. Prior to an IFRflight using basic GNSS receivers, the operator should ensure that the GNSS equipment and the installation areapproved and certified for the intended IFR operation since not all basic GNSS receivers are certified for approachand/or departure procedures.

7.2.2.2

Prior to any GNSS IFR operation, a review of all the NOTAMs appropriate to the satellite constellation should beaccomplished.

NOTE:

Some GNSS receivers may contain the capability to deselect the affected satellite.

7.2.2.3

The pilot/operator shall follow the specific start-up, initialization, and self-test procedures for the equipment asoutlined in the aircraft operating manual.

7.2.2.4

The pilot must select the appropriate airport(s), runway/approach procedure and initial approach fix on the aircraft’sGNSS receiver to determine RAIM availability for that approach. Air traffic services personnel may not be able toprovide any information about the operational integrity of the navigation services and approach procedure. This isespecially important when the aircraft has been “cleaned for the approach”. Procedures should be established in theevent that GNSS navigation outages are predicted or occur. In these situations, the pilot must revert to an alternativemethod of navigation.

7.2.3 GNSS APPROACH PROCEDURES

7.2.3.1

Usually, flying a basic GNSS non�precision instrument approach procedure is very similar to a traditional approach.The differences include the navigational information displayed on the GNSS equipment and the terminology used todescribe some of the features. Flying a basic GNSS approach is normally point�to�point navigation and independent ofany ground�based navaids.

7.2.3.2

GNSS procedures utilize a straight line (TO-TO) flight from waypoint to waypoint, as sequenced in the database.Slight differences between the published track and the track presented by the GNSS receiver may occur. Thesedifferences are usually due to rounding of the track bearing and/or the application of magnetic variation.

7.2.3.3

The approach cannot be flown unless that instrument approach is retrievable from the avionics database which:contains all the waypoints depicted in the approach to be flown;

presents them in the same sequence as the published procedure chart; and

is updated for the current AIRAC cycle.


a.

b.

c.

d.

e.

f.

g.

7.2.3.4

To ensure the correctness of the GNSS database display, pilots should check the data displayed as reasonable for theGNSS approach after loading the procedure into the active flight plan and prior to flying the procedure. Some GNSSavionics implementations provide a moving map display which aids the pilot in conducting this reasonableness check.

7.2.3.5

Pilots should not attempt to fly any approach unless the procedure is contained in the current navigation database.Flying from one approach waypoint to another waypoint that has not been loaded from a database does not ensurecompliance with the published approach procedure. The proper RAIM alert limit will not be selected, and the CDIsensitivity will not automatically change to ±0.6 km (±0.3 NM). Manually setting CDI sensitivity does notautomatically change the RAIM alert limit on some GNSS avionics implementations.

7.2.3.6

Approaches must be flown in accordance with the aircraft operating manual and the procedures depicted on anappropriate instrument approach chart.

7.2.3.7

Operators must be intimately familiar with their State’s basic GNSS implementation procedures. The aircraft musthave the appropriate avionics installed and operational to receive the navigation aids. The operator is responsible forchecking NOTAMs to determine the operational status of the alternate airport navigational aids.

7.2.3.8

Procedures must be established in the event that GNSS outages occur. In these situations, the operator must rely onother instrument procedures.

7.2.3.9

To begin the basic GNSS approach, the appropriate airport, runway/approach procedure and initial approach fix (IAF)must first be selected. Pilots must maintain situational awareness to determine the bearing and distance to the GNSSprocedure IAF before flying the procedure. This can be critical to ascertain whether entering a right or left base whenentering the terminal approach area in the vicinity of the extended runway centerline. All sectors and stepdowns arebased on the bearing and distance to the IAF for that area, which the aircraft should be proceeding direct to, unlesson radar vectors.

7.2.3.10

Pilots must fly the full approach from the IAF unless specifically cleared otherwise. Randomly joining an approach atan intermediate fix does not ensure terrain clearance.

7.2.3.11

When an approach has been loaded in the airborne navigation database, the following actions are required.Depending on the GNSS equipment, some or all of these actions may take place automatically:

upon reaching a distance of 56 km (30 NM) to the aerodrome reference point, basic GNSS receivers will givean “arm” annunciation or where the systems automatically arm the operation, an indication that the aircraft isin the terminal area;

at this annunciation, the pilot must arm the approach mode. Some, but not all, GNSS avionicsimplementations will arm the approach mode automatically;

if the pilot arms the approach mode early (e.g. where the IAF is beyond a range of 56 km (30 NM) from theaerodrome reference point), no changes to the CDI sensitivity occur until reaching a range of 56 km (30 NM).This does not apply to systems that automatically arm for the operation;when both the approach mode is armed and the aircraft is within 56 km (30 NM) of the aerodrome referencepoint, the basic GNSS receiver changes to terminal mode sensitivity at 56 km (30 NM) and the associatedRAIM setting. If the pilot fails to ensure the approach is armed at or before a range of 56 km (30 NM) fromthe aerodrome reference point, the receiver does not change to terminal mode, and obstacle clearance is notensured. The obstacle clearance criteria assumes the receiver is in terminal mode, and the areas are based onthis assumption;on reaching a distance of 3.7 km (2 NM) before the FAWP, and provided the approach mode is armed (whichit should be, see item c.), the CDI sensitivity and RAIM ramp to smoothly reach the approach values (0.6 km(0.3 NM)) at the FAWP. In addition, the “approach active” annunciator will appear;

the pilot must check the “approach active” annunciator at or before passing the FAF and execute a missedapproach if it is not present or if it has been cancelled by overriding an automatically selected sensitivity; and

if the CDI is not centered when the CDI sensitivity changes, any displacement will be magnified and give theincorrect impression that the aircraft is diverging further, although it may be on a satisfactory interceptheading. To avoid this phenomenon, pilots should ensure they are well established on the correct track atleast 3.7 km (2.0 NM) before the FAF.

7.2.3.12

The pilot must be aware of the bank angle/turn rate the particular receiver uses to compute turn anticipation andwhether wind and airspeed are included in the calculations. This information must be in the manual describingavionics functionality. Over� or under�banking the turn onto the final approach course may significantly delayachieving course alignment and may result in high descent rates to achieve the next segment altitude.

7.2.3.13


Pilots must pay particular attention to the exact operation of the basic GNSS receivers for performing holding patternsand, in the case of overlay approaches, operations such as procedure turns and course reversals. These proceduresmay require manual intervention by the pilot to stop the sequencing of waypoints by the receiver and to resumeautomatic GNSS navigation sequencing once the maneuver is complete. The same waypoint may appear in the routeof flight more than once consecutively (IAF, FAF, MAHF on a procedure turn/course reversal). Care must be exercisedto ensure that the receiver is sequenced to the appropriate waypoint for the segment of the procedure being flown,especially if one or more flyovers are omitted (FAF rather than IAF if the procedure turn is not flown). The pilot mayhave to bypass one or more flyovers of the same waypoint in order to start GNSS sequencing at the proper place inthe sequence of waypoints.

7.2.3.14

GNSS procedures are developed based upon features built into the basic GNSS receiver. These features are providedto permit a reduced flight technical error (FTE) as a result of increasing the sensitivity of the CDI at specific pointsduring the approach.

7.2.3.15

Some basic GNSS receivers may provide altitude information. However, the pilot must comply with the publishedminimum altitudes using the barometric altimeter.

7.2.3.16

The equipment will automatically present the waypoints from the IAF to the missed approach holding fix (MAHF).

7.2.3.17

At the MAP, the equipment may not automatically sequence to the next required waypoint; in this case it may benecessary to manually sequence the GNSS equipment to the next waypoint.

7.2.3.18

With radar vectors, it may be required to manually select the next waypoint so that GNSS is correctly using theappropriate database points and associated flight paths.

7.2.4 Initial approach segment

7.2.4.1

Offset IAFs. Offset IAFs in procedures based on the “Y” or “T” bar design concept for basic GNSS are aligned suchthat a course change of 70˚ to 90˚ is required at the IF. A capture region is associated with each IAF of the basicGNSS procedure from which the aircraft will enter the procedure. The capture region for tracks inbound to the offsetIAFs extends 180˚ about the IAFs, thus providing a Sector 3 entry in cases where the track change at the IF is 70˚.The central IAF is aligned with the final approach track, the angle being identical to the track change at the IF for thecorresponding offset IAF. In this way, there are no gaps between the capture regions of all IAFs regardless of thecourse change at the IF. Its capture region is 70˚ to 90˚ either side of the final track. For turns greater than 110˚ atthe IAFs, Sector 1 or 2 entries should be used (see Figures III-7-1 and III-7-2).

7.2.4.1.1

When used, the central initial approach segment has no maximum length. The optimum length is 9.3 km (5.0 NM).The minimum segment length is established by using the highest initial approach speed of the fastest category ofaircraft for which the approach is designed and the minimum distance between waypoints required by the aircraftavionics in order to correctly sequence the waypoints.

NOTE:

The optimum length of 9.3 km (5.0 NM) ensures that the minimum segment length for aircraft speeds up to 390km/h (210 kt) below 3 050 m (10 000 ft) will be accommodated.

7.2.5 Intermediate approach segment

The intermediate segment consists of two components — a turning component abeam the IF followed by a straightcomponent immediately before the final approach fix (FAF). The length of the straight component is variable but willnot be less than 3.7 km (2.0 NM) allowing the aircraft to be stabilized prior to overflying the FAF.

7.2.6 Final approach segment

7.2.6.1

The final approach segment for a GNSS approach will begin at a named way-point normally located 9.3 km (5.0 NM)from the runway threshold.

7.2.6.2

The course deviation indicator (CDI) sensitivity related to GNSS equipment varies with the mode of operation. In theenroute phase, prior to the execution of the instrument approach, the display sensitivity full-scale deflection is 9.3 km(5.0 NM) either side of centerline.

Figure III-7-1. Basic GNSS RNAV Approach


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

7.2.6.2.1

Upon activation of the approach mode, the display sensitivity transitions from full scale deflection of 9.3 km (5.0 NM)to 1.9 km (1.0 NM) either side of centerline.

7.2.6.2.2

At a distance of 3.7 km (2.0 NM) inbound to the FAF, the display sensitivity begins to transition to a full-scaledeflection of 0.6 km (0.3 NM) either side of the centerline. Some GNSS avionics may provide an angular displaybetween the FAF and MAP that approximates the course sensitivity of the localizer portion of an ILS.

7.2.6.3

Stepdown fixes. A stepdown fix is flown in the same manner as a ground-based approach. Any required stepdownfixes prior to the missed approach waypoint will be identified by along-track distances.


7.2.6.4

Descent gradient/angle. The optimum descent gradient is 5.2 per cent/3˚, however, where a higher gradient isnecessary, the maximum permissible is 6.5 per cent/3.7˚. The descent gradient will be published.

7.2.7 Missed Approach Segment

7.2.7.1

CDI sensitivity. For basic GNSS receivers, sequencing of the guidance past the MAP activates transition of the CDIsensitivity and RAIM alert limit to terminal mode (1.9 km (1.0 NM)).

7.2.7.2

A GNSS missed approach requires pilot action to sequence the receiver past the MAP to the missed approach portionof the procedure. The pilot must be thoroughly familiar with the activation procedure for the particular basic GNSSreceiver installed in the aircraft and must initiate appropriate action after the MAP. Activating the missed approachprior to the MAP will cause CDI sensitivity to immediately change to terminal (±1.0 NM sensitivity), and navigationguidance will continue to the MAP. The guidance will not be provided beyond MAP or initiate a missed approach turnwithout pilot action. If the missed approach is not activated, the basic GNSS avionics implementation will display anextension of the inbound final course and the along�track distance will increase from the MAP until it is manuallysequenced after crossing the MAP.

7.2.7.3

For the basic GNSS receiver, missed approach routings in which the first track is via a specified course rather thandirect to the next waypoint requires additional action by the pilot to set the course. Being familiar with all of theinputs required is especially critical during this phase of flight.

7.3 MULTI-SENSOR RNAV

7.3.1 General

7.3.1.1

Introduction. For GNSS non-precision approach procedures and approach procedures with vertical guidance,multi-sensor RNAV systems such as a flight management computer (FMC) must include a basic GNSS sensor thatincludes integrity monitoring that supports system sensor selection and usage, as well as status and alertingindications. In this type of implementation, GNSS is just one of several different navigation positioning sources (e.g.IRS/INS, VOR/DME, DME/DME, and localizer) that may be used individually or in combination with each other. TheFMC will provide an automatic selection of the best (most accurate) source, as well as a capability to deselect orinhibit from use in calculating position, a sensor type or specific navigation aid. The FMC may be the source ofguidance cues for flight or may also be connected to an autoflight system that provides guidance cues for automaticflight operations. With this type of avionics, the pilot typically interacts with the FMC through a control and displayunit. Flight crews should be familiar with the functionality of the FMC, specifically when GNSS is the primarypositioning source.

NOTE:

For text simplicity in this section, the term FMC is used to denote the general category of multi-sensor RNAVsystems.

7.3.1.2

Operational approval. Aircraft equipped with an FMC system that has been approved by the State of the Operatorfor departure and non-precision approach operations may use the system to carry out RNAV procedures based onGNSS providing that before conducting any flight the criteria in 7.2.1.2 are met.

7.3.1.3

Flight plan. Aircraft relying on FMCs using GNSS are considered to be RNAV-equipped. Appropriate equipmentsuffixes are assigned to each type for inclusion in the flight plan. Where a GNSS sensor for the FMC becomesinoperative and the resulting equipment configuration is insufficient for the conduct of the procedures, the pilot shouldimmediately advise ATC and request an available alternative procedure consistent with the capability of the RNAVsystem. It should be noted that depending on the type of certified FMC being used, the manufacturer’s aircraft flightmanuals and data may allow for continued operation.

7.3.1.4

Navigation database. The criteria specified in 7.2.1.4 apply for an FMC system.

7.3.1.5

Performance integrity. GNSS implementations could rely on the integrity capability of the GNSS sensorsincorporating RAIM, as well as aircraft autonomous integrity monitoring (AAIM). RAIM relies only on satellite signalsto perform the integrity function. AAIM uses information from other on-board navigation sensors in addition to GNSSsignals to perform the integrity function to allow continued use of GNSS information in the event of a momentary lossof RAIM due to an insufficient number of satellites or the satellite constellation. AAIM integrity performance must beat least equivalent to RAIM performance.

7.3.1.7

Operating modes and alert limits. An FMC using GNSS will contain either the three systems modes of operationdescribed in 7.2.1.7, “Operating modes and alert limits”, or be required to operate in conjunction with a flight directorsystem or coupled autopilot system to ensure the required level of performance is provided.


7.3.1.8

CDI sensitivity. Some FMC GNSS implementations may incorporate different display sensitivities for approachoperations that differ from those in 7.2.1.8, “Course deviation indicator (CDI) sensitivity”. These different displaysensitivities may be used when guidance is provided by a flight director or autopilot. Regardless of the approachdisplay sensitivity differences with the FMC GNSS implementations, equivalent integrity must still be provided.

7.3.2 Pre-flight

The pre-flight criteria of 7.2.2.1 through 7.2.2.3 apply for an FMC system. For an FMC system, any special conditionsor limitations for approach operations and alternatives will be specified in the aircraft operating manual. One typemay utilize steps identical to those described in 7.2.2. Other types may require an operations control center toperform an assessment of RAIM availability and provide this data as part of the flight dispatch information.

7.3.3 GNSS approach procedures

7.3.3.1

The criteria of 7.2.3.1 through 7.2.3.5 apply for an FMC system. An FMC using GNSS may contain either the sameRAIM alert limits as the basic GNSS receiver, or appropriate navigation performance indications and alerts for ±0.6km (±0.3 NM). Manually setting CDI sensitivity does not automatically change the RAIM alert limit on some avionicsimplementations.

7.3.3.2

The criteria of 7.2.3.6 through 7.2.3.8 apply for an FMC system. For installations where the FMC includes an AAIMcapability, there may be no disruption to the operation unless the outage exceeds the FMC capability to sustain therequired level of performance.

7.3.3.3

The criteria of 7.2.3.9 through 7.2.3.11 apply for an FMC system. Some FMC implementations do not conform to thedisplay sensitivities discussed but instead provide comparable operations as described in the aircraft operatingmanual.

7.3.3.4

The criteria of 7.2.3.12 apply for an FMC system. In installations where an FMC provides navigation information on anelectronic map display and/or provides guidance information or cues to the flight crew, pilot familiarization with thedisplays for their intended use in operations is required.

7.3.3.5

Pilots must pay particular attention to the exact operation of avionics implementations for performing holding patternsand in the case of overlay approaches, operations such as procedure turns and course reversals. For FMC installationsproviding a control display unit or graphical user interface and an electronic map display, the pilot should havesufficient situational awareness and means to conveniently monitor and ensure that the procedure to be flown isconsistent with the cleared procedure.

7.3.3.6

The criteria of 7.2.3.14 apply for an FMC system. For FMC installations, the same may be true where pilot trackingperformance relies on the CDI. In the cases where flight director guidance cues or FMC/autopilot coupled operation isprovided, along with an electronic map display, the FTE is managed and reduced based upon the choice of guidancecontrol as well as the method of displaying the tracking information.

7.3.3.7

FMCs provide altitude information. However, the pilot must comply with the published minimum altitudes using thebarometric altimeter. Where the FMC provides vertical information, flight director guidance cues, or coupled autopilotoperation, the pilot should follow the appropriate information or cues along with any necessary cross checks with thebarometric altimetry.

7.3.3.8

The criteria of 7.2.3.16 apply for an FMC system.

7.3.3.9

At the MAP, the FMC will provide for automatic sequencing.

7.3.3.10

With radar vectors and for FMC installations, the systems typically provide what is known as a direct-to capability tosupport radar vectors under FMC guidance.

7.3.4 Initial approach segment

The criteria of 7.2.4 apply for an FMC system.

7.3.5 Intermediate approach segment

The criteria of 7.2.5 apply for an FMC system. The intermediate segment will be contained within the approachprocedure contained in the FMC navigation database. It will correspond to the charted procedure.

7.3.6 Final approach segment

7.3.6.1

The criteria of 7.2.6.1 and 7.2.6.2 apply for an FMC system. The appropriate course sensitivity may be achieved with


a.

b.

a.

b.

a.

b.

c.

a.

b.

c.

the flight crew selection of the appropriate electronic map scale. Where the map scale selections are unsuitable (thatis, too large or resolution is insufficient), mitigation may be possible with the use of flight director guidance cues orFMC/autopilot coupled operations.

7.3.6.2

Step-down fixes. The criteria of 7.2.6.3 apply for an FMC system. Where the FMC includes a vertical navigationcapability, the navigation database procedure may contain a continuous descent flight path that remains above thestepdown procedure vertical profile. Use of FMC vertical navigation capability will be subject to flight crew familiarity,training and any other requirement of the operational approval.

7.3.6.3

Descent angle. Where the FMC provides the capability to define a vertical flight path, it will be specified as an angle.The typical angle will be 3˚. When the continuous descent profile is charted, it will be depicted with an angle.

7.3.7 Missed approach segment

7.3.7.1

CDI sensitivity. While the criteria of 7.2.7.1 may apply, some FMC GNSS implementations may incorporate differentdisplay sensitivities for missed approach operations. These different display sensitivities may be used when there isguidance provided by flight director cues or autopilot. Regardless of the missed approach display sensitivitydifferences with the FMC GNSS implementations, equivalent integrity in the operation must still be provided.

7.3.7.2

The criteria of 7.2.7.2 generally apply. There will also be installations, especially those using navigation informationon the moving map display, where the FMC path guidance will be continuously displayed for the missed approach.

7.3.7.3

The missed approach tracks are typically included in the FMC's navigation database, such that no pilot action isrequired.

8 AREA NAVIGATION (RNAV) APPROACH PROCEDURES BASED ON DME/DME

8.1

Area navigation (RNAV) approach procedures based on DME/DME are non-precision approach procedures. Theseprocedures are not required to specify a reference facility, and are based on two different cases:

Two DME stations only are available; and

more than two DME stations are available.

8.2

Aircraft equipped with RNAV systems which have been approved by the State of the Operator for the appropriate levelof RNAV operations may use these systems to carry out DME/DME RNAV approaches, providing that beforeconducting any flight it is ensured that:

the RNAV equipment is serviceable;

the pilot has a current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigation accuracy.

8.3

The standard assumptions for airborne and ground equipment on which DME/DME procedures are based are:In the case specified in 8.1 a), the aircraft is equipped with at least a single FMC capable of DME/DMEnavigation and capable of automatic reversion to updated IRS navigation, approved for operations within theTMA;

In the case specified in 8.1 b), the aircraft is equipped with at least a single FMC capable of DME/DMEnavigation, approved for operations within the TMA; and

Waypoints and DME station coordinates meeting the WGS-84 requirements.

8.4

The factors on which the navigation accuracy of the DME/DME RNAV depends are:DME tolerance, function of the theoretical maximum radio horizon, based on the specified altitude/height atthe way-points;

flight technical tolerance; and

system computation tolerance.

8.5

For procedures based on two DME stations only, the maximum DME tolerance is factored in order to take into accountboth the effects of track orientation relative to the DME facilities and the intersect angle between the two DMEstations. For procedures based on more than two DME stations, a 90˚ intersect angle is assumed and the maximumDME tolerance is not factored.

8.6

The protected airspace required for obstacle clearance, where only two DME stations are available, is larger than thecase where more than two DME stations are available. In both cases, it is assumed that a navigation database withstored way-points with coordinates based on WGS-84 including speed and vertical constraints containing the


procedures to be flown can automatically be loaded into the FMC flight plan.

8.7

Arrival. Standard instrument arrivals (STARs) can be based on RNP criteria (limited to RNP 1 or better) or on specificRNAV criteria. When specific criteria are used, the same principles apply to the protection of all the arrival phase,except that the FTT is assumed to be equal to 3.7 km (2.0 NM) before a point located at 46 km (25 NM) from the IAFand equal to 1.9 km (1.0 NM) after this point.

8.8

Procedures (approach, departure and arrival routes) may be identified as “RNAV”. When this is applied, any of thefollowing navigation sensors ((basic) GNSS), DME/DME or VOR/DME can be used. However, some procedures mayidentify specific sensor(s) that are required for the procedure, or separate procedures may be published, eachidentifying a permitted sensor. Many current FMS may downgrade the navigation sensor to VOR/DME or IRS update ina specific order. When this occurs, the approach procedure must be discontinued, a missed approach initiated, andATC must be informed that the navigation accuracy fails to meet the requirements. In case of infrequent reversions toIRS only, the route or procedure can be continued for a specific amount of time. This time depends on thecertification of the IRS and the navigation accuracy to which the procedure has been designed.

NOTE:

The maximum flight time to remain within the protected airspace is based on the lateral protected airspace. Thefollowing maximum flight times have been found to be acceptable:

Flight Phase Time (min.)

Enroute 50

TMA 25

Approach 12

9 RNAV/BARO-VNAV APPROACH PROCEDURES

NOTE:

Barometric vertical navigation (baro-VNAV) is a navigation system that presents to the pilot computed verticalguidance referenced to a specified vertical path angle (VPA), nominally 3˚. The computer-resolved vertical guidanceis based on barometric altitude and is specified as a vertical path angle from reference datum height (RDH).

9.1 GENERAL

9.1.1

RNAV/baro-VNAV approach procedures are classified as instrument approach procedures in support of approach andlanding operations with vertical guidance (APV) (see Annex 6). Such procedures are promulgated with a decisionaltitude/height (DA/H). They should not be confused with classical non-precision approach (NPA) procedures, whichspecify a minimum descent altitude/height (MDA/H) below which the aircraft must not descend.

9.1.2

RNAV/baro-VNAV procedures are intended for use by aircraft equipped with flight management systems (FMS) orother area navigation (RNAV) systems capable of computing barometric VNAV paths and providing deviationstherefrom to an instrument display.

9.1.3

The use of RNAV/baro-VNAV procedures improves the safety of non-precision approach procedures by providing for aguided, stabilized descent to landing. They are particularly relevant to large commercial jet transport aircraft, forwhich they are considered safer than the alternative technique of an early descent to minimum altitudes. However,the inaccuracies inherent in barometric altimeters, and the certificated performance of the specific RNAV mode used,mean these procedures cannot emulate the accuracy and integrity of precision approach systems. In particular, withcertain systems the aircraft may not be delivered within the Annex 14 obstacle free surfaces, and this possibilityshould be considered in making the decision to land at DA/H.

9.1.4

The baro-VNAV criteria are based on the non�precision criteria described in Chapters 32 and 33 of PANSOPS, VolumeII, Part III. However, the FAF is not part of the RNAV/baro-VNAV procedure and is replaced by a final approach point(the RNAV FAF may be used as a final approach course fix in database design). In the same way, the MAP is replacedby an aircraft-category-dependent DA/H.

9.1.5

The RNAV/baro-VNAV minimum DH is 75m (246 ft) plus a height loss margin. However, this minimum DH limit mustbe increased by the operator to at least 90m (295 ft) plus a height loss margin when the lateral navigation system isnot certificated to ensure the aircraft will arrive within the Annex 14 inner approach, inner transitional and balkedlanding surfaces (extended as necessary above the inner horizontal surface to OCH) with a high degree of probability.


a.

b.

c.

d.

a.

b.

NOTE:

Acceptable means of compliance can be found in documents such as the United States Federal AviationAdministration (FAA) Advisory Circular (AC) 20-138, AC 20-130A and AC 120-29.

9.2 STANDARD CONDITIONS

9.2.1

Aircraft equipped with RNAV/baro-VNAV systems that have been approved by the State of the Operator for theappropriate level of LNAV/VNAV operations may use these systems to carry out RNAV/baro-VNAV approachesprovided that:

the navigation system has a certificated performance equal to or less than 0.6 km (0.3 NM), 95 per centprobability. This is deemed to include GNSS navigation systems certified for approach operations, multi-sensorsystems using inertial reference units in combination with certified DME/DME or GNSS, and RNP systemsapproved for RNP 0.3 operations or less;

the RNAV/baro-VNAV equipment is serviceable;

the aircraft and aircraft systems are appropriately certified for the intended RNAV/baro-VNAV approachoperations, and the aircraft is equipped with an integrated LNAV/VNAV system with an accurate source ofbarometric altitude; andthe VNAV altitudes and all relevant procedural and navigational information are retrieved from a navigationdatabase whose integrity is supported by appropriate quality assurance measures.

9.2.2

Where LNAV/baro-VNAV procedures are promulgated, the approach area has been assessed for obstacles penetratingthe Annex 14 inner approach, inner transitional and balked landing surfaces. If obstacles penetrate these surfaces, arestriction is placed on the minimum value of OCA/H permitted (see 9.1.5).

9.3 OPERATIONAL CONSTRAINTS

9.3.1

Pilots are responsible for any cold temperature correction required to all published minimum altitudes/heights,including the preceding initial and intermediate segment(s), DA/H and subsequent missed approach heights/altitudes.

NOTE:

The final approach path vertical path angle (VPA) is safeguarded against the effects of low temperature in the designof the procedure.

9.3.2

Baro-VNAV procedures are not permitted when the aerodrome temperature is below the promulgated minimumaerodrome temperature for the procedure, unless the flight management system (FMC) is equipped with approvedcold temperature compensation for the final approach. In this case, the minimum temperature can be disregardedprovided it is within the minimum certificated temperature limits for the equipment. Below this temperature, and foraircraft that do not have flight management systems equipped with approved cold temperature compensation for thefinal approach, an LNAV procedure may still be used provided that:

a conventional RNAV non-precision procedure and RNAV/LNAV OCA/H are promulgated for the approach; and

the appropriate cold temperature altimeter correction is applied to all minimum promulgated altitudes/heightsby the pilot.

9.3.3

The pilot shall have current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigation accuracy.

9.3.4

Baro-VNAV procedures shall only be flown with a current local altimeter setting source available and the QNH/QFE, asappropriate, set on the aircraft’s altimeter. Procedures using a remote altimeter setting source cannot supportbaro-VNAV approach procedures.

9.3.5

The baro-VNAV vertical guidance sensitivity varies with different equipment. However, to ensure obstacle clearance,positive action must be taken to limit vertical path excursions to less than +30m (+100 ft) and -15m (-50 ft) from theVPA.

9.4 SYSTEM PEFORMANCE

9.4.1

The factors upon which the vertical navigational performance of the baro-VNAV procedure depends are as follows:

9.4.1.1

Atmospheric effects. Atmospheric errors associated with non-standard temperatures are considered in the design ofthe approach obstacle clearance surface. Lower than standard temperatures cause the aircraft’s true altitude to belower than its barometric indicated altitudes. Most existing VNAV systems do not correct for non-standardtemperatures. At temperatures below standard, these errors can be significant and increase in magnitude as altitude


above the station increases. The gradient of the approach obstacle clearance surface is reduced as a function of theminimum temperature promulgated for the procedure.

NOTE:

International Standard Atmosphere (ISA) temperature is 15˚C at sea level with a lapse rate of 2˚C per 1 000 ft ofaltitude.

9.4.1.2

Along-track position uncertainty. All RNAV systems have some amount of along-track error. This along�trackuncertainty can mean that the VNAV system can start the descent too early. Thus, the along-track error can result inan error in the vertical path. This is accounted for by relocating the threshold level origin of the approach obstacleclearance surface.

9.4.1.3

Flight technical error (FTE). Flight technical error is assumed to be contained within the standard non�precisionmargin of 75 m (246 ft). This is added below the VPA before the obstacle clearance surface is adjusted for coldtemperature and along-track error.

9.4.1.4

Other system errors. Other errors include static source error, non-homogenous weather phenomena and latencyeffects. These are insignificant compared with the other errors already addressed and are considered as containedwithin the existing margin.

9.4.1.5

Blunder errors. Application of an incorrect or out-of-date altimeter setting, either by air traffic control or the pilot, ispossible and must be prevented by appropriate operational techniques.

9.4.1.6

Vertical path deviation. Cockpit displays showing baro-VNAV vertical path deviation must be suitably located andhave sufficient sensitivity to enable the pilot to maintain the path keeping tolerances described in 9.4.1.3. Whereequipment does not meet these criteria, an operational assessment and specific flight crew procedures may berequired for the approval of baro-VNAV operations. Additionally, this may be mitigated by an appropriate operationalalternative that provides for path keeping as specified in 9.4.1.3. Operational alternatives that may be deemedacceptable include baro-VNAV operations with a flight director or autopilot system.

NOTE:

Some existing baro-VNAV vertical path deviation displays are so located and/or have a graphic scale where 2.5 cm(1 inch) represents 121 m (400 ft), and such arrangements make it difficult for a pilot to meet the path keepingtolerance requirements.

10 GROUND-BASED AUGMENTATION SYSTEM (GBAS)

10.1 GENERAL CRITERIA

10.1.2

GBAS avionics requirements. Minimum GBAS avionics requirements do not include provisions for RNAV. GBAS mayprovide a position, velocity and time (PVT) vector output. When the GBAS ground station supports this service, it iscalled GBAS positioning service. The PVT vector is intended to be used as input to existing on-board navigationequipment. However, there is no requirement that the aircraft be RNAV-equipped. There is no requirement that GBASavionics provide missed approach guidance. Minimum display functionality is an ILS look-alike and includes display ofcourse deviation indications, vertical deviation indications, distance to threshold information, and failure flags. Withouton-board navigation equipment, the pilot is not provided with position and navigation information. Only guidanceinformation relative to the final approach course and glide path is provided.

10.2 ARRIVAL OPERATIONS USING GBAS

No arrival criteria specifically designed for GBAS exist. Arrival operations based upon basic GNSS or SBAS may beflown by aircraft with a navigation system that is compatible with the optional GBAS positioning service. Suchoperations may not be flown using a navigation system meeting only the minimum GBAS avionics requirements,unless it is also equipped with basic GNSS or SBAS avionics as appropriate.

10.3 GBAS PRECISION APPROACH OPERATIONS

10.3.1

Approach conduct. A precision approach using GBAS is selected by use of a channel number in the airborneequipment. The GBAS precision approach is carried out in a manner very similar to an ILS precision approach byusing lateral guidance on the intermediate segment until intercepting the glide path, whereupon vertical guidance isinitiated and continued, along with lateral guidance, for landing.

10.3.2

GBAS approach display criteria. GBAS provides precision approach service equivalent to ILS Category I approachservice. Minimum required GBAS display functionality is equivalent to ILS. GBAS continuously provides very accuratedistance to landing threshold information. System failure display and annunciation are equivalent to ILS.

10.3.3


The GBAS path is defined differently from an ILS path. Data defining the path, including the glide path, lateral sectorwidth, lateral sensitivity and other characteristics of the guidance sector, are transmitted by ground equipment to theairborne system using a high-integrity digital data message. The digital message defines the final approach segment(FAS) path and guidance characteristics.The airborne system geometrically calculates the path and defines theguidance characteristics specified in the transmitted digital data. The airborne system generates guidance withcharacteristics similar to other precision approach systems such as ILS that transmit electronic beams for the aircraftequipment to track.

10.3.4

GBAS channel selection. The detailed information on pilot selection of the GBAS channel can be found in Annex 10,Volume I, Attachment D, 7.7.

12 TERMINAL ARRIVAL ALTITUDE (TAA)

12.1 GENERAL

12.1.1

The purpose of the terminal arrival altitude (TAA) is to provide a transition from the en-route structure to an RNAVapproach procedure.

12.1.2

TAAs are associated with an RNAV procedure based upon the “T” or “Y” arrangement described in Chapter 7.

12.1.3

An RNAV-equipped aircraft approaching the terminal area and intending to conduct an RNAV approach is required totrack via the appropriate IAF associated with the procedure. If a 46 km (25 NM) MSA is published, once the IAF isselected as the next waypoint, the MSA reference is unavailable unless the aircraft is equipped with additionalnavigation systems or the reference point for the 46 km (25 NM) MSA is reselected. The publication of TAAs avoidsthe requirement for distance and/or azimuth information in relation to the MSA reference point and provides obstacleclearance while tracking direct to an IAF.

12.1.4

Where published, TAAs replace the 46 km (25 NM) MSA.

12.1.5

The standard TAA arrangement consists of three areas defined by the extension of the initial legs and theintermediate segment course. These areas are called the straight-in, left base, and right base areas.

12.1.6

TAA area boundaries are defined by a radial RNAV distance from, and magnetic bearings to, the TAA reference point.The TAA reference point is normally the associated IAF but in some cases may be the IF.

NOTE:

In this chapter, the standard “T” or “Y” arrangement incorporating three IAF’s will be assumed. Where one or moreof the initial segments are not employed, the TAA reference point may be the IF.

12.1.7

The standard TAA radius is 46 km (25 NM) from the IAF and the boundaries between TAAs are normally defined bythe extension of the initial segments (see Figure III-12-1).

Figure III-12-1. Typical TAA arrangement


12.1.8

Minimum altitudes charted for each TAA shall provide at least 300 m (1 000 ft) obstacle clearance.

12.1.9

Stepdown arcs. TAA may contain stepdown arcs defined by an RNAV distance from the IAF (see Figure III-12-2).

Figure III-12-2. TAA with stepdown arcs

12.1.10

TAA icons. TAAs are depicted on the plan view of approach charts by the use of “icons” which identify the TAA


reference point (IAF or IF), the radius from the reference point, and the bearings of the TAA boundaries. The icon foreach TAA will be located and oriented on the plan view with respect to the direction of arrival to the approachprocedure, and will show minimum altitudes and step-downs. The IAF for each TAA is identified by the waypoint nameto help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA boundary fromthe IAF are included on the outside arc of the TAA icon. TAA icons also identify, where necessary, the location of theintermediate fix by the letters “IF” and not the IF waypoint identifier to avoid misidentification of the TAA referencepoint and to assist in situational awareness (see Figures III-12-3 to III-12-5).

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

12.2 FLIGHT PROCEDURES

12.2.1

Establishment. Prior to operating at the TAA, the pilot must determine that the aircraft is located within the TAAboundary by selecting the relevant IAF and measuring the bearing and distance of the aircraft to the IAF. Thatbearing should then be compared with the published bearings that define the lateral boundaries of the TAA. This iscritical when approaching the TAA near the extended boundary between the left and the right base areas, especiallywhere TAAs are at different levels.

12.2.2

Maneuvering. An aircraft may be maneuvered at the TAA provided the flight path is contained within the TAAboundaries by reference to bearings and distance to the IAF.

12.2.3

Transitioning between TAAs. An aircraft may transition from one TAA to another provided that the aircraft doesnot descend to, or has climbed to, the next TAA prior to crossing the boundary between TAAs. Pilots must exercisecaution in transitioning to another TAA to ensure that reference is made to the correct IAF and that the aircraft iscontained within the boundaries of both TAAs.

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


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

12.2.4

Entry to procedure. An aircraft established within a TAA area may enter the associated approach procedure at theIAF without conducting a procedure turn provided the angle of turn at the IAF does not exceed 110˚. In most cases,the design of the TAA will not require a turn in excess of 110˚ unless the aircraft is located close to the intermediatesegment or is transitioning from one TAA to another. In such cases, the aircraft may be maneuvered with the TAA toestablish the aircraft on a track prior to arrival at the IAF that does not require a procedure turn (see Figure III-12-6).

NOTE:

The maximum 110˚ requirement ensures that the segment length of the approach procedure is adequate to provideturn anticipation and to permit interception of the following segment at the maximum airspeed permitted for theprocedure.

Figure III-12-6. Procedure entry


12.2.5

Reversal procedures. Where entry cannot be made to the procedure with a turn at the IAF less than 110˚ areversal procedure shall be flown.

12.2.6

Holding. A racetrack holding procedure will normally be located at an IAF or the IF. When one or more of the initialsegments are not provided, the holding pattern will normally be located to facilitate entry to the procedure (seeFigure III-12-7).

Figure III-12-7. TAA arrangement without right base

12.3 NON-STANDARD TAA

12.3.1

Modification to the standard TAA design may be necessary to accommodate operational requirements. Variations mayeliminate one or both of the base areas or modify the angular size of the straight-in area. In cases where the left orright base area is eliminated, the straight-in area is modified by extending its 46 km (25 NM) radius to join theremaining area boundary (see Figure III-12-7).


12.3.2

If both the left and right base areas are eliminated, the straight-in area is constructed on the straight-in IAF or IF witha 46 km (25 NM) radius, through 360˚ of arc (see Figure III-12-8).

Figure III-12-8. TAA arrangement without left and right base

12.3.3

For procedures with a single TAA, the TAA area may be subdivided by pie-shaped sectors with the boundariesidentified by magnetic bearings to the IAF, and may have one stepdown arc (see Figure III-12-9).

Figure III-12-9. Single TAA with sectorization and step-down


1.

2.

Flight Procedures (Doc 8168) Part IV. Holding Procedures


1 IN-FLIGHT PROCEDURES

NOTE:

Deviations from the in-flight procedures incur the risk of excursions beyond the perimeters of holding areasestablished.

The procedures described in this chapter are related to right turns holding patterns. For left turns holdingpatterns, the corresponding entry and holding procedures are symmetrical with respect to the inboundholding track.

1.1 SHAPE AND TERMINOLOGY ASSOCIATED WITH HOLDING PATTERN

The shape and terminology associated with the holding pattern are given in Figure IV-1-1.

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

1.2 SPEEDS, RATE OF TURN, TIMING, DISTANCE AND LIMITING RADIAL

1.2.1

Holding patterns shall be entered and flown at or below those indicated airspeeds given in Table IV-1-1.

NOTE:

The speeds in Table IV-1-1 are converted and rounded to the nearest multiple of five for operational reasons and,from the standpoint of operational safety, are considered to be equivalent.

1.2.2

All turns are to be made at a bank angle of 25˚ or at a rate of 3˚ per second, whichever requires the lesser bank.

1.2.3

All procedures depict tracks and pilots should attempt to maintain the track by making allowance for known wind byapplying corrections to both heading and timing during entry and while flying in the holding pattern.

1.2.4

Outbound timing begins over or abeam the fix whichever occurs later. If the abeam position cannot be determined,start timing when turn to outbound is completed.

1.2.5

If the outbound leg length is based on a DME distance, the outbound leg terminates as soon as the limiting DMEdistance is attained.

1.2.6


a.

b.

c.

a.

In the case of holding away from the station, where the distance from the holding fix to the VOR/DME station is short,a limiting radial may be specified.

1.2.7

If the limiting radial is first encountered, this radial should be followed until a turn inbound is initiated, at latest wherethe limiting DME distance is reached.

1.2.8

If for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particularholding pattern, air traffic control should be advised as early as possible.

1.2.9

Aircraft equipped with RNAV systems which have been approved by the State of the Operator for the appropriate levelof RNAV operations may use these systems to carry out VOR/DME RNAV holding, provided that before conducting anyflight it is ensured that;

the aircraft is fitted with serviceable RNAV equipment;

the pilot has a current knowledge of how to operate the equipment so as to achieve the optimum level ofnavigational accuracy; and

the published VOR/DME facility upon which the procedure is based is serviceable.

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

1.2.11

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

1.2.13

RNAV holding may be conducted in specifically designed holding patterns. These holding patterns utilize the criteriaand flight procedures assumptions of conventional holding with orientations that may be referenced either by anoverhead position or by radial and DME distance from a VOR/DME facility. These holding patterns assume:

that automatic radio navigation updating is utilized so that the navigation tolerance is achieved by all


b.

c.

a.

b.

c.

a.

b.1.

2.

3.

c.

authorized aircraft during the entry maneuver and while in the holding pattern;

that the pilot is provided with tracking information in a suitable form such as HSI and/or EFIS presentation orcross-track error data; and

that the pilot confirms the holding way-points by cross-reference to the published VOR/DME fixes.

1.2.14

RNAV holding procedures may be constructed using one or two way-points. Area holding may also be provided. RNPholdings are characterized by a maximum track geometrically defined by the length of the inbound track and diameterof the turn (see Figure IV-1-2). The RNP approved RNAV system is assumed to be able to remain within the RNP limitfor 95 per cent of the time spent in the holding pattern.

1.2.15

Area holding is specified by an area holding way-point and an associated radius. The value of this radius is alwayssuch that the pilot may select any inbound track to the fix and join and follow a standard left or right holding patternbased on the fix and selected track. Alternatively any other pattern may be flown which will remain within thespecified area (see Figure IV-1-2 C.).

1.2.16

The way-points for VOR/DME RNAV holding are defined by radio-navigation fixes which determine the minimumaccuracy required to fly the procedure.

1.3 ENTRY

NOTE:

Variations of the basic procedure to meet local conditions may be authorized by States after appropriateconsultation with the operators concerned.

1.3.1

The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown in FigureIV-1-3, recognizing a zone of flexibility of 5˚ on either side of the sector boundaries. For holding on a VORintersection, the entry track is limited to the radials forming the intersection. For holding on a VOR/DME fix, the entrytrack is limited to either the VOR radial, DME arc, or alternatively along the entry radial to a VOR/DME fix at the endof the outbound leg, as published.

NOTE:

A DME arc entry procedure is specified only when there is a specific operational difficulty which precludes the use ofother entry procedures.

1.3.2 Sector 1 Procedure (Parallel Entry):

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

the aircraft is turned left onto the holding side to intercept the inbound track or to return to the fix; and then

on second arrival over the holding fix, the aircraft is turned right to follow the holding pattern.

Figure IV-1-3. Entry Sectors

1.3.3 Sector 2 Procedure (Offset Entry):

Having reached the fix, the aircraft is turned onto a heading to make good a track making an angle of 30˚from the reciprocal of the inbound track on the holding side; then

the aircraft will fly outbound:for the appropriate period of time (see 1.3.7), where timing is specified, or

until the appropriate limiting DME distance is attained, where distance is specified, or

where a limiting radial is also specified, either until the limiting DME distance is attained or until thelimiting radial is encountered, whichever occurs first; then

the aircraft is turned right to intercept the inbound holding track; then


d.

a.

b.

c.

on second arrival over the holding fix, the aircraft is turned right to follow the holding pattern.

1.3.4

Sector 3 Procedures (Direct Entry) — Having reached the fix, the aircraft is turned right to follow the holdingpattern.

1.3.5

DME Arc Entry — Having reached the fix the aircraft shall enter the holding pattern in accordance with either theSector 1 – or Sector 3 – entry procedure.

1.3.6 Special Entry Procedure For VOR/DME Holding:

NOTE:

Where a special entry procedure is used, the entry radial is clearly depicted.

1.3.6.5 Method of Arrival at a VOR/DME Holding and the Corresponding Entry Procedures.

Where the entry point is the holding fix:Arrival on the VOR radial for the inbound leg, on the same heading as the inbound track. The arrivalpath (or last segment thereof) is aligned with the inbound track and follows the same heading. The entryconsists of following the holding pattern (see Figure IV-1-4 A).

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

Arrival on the VOR radial for the inbound leg, on a heading reciprocal to the inbound track. Onarrival over the holding fix, the aircraft turns onto the holding side on a track making an angle of 30˚ with thereciprocal of the inbound track, until reaching the DME distance, at which point it turns to intercept theinbound track. In the case of a VOR/DME holding entry away from the facility with a limiting radial, if theaircraft encounters the radial ahead of the DME distance, it must turn and follow it until reaching the DMEoutbound limiting distance, at which point it turns to join the inbound track (see Figure IV-1-4 B).

Arrival on the DME arc defining the holding fix, from the non-holding side. On arrival over the holdingfix, the aircraft turns and follows a track parallel to and on the same heading as the outbound track, untilreaching the DME outbound limiting distance, at which point it turns to intercept the inbound track (see FigureIV-1-4 C).


c.

d.

e.

a.

b.

Arrival on the DME arc defining the holding fix, from the holding side. An arrival track leading to thistype of entry should not be specified if possible, particularly in the case of a VOR/DME holding procedure awayfrom the facility. If an appropriate DME distance is chosen, this type of arrival can actually be replaced by oneon a DME arc terminating in the extension of the inbound track (see a. above and Figure IV-1-4 D).

However, space problems may preclude this solution; criteria are therefore provided for an arrival on the DMEarc defining the holding fix, coming from the holding side:

On arrival over the holding fix, the aircraft turns and follows a track parallel and reciprocal to the inboundtrack, until reaching the DME limiting outbound distance, at which point it turns to intercept the inbound track(see Figure IV-1-4 E).

Where the entry point is the fix at the end of the outbound leg, arrival (or last segment thereof) is effectedalong the VOR radial passing through the outbound fix. On arrival over the fix at the end of the outbound leg,the aircraft turns and follows the holding pattern (see Figures IV-1-4 F and G).

1.3.7

Time / Distance Outbound — The still air time for flying the outbound entry heading should not exceed one minuteif below or at 4250m (14,000 ft) or one and one half minutes if above 4250m (14,000 ft). Where DME is available,the length of the outbound leg may be specified in terms of distance instead of time.

1.3.8

RNAV holding entries — Except where it is published that specific entries are required, entries into a one way-pointRNAV holding are the same as for conventional holding.

NOTE:

Future RNAV systems able to enter into a one way-point RNAV holding without overflying the holding point may usespecific holding patterns based on this assumption. They may also use conventional or RNAV holding describedabove.

1.3.9

Sectors for entry to an RNAV two way-point holding procedure are separated by the line which passes through thetwo waypoints. Entries from either sector shall be made through the associated waypoint (see Figure IV-1-2 D). Afterpassing the waypoint, the aircraft shall turn to follow the procedure.

NOTE:

Flight management systems designed only for single waypoint holding procedures will not normally be able to usetwo waypoint procedures without a software modification. Alternatives to two waypoint procedures will be providedfor aircraft with single waypoint FMS systems.

1.4 HOLDING

1.4.3

Departing the pattern — When clearance is received specifying the time of departure from the holding point, thepilot should adjust his pattern within the limits of the established holding procedure in order to leave the holding pointat the time specified.

1.4.4

When RNAV equipment is used for non-RNAV holding procedures, the pilot shall verify positional accuracy at theholding fix on each passage of the fix.

1.4.5

To ensure that aircraft remain in the protecting holding areas, pilots shall use established error check procedures toreduce the effects of operating errors, data errors or equipment malfunction.

1.4.6

Pilots shall ensure that speeds used to fly the RNAV holding procedures comply with Table IV-1-1.

2 OBSTACLE CLEARANCE

2.1 HOLDING AREA

The holding area includes the basic holding area and the entry area:the basic holding area at any particular level is the airspace required at that level to encompass a holdingpattern based on the allowances for aircraft speed, wind effect, timing errors, holding fix characteristics, etc.;

the entry area includes the airspace required to accommodate the specified entry procedures.

2.2 BUFFER AREA

The buffer area is the area extending 9.3 km (5.0 NM) beyond the boundary of the holding area within which theheight and nature of obstacles are taken into consideration when determining the minimum holding level usable in theholding pattern associated with the holding area.

2.3 MINIMUM HOLDING LEVEL

2.3.1

The minimum permissible holding level provides a clearance of at least:


—

—

300m (984 ft) above obstacles in the holding area;

a value provided in Table IV-2-1 above obstacles in the buffer area.

The minimum holding altitude to be published shall be rounded up to the nearest 50m or 100 ft as appropriate.

2.3.2

Furthermore, over high terrain or in mountainous areas obstacle clearance up to a total of 600m (1,969 ft) isprovided to accommodate the possible effects of turbulence, down drafts and other meteorological phenomena on theperformance of altimeters.

Table IV-2-1. Obstacle Clearance Increment

Distance beyond the boundary of the holding area Minimum obstacle clearance over low flat terrain

Metres Feet

0 to 1.9 km (0 to 1.0 NM) 300 984

1.9 to 3.7 km (1.0 to 2.0 NM) 150 492

3.7 to 5.6 km (2.0 to 3.0 NM) 120 394

5.6 to 7.4 km (3.0 to 4.0 NM) 90 295

7.4 to 9.3 km (4.0 to 5.0 NM) 60 197

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

HOLDING SPEEDS AND DEVIATIONS

Holdings should not be misinterpreted as racetrack (letdown) patterns which are calculated on criteria for the initialapproach segments of an Instrument Approach Procedure. The speeds for initial approach segments are as shown inTable III-1-1 and III-1-2.

Individual Air Traffic Control (ATC) State “Rules and Procedures” pages provide information indicatingwhich of the following holding speed tables, if applicable, is applied by the individual State.

ALL SPEEDS ARE IAS

TABLE IV-1-1. Holding Speeds ICAO Doc 8168, Volume I, Fourth Edition — Flight Procedures

Levels (1) Normal conditions Turbulence conditions

up to 4250m inclusive

14,000 ft425 km/h(2) (230 kt)

315 km/h(4) (170 kt)

520 km/h(3) (280 kt)

315 km/h(4) (170 kt)


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Levels (1) Normal conditions Turbulence conditions

above 4250m to 6100m inclusive

14,000 ft to 20,000 ft445 km/h(5) (240 kt) 520 km/h (280 kt)

or 0.8 Mach,

whichever is less (3)above 6100m to 10,350m inclusive

20,000 ft to 34,000 ft490 km/h(5) (265 kt)

above 10,350m

34,000 ft0.83 Mach 0.83 Mach

The levels tabulated represent altitudes or corresponding flight levels depending upon the altimetersetting in use.

When the holding procedure is followed by the initial segment of an instrument approach procedurepromulgated at a speed higher than 425 km/h (230 kt), the holding should also be promulgated at thishigher speed wherever possible.

The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holdingonly after prior clearance with ATC, unless the relevant publications indicate that the holding area canaccommodate aircraft flying at these high holding speeds.

For holdings limited to CAT A and B aircraft only.

Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airwayroute structures.

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

TABLE IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of the Presently PublishedHoldings

Levels (1) Propeller(2)

aircraft

Jet aircraft

Normal conditions Turbulence conditions

up to 1850m inclusive

6,000 ft

315 km/h

(170 kt)

390 km/h

(210 kt)520 km/h

(280 kt) or

0.8 Mach

whichever is less(3)

above 1850m to 4250m inclusive

6,000 ft to 14,000 ft

315 km/h

(170 kt)

405 km/h

(220 kt)

above 4250m

14,000 ft

325 km/h

(175 kt)

445 km/h

(240 kt)

The levels tabulated represent altitudes or corresponding flight levels depending upon the altimetersetting in use.

Certain types of propeller aircraft may need to hold at higher speeds.

The speed of 520 km/h (280 kt) (0.8 Mach) reserved for turbulence conditions shall be used for holdingonly after prior clearance with ATC, unless the relevant publications indicate that the holding area canaccommodate aircraft flying at these high holding speeds.

NOTE:

Holdings calculated in accordance with the Second Edition criteria should not be flown at higher holding speeds asthe lateral limits of the holding area are larger when the holding speed is higher. The obstacle clearance orseparation may not be guaranteed when these holdings are flown at the new higher holding speeds.

TABLE IV-1-3. Holding Speeds Per U.S. FAA Regulations


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Levels All Aircraft

at 6,000 ft or below 200 kt

above 6,000 ft to and including 14,000 ft 230 kt

above 14,000 ft 265 kt

Holding patterns from 6001 ft to 14,000 ft may be restricted to a maximum airspeed of 210 kt. Thisnonstandard pattern will be depicted by an icon.

Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 kt. This nonstandardpattern will be depicted by an icon.

Holding patterns at USAF airfields only – 310 kt maximum, unless otherwise depicted.

Holding patterns at U.S. Navy fields only – 230 kt maximum, unless otherwise depicted.


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Flight Procedures (Doc 8168) Part V. Noise Abatement Procedures



3 AEROPLANE OPERATING PROCEDURES

3.2 OPERATIONAL LIMITATIONS

3.2.2 Take-off

Noise abatement procedures in the form of reduced power take-off should not be required in adverse operatingconditions such as:

if the runway surface conditions are adversely affected (i.e., snow, slush, ice or water, or by mud, rubber, oilor other substances);

when the horizontal visibility is less than 1.9 km (1 NM);

when the crosswind component, including gusts, exceeds 28 km/h (15 kt);

when the tailwind component, including gusts, exceeds 9 km/h (5 kt); and

when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach ordeparture.

NOTE:

Some operating manuals (or the flight manual) may impose restrictions on the use of reduced take-off power whileengine anti-icing systems are operating.

3.4 AEROPLANE OPERATING PROCEDURES — APPROACH

3.4.1

In noise abatement approach procedures which are developed:

the aeroplane shall not be required to be in any configuration other than the final landing configuration at anypoint after passing the outer marker or 5 NM from the threshold of the runway of intended landing, whicheveris earlier; and

excessive rates of descent shall not be required.

NOTE:

Design criteria for descent gradients are contained in PANS-OPS, Volume I, Part III, Chapter 2 and in Volume II,Part III, 4.7.1, 5.6 and 6.3.

3.4.4

Compliance with published noise abatement approach procedures should not be required in adverse operatingconditions such as:

if the runway is not clear and dry, i.e., it is adversely affected by snow, slush, ice or water, or by mud, rubber,oil or other substances;

in conditions when the ceiling is lower than 150m (500 ft) above aerodrome elevation, or when the horizontalvisibility is less than 1.9 km (1 NM);

when the crosswind component, including gusts, exceeds 28 km/h (15 kt);

when the tailwind component, including gusts, exceeds 9 km/h (5 kt); and

when wind shear has been reported or forecast or when adverse weather conditions, e.g., thunderstorms, areexpected to affect the approach.

NOTE:

Design criteria for descent gradients are contained in PANS-OPS, Volume I, Part III, Chapter 2 and in Volume II,Part III, 4.7.1, 5.6 and 6.3.

3.5 AEROPLANE OPERATING PROCEDURES — LANDING

Noise abatement procedures shall not contain a prohibition of use of reverse thrust during landing.

3.6 DISPLACED THRESHOLDS

The practice of using a displaced runway threshold as a noise abatement measure shall not be employed unlessaircraft noise is significantly reduced by such use and the runway length remaining is safe and sufficient for alloperational requirements.

NOTE:

Reduction of noise levels to the side of and at the beginning of a runway can be achieved by displacing thecommencement of the take-off, but at the expense of increased noise exposures under the flight path. Displacementof the landing threshold will, in the interests of safety, involve clearly marking the threshold to indicate thedisplacement and relocation of the approach aids.


Flight Procedures (Doc 8168) Part VI. Altimeter Setting Procedures


3 ALTIMETER CORRECTIONS

NOTE:

This chapter deals with altimeter corrections for pressure, temperature and, where appropriate, wind and terraineffects. The pilot is responsible for these corrections except when under radar vectoring. In that case, the radarcontroller shall issue clearances such that the prescribed obstacle clearance will exist at all times, taking the coldtemperature correction into account.

3.2 PRESSURE CORRECTION

3.2.1

Flight levels. When flying at levels with the altimeter set to 1013.2 hPa, the minimum safe altitude must becorrected for deviations in pressure when the pressure is lower than the standard atmosphere (1013 hPa). Anappropriate correction is 10m (30 ft) per hPa below 1013 hPa. Alternatively, the correction can be obtained fromstandard correction graphs or tables supplied by the operator.

3.2.2

QNH/QFE. When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum respectively), apressure correction is not required.

3.3 TEMPERATURE CORRECTION

3.3.1

Requirement for temperature correction. The calculated minimum safe altitudes/heights must be adjusted whenthe ambient temperature on the surface is much lower than that predicted by the standard atmosphere. In suchconditions, an approximate correction is 4 per cent height increase for every 10˚ C below standard temperature asmeasured at the altimeter setting source. This is safe for all altimeter setting source altitudes for temperatures above-15˚.

3.3.2

Tabulated corrections. For colder temperatures, a more accurate correction should be obtained from TablesVI-3-1a and VI-3-1b. These tables are calculated for a sea level aerodrome. They are therefore conservative whenapplied at higher aerodromes.

NOTE 1:

The corrections have been rounded up to the next 5m or 10 ft increment.

NOTE 2:

Temperature values from the reporting station (normally the aerodrome) nearest to the position of the aircraftshould be used.

Table VI-3-1a. Values to be added by the pilot to minimum promulgated heights/altitudes (m)

AerodromeTemperature

(˚C)

Height above the elevation of the altimeter setting source (metres)

60 90 120 150 180 210 240 270 300 450 600 900 1,200 1,500

0. 5 5 10 10 10 15 15 15 20 25 35 50 70 85

-10 10 10 15 15 25 20 25 30 30 45 60 90 120 150

-20 10 15 20 25 25 30 35 40 45 65 85 130 170 215

-30 15 20 25 30 35 40 45 55 60 85 115 170 230 285

-40 15 25 30 40 45 50 60 65 75 110 145 220 290 365

-50 20 30 40 45 55 65 75 80 90 135 180 270 360 450

Table VI-3-1b. Values to be added by the pilot to minimum promulgated heights/altitudes (ft)

Aerodrome Height above the elevation of the altimeter setting source (feet)


Temperature(˚C) 200 300 400 500 600 700 800 900 1,000 1,500 2,000 3,000 4,000 5,000

0 20 20 30 30 40 40 50 50 60 90 120 170 230 280

-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490

-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710

-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950

-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1,210

-50 60 90 120 150 180 210 240 270 300 450 590 890 1,190 1,500


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Flight Procedures (Doc 8168) Part VII. Simultaneous Operations on Parallel or

Near-Parallel Instrument Runways


1 MODES OF OPERATION

1.1 INTRODUCTION

1.1.1

The impetus for considering simultaneous operations on parallel or near-parallel instrument runways in instrumentmeteorological conditions (IMC) is provided by the need to increase capacity at busy aerodromes. An aerodromealready having dual parallel precision approach (ILS and/or MLS) runways could increase its capacity if these runwayscould be safely operated simultaneously and independently under IMC. However, various factors, such as surfacemovement guidance and control, environmental considerations, and land side/air side infrastructure, may negate theadvantage to be gained from simultaneous operations. There can be a variety of modes of operation associated withthe use of parallel or near-parallel instrument runways.

1.1.1.1 Simultaneous Parallel Instrument Approaches

Two basic modes of operation are possible:Mode 1, independent parallel approaches: approaches which are made to parallel runways where radarseparation minima between aircraft using adjacent ILS and/or MLS are not prescribed; and

Mode 2, dependent parallel approaches: approaches which are made to parallel runways where radarseparation minima between aircraft using adjacent ILS and/or MLS are prescribed.

1.1.1.2 Simultaneous Instrument Departures

Mode 3, independent parallel departures: simultaneous departures for aircraft departing in the same directionfrom parallel runways.

NOTE:

When the minimum distance between two parallel runway centerlines is lower than the specified value dictated bywake turbulence considerations, the parallel runways are considered as a single runway in regard to separationbetween departing aircraft. A simultaneous dependent parallel departure mode of operation is therefore not used.

1.1.1.3 Segregated Parallel Approaches / Departures

Mode 4, segregated parallel operations: one runway is used for approaches, one runway is used for departures.

1.1.1.4 Semi-mixed and Mixed Operations

In the case of parallel approaches and departures there may be semi-mixed operations; i.e., one runway is usedexclusively for departures, while the other runway accepts a mixture of approaches and departures; or, one runway isused exclusively for approaches while the other accepts a mixture of approaches and departures. There may also bemixed operations, i.e. simultaneous parallel approaches with departures interspersed on both runways. Semi-mixedor mixed operations may be related to the four basic modes listed in 1.1.1.1 through 1.1.1.3 above as follows:

a. Semi-mixed operations: Mode

(1) One runway is used exclusively for approaches while:

— approaches are being made to the other runway; or 1 or 2

— departures are in progress on the other runway. 4

(2) One runway is used exclusively for departures; while:

— approaches are being made to the other runway; or 4

— departures are in progress on the other runway. 3

b. Mixed operations:

All modes of operation are possible. 1, 2, 3, 4

1.1.2 Definitions (see Figure VII-1-1)

1.1.2.1

Normal operating zone (NOZ). Airspace of defined dimensions extending to either side of an ILS localizer courseand/or MLS final approach track centerline. Only the inner half of the normal operating zone is taken into account inindependent parallel approaches.


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1.1.2.2

No-transgression zone (NTZ). In the context of independent parallel approaches, a corridor of airspace of defineddimensions located centrally between the two extended runway centerlines, where a penetration by an aircraftrequires a controller intervention to maneuver any threatened aircraft on the adjacent approach.

Figure VII-1-1. Example of Normal Operating Zones (NOZs) and No-Transgression Zone (NTZ)

1.2 EQUIPMENT REQUIREMENTS

Airborne avionics: Normal instrument flight rules (IFR) avionics including full ILS or MLS capability are required forconducting parallel approaches.

1.4 VECTORING TO THE ILS LOCALIZER COURSE OR MLS FINAL APPROACH TRACK

When simultaneous independent parallel approaches are in progress, the following apply:All approaches regardless of weather conditions shall be radar-monitored. Control instructions and informationnecessary to ensure separation between aircraft and to ensure aircraft do not enter the NTZ shall be issued.The air traffic control procedure will be to vector arriving aircraft to one or the other of the parallel ILSlocalizer courses and/or the MLS final approach tracks. When cleared for an ILS or MLS approach, a procedureturn is not permitted.

When vectoring to intercept the ILS localizer course or MLS final approach track, the final vector shall be suchas to enable the aircraft to intercept the ILS localizer course or MLS final approach track at an angle notgreater than 30 degrees and to provide at least 2 km (1.0 NM) straight and level flight prior to ILS localizercourse or MLS final approach track intercept. The vector shall also be such as to enable the aircraft to beestablished on the ILS localizer course or MLS final approach track in level flight for at least 3.7 km (2.0 NM)prior to intercepting the ILS glide path or specified MLS elevation angle.

Each pair of parallel approaches will have a “high side” and a “low side” for vectoring, to provide verticalseparation until aircraft are established inbound on their respective parallel ILS localizer course and/or MLSfinal approach track. The low side altitude will normally be such that the aircraft will be established on the ILSlocalizer course and/or MLS final approach track well before ILS glide path or specified MLS elevation angleinterception. The high side altitude will be 300m (1,000 ft) above the low side.

When assigning the final heading to intercept the ILS localizer course or MLS final approach track, the aircraftshall be advised of:

its position relative to a fix on the ILS localizer course or MLS final approach track;

the altitude to be maintained until established on the ILS localizer course or MLS final approach trackto the ILS glide path or MLS elevation angle intercept point; and

if required, clearance for the appropriate ILS or MLS approach.

The main objective is that both aircraft be established on the ILS localizer course or MLS final approach trackbefore the 300m (1,000 ft) vertical separation is reduced.

If an aircraft is observed to overshoot the ILS localizer course or MLS final approach track during turn-to-final,the aircraft will be instructed to return immediately to the correct track. Pilots are not required toacknowledge these transmissions or subsequent instructions while on final approach unless requested to doso.

Once the 300m (1,000 ft) vertical separation is reduced, the radar controller monitoring the approach willissue control instructions if the aircraft deviates substantially from the ILS localizer course or MLS finalapproach track.If an aircraft that deviates substantially from the ILS localizer course or MLS final approach track fails to takecorrective action and penetrates the NTZ, the aircraft on the adjacent ILS localizer course or MLS finalapproach track will be instructed to immediately climb and turn to the assigned altitude and heading in orderto avoid the deviating aircraft. Where parallel approach obstacle assessment surfaces (PAOAS) criteria areapplied for obstacle assessment, the air traffic controller shall not issue the heading instruction to the aircraftbelow 120m (400 ft) above the runway threshold elevation, and the heading instruction shall not exceed 45˚track difference with the ILS localizer course or MLS final approach track. Due to the nature of this breakout


maneuver, the pilot is expected to arrest the descent and immediately initiate a climbing turn.

1.5 TERMINATION OF RADAR MONITORING

NOTE:

Provisions concerning the termination of radar monitoring are contained in Air Traffic Management (Doc. 4444) ,Chapter 8.

1.6 TRACK DIVERGENCE

Simultaneous parallel operations require diverging tracks for missed approach procedures and departures. Whenturns are prescribed to establish divergence, pilots shall commence the turns as soon as practicable.

1.7 SUSPENSION OF INDEPENDENT PARALLEL APPROACHES TO CLOSELY SPACED PARALLEL RUNWAYS

NOTE:

Provisions concerning the suspension of independent parallel approaches to closely spaced parallel runways arecontained in Air Traffic Management (Doc. 4444), Chapter 8.


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Flight Procedures (Doc 8168) Part VIII. Secondary Surveillance Radar (SSR)

Transponder Operating Procedures



1 OPERATION OF TRANSPONDERS

1.1 GENERAL

1.1.1

When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at all times during flight,regardless of whether the aircraft is within or outside airspace where SSR is used for ATS purposes.

1.1.2

Except as specified in 1.4, 1.5 and 1.6 in respect of emergency, radio communication failure, or unlawful interference,the pilot shall:

operate the transponder and select Mode A codes as individually directed by the ATC unit with which contact isbeing made; or

operate the transponder on Mode A codes as prescribed on the basis of regional air navigation agreements; or

in the absence of any ATC directions or regional air navigation agreements, operate the transponder on ModeA Code 2000.

1.1.3

When the aircraft carries serviceable Mode C equipment, the pilot shall continuously operate this mode, unlessotherwise directed by ATC.

1.1.4

When requested by ATC to specify the capability of the transponder carried aboard the aircraft, pilots shall indicatethis by using the characters prescribed for insertion of this information in item 10 of the flight plan.

1.1.5

When requested by ATC to “CONFIRM SQUAWK [code]” the pilot shall verify the Mode A code setting on thetransponder, reselect the assigned code if necessary, and confirm to ATC the setting displayed on the controls of thetransponder.

NOTE:

For action in case of unlawful interferences, see 1.6.2.

1.1.6

Pilots shall not SQUAWK IDENT unless requested by ATC.

1.2 USE OF MODE C

Whenever Mode C is operated, pilots shall, in air-ground voice communications wherein the transmission of levelinformation is required, give such information by stating their level to the nearest full 30m or 100 ft as indicated onthe pilot’s altimeter.

1.3 USE OF MODE S

Pilots of aircraft equipped with Mode S having an aircraft identification feature shall set the aircraft identification in thetransponder. This setting shall correspond to the aircraft identification specified in item 7 of the ICAO flight plan, or, ifno flight plan has been filed, the aircraft registration.

NOTE:

All Mode S equipped aircraft engaged in international civil aviation are required to have an aircraft identificationfeature.

1.4 EMERGENCY PROCEDURES

1.4.1

The pilot of an aircraft encountering a state of emergency shall set the transponder to Mode A Code 7700 exceptwhen previously directed by ATC to operate the transponder on a specified code. In the latter case the pilot shallmaintain the specified code unless otherwise advised by ATC.

1.4.2

Notwithstanding the procedures at 1.4.1, a pilot may select Mode A Code 7700 whenever there is a specific reason tobelieve that this would be the best course of action.

1.5 COMMUNICATION FAILURE PROCEDURES

The pilot of an aircraft losing two-way communications shall set the transponder to Mode A Code 7600.


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A controller observing a response on the radio communications failure code will ascertain the extent of the failure byinstructing the pilot to SQUAWK IDENT or to change code. Where it is determined that the aircraft receiver isfunctioning, further control of the aircraft will be continued using code changes or IDENT transmission toacknowledge receipt of clearances issued. Different procedures may be applied to Mode S equipped aircraft in areasof Mode S coverage.

1.6 UNLAWFUL INTERFERENCE WITH AIRCRAFT IN FLIGHT

1.6.1

Should an aircraft in flight be subjected to unlawful interference, the pilot-in-command shall endeavor to set thetransponder to Mode A Code 7500 to give indication of the situation unless circumstances warrant the use of Code7700.

1.6.2

A pilot, having selected Mode A Code 7500 and subsequently requested to confirm this code by ATC in accordancewith 1.1.5 shall, according to circumstances, either confirm this or not reply at all.

NOTE:

The absence of a reply from the pilot will be taken by ATC as an indication that the use of Code 7500 is not due toan inadvertent false code selection.

1.7 TRANSPONDER FAILURE PROCEDURES WHEN THE CARRIAGE OF A FUNCTIONING TRANSPONDER IS

MANDATORY

1.7.1

In case of a transponder failure which occurs after departure, ATC units shall endeavour to provide for continuation ofthe flight to the destination aerodrome in accordance with the flight plan; pilots may, however, expect to comply withspecific restrictions.

1.7.2

In the case of a transponder which has failed and cannot be restored before departure, pilots shall:

inform ATS as soon as possible, preferably before submission of a flight plan;

insert in item 10 of the ICAO flight plan form under SSR the character N for complete unserviceability of thetransponder or, in case of partial transponder failure, the character corresponding to the remainingtransponder capability;

comply with any published procedures for seeking exemption from the requirements for carriage of afunctioning SSR transponder; and

if so required by the appropriate ATS authority, plan to proceed, as directly as possible, to the nearestsuitable aerodrome where repair can be effected.

2 PHRASEOLOGY

2.2 USED BY PILOTS

When acknowledging mode/code setting instructions, pilots shall read back the mode and code to be set.

3 OPERATION OF ACAS EQUIPMENT

3.1 GENERAL

3.1.1

The information provided by airborne collision avoidance system (ACAS) is intended to assist pilots in the safeoperation of aircraft.

3.1.2

Nothing in the procedures specified in 3.2 hereunder shall prevent pilots-in-command from exercising their bestjudgment and full authority in the choice of the best course of action to resolve a traffic conflict.

3.2 USE OF ACAS INDICATIONS

ACAS indications are intended to assist the pilots in the active search for, and visual acquisition of, the conflictingtraffic, and the avoidance of potential collisions. The indications generated by ACAS shall be used by pilots inconformity with the following safety considerations:

pilots shall not maneuver their aircraft in response to traffic advisories only;

NOTE:

Traffic advisories are intended to assist in visual acquisition of conflicting traffic and to alert the pilotto the possibility of a resolution advisory.

The above restrictions in the use of traffic advisories is due to the limited bearing accuracy and tothe difficulty in interpreting altitude rate from displayed traffic information.

in the event of a resolution advisory to alter the flight path, the search for the conflicting traffic shall include avisual scan of the airspace into which known ACAS aircraft might maneuver;


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the alteration of the flight path shall be limited to the minimum extent necessary to comply with the resolutionadvisories;

pilots who deviate from an air traffic control instruction or clearance in response to a resolution advisory shallpromptly return to the terms of the previous air traffic control instruction or clearance when the conflict isresolved and they shall notify the appropriate ATC unit as soon as practicable, of the deviation, including itsdirection and when the deviation has ended.

NOTE:

The ACAS II equipment is mandatory within the airspace of the European Civil Aviation Conference(ECAC) States for all civil fixed-wing turbine-engined aircraft having a MTOW exceeding 15,000kg(33,069 lbs) or approval for more than 30 passengers.

The phraseology to be used for the notification of maneuvers in response to a resolution advisory iscontained in the PANS-ATM Doc. 4444, Chapter 12.


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Flight Procedures (Doc 8168) Part IX. Operational Flight Information



1 AERODROME SURFACE OPERATIONS

1.1

Operators shall develop and implement standard operating procedures (SOPs) for aerodrome surface operations. Thedevelopment and implementation of SOPs shall take into consideration the risk factors listed in 1.3 associated withthe following operations:

runway intersection take-offs;

line-up and wait clearances;

land and hold-short clearances;

take-offs from displaced runway thresholds;

hazards associated with runway crossing traffic; and

hazards associated with runway crossing traffic in the case of closely spaced parallel runways.

NOTE:

The Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476), Chapter 1, discussesthe safety considerations in aerodrome surface operations.

Land and hold-short clearances/simultaneous intersecting runway operations are not an ICAO procedure.

1.3

Operators should ensure flight personnel awareness of the risk factors in the aerodrome surface operations listed in1.1. Such risk factors should include, but not be limited to:

human performance vulnerability to error due to workload, vigilance decrement and fatigue;

potential distractions associated with the performance of flight deck tasks; and

failure to use standard phraseology in aeronautical communications.

NOTE:

The safety of aerodrome surface operations is especially vulnerable to the failure to use standard phraseology inaeronautical communications. Frequency congestion, as well as operational considerations, may adversely affect theissuance and read-back of clearances, leaving flight crews and controllers vulnerable to misunderstandings.

3 STABILIZED APPROACH PROCEDURE

3.1 GENERAL

Maintenance of the intended flight path as depicted in the published approach procedure, without excessivemaneuvering as defined by the parameters in 3.2, shall be the primary safety consideration in the development of thestabilized approach procedure.

3.2 PARAMETERS FOR THE STABILIZED APPROACH

The parameters for the stabilized approach shall be defined by the operator’s standard operating procedures (PartXIII, Chapter 1, not published herein). These parameters shall be included in the operator’s operations manual andshall provide details regarding at least the following:

range of speeds specific to each aircraft type;

minimum power setting(s) specific to each aircraft type;

range of attitudes specific to each aircraft type;

crossing altitude deviation tolerances;

configuration(s) specific to each aircraft type;

maximum sink rate; and

completion of checklists and crew briefings.

3.3 ELEMENTS OF THE STABILIZED APPROACH

The elements of a stabilized approach shall be stated in the operator’s standard operating procedures. Theseelements should include as a minimum:

that all flights shall be stabilized according to the parameters in 3.2, by no lower than 300 m (1 000 ft) heightabove threshold in instrument meteorological conditions (IMC); and

that all flights shall be stabilized according to the parameters in 3.2, by no lower than 150 m (500 ft) heightabove threshold.

3.4 GO-AROUND POLICY

An operator’s policy should be included in the standard operating procedures that in the event of an approach notbeing stabilized in reference to the parameters in 3.2 or the elements in 3.3, or becoming destabilized at any pointduring an approach, a go-around is required. Operators should reinforce this policy through training.


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b.

c.

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a.

Flight Procedures (Doc 8168) Part XII. Enroute Criteria


1 ENROUTE CRITERIA

1.1 GENERAL

Procedures developed utilizing enroute criteria assume normal aircraft operations. Any requirements to satisfy Annex6 aeroplane performance operating limitations must be considered separately by the operator.

Two methods can be used:a simplified method, which is the standard method; and

a refined method, which can be used when the simplified method is too constraining.

1.2 OBSTACLE CLEARANCE AREAS

1.2.1

In the simplified method, the obstacle clearance area is divided into a central primary area and two lateral bufferareas. In the refined method, the obstacle clearance area is divided into a central primary area and two lateralsecondary areas. The width of the primary area is intended to correspond to 95 per cent probability of containment (2SD) and the total width of the area to 99.7 per cent probability of containment (3 SD) plus an angular buffer and anadditional fixed width.

1.2.2

Reductions to secondary area widths. Secondary areas for enroute operations may be reduced when justified byfactors such as:

when there is relevant information on flight operational experience;

regular flight inspection of facilities to ensure better than standard signals; and/or

radar surveillance.

1.2.3

Area without track guidance. When track guidance is not provided, for example outside the coverage ofnavigational facilities along the route, the primary area splays at an angle of 15˚ from its width at the last pointwhere track guidance was available. The width of the secondary area is progressively reduced to zero, ending in anarea without track guidance where the full MOC is applied.

1.2.4

Maximum area width. There is no maximum area width for routes within the coverage of the facilities defining theroute. Outside the coverage of the facilities defining the route, the area splays at 15˚, as specified in 1.2.3 above.

1.3 CHARTING ACCURACIES

Charting accuracies must be taken into account when establishing minimum enroute altitudes by adding both avertical and a horizontal tolerance to the depicted objects on the chart, as specified in PANS-OPS, Volume II, Part III,1.15.


The MOC value to be applied in the primary area for the enroute phase of an IFR flight is 300 m (1000 ft). Inmountainous areas this shall be increased, depending on:

Variation in terrain elevation MOC

Between 900 m (3 000 ft) and 1 500 m (5 000 ft) 450 m (1 476 ft)

Greater than 1 500 m (5 000 ft) 600 m (1 969 ft)

The MOC to be applied outside the primary area is as follows:simplified method: in the buffer area, the MOC is equal to half the value of the primary area MOC; and

refined method: in the secondary area, the MOC is reduced linearly from the full clearance at the inner edgeto zero at the outer edge.

A minimum altitude is determined and published for each segment of the route.

1.5 TURNS

1.5.1 Protection Areas Associated with Turns

Turns can be executed overhead a facility or at a fix.

1.5.2 Turn Parameters

The following turn parameters are applied:altitude - an altitude at or above which the area is designed;


b.

c.

d.

e.

f.

g.

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temperature - ISA for the specified altitude plus 15˚C;

indicated airspeed - 585 km/h (315 kt);

wind - omnidirectional for the altitude h

w = (12 h + 87) km/h, where h is in kilometres,

[w = (2 h + 47) kt, where h is in thousands of feet]

or

provided adequate statistical data are available, the maximum 95 per cent probability omnidirectional wind;

average achieved bank angle: 15˚;

maximum pilot reaction time: 10 s; and

bank establishment time: 5 s.

1.6 RNAV ROUTES

1.6.1

The general criteria for RNAV routes apply except that the area has a constant width and no angular limits.

1.6.2

Turns in RNAV route only allow the use of fly-by waypoints.

1.7 RNP ROUTES

1.7.1 Standard Conditions

The standard assumptions on which enroute RNP procedures are developed are:the fix tolerance area of the waypoint is a circle of radius equal to the enroute RNP;

the system provides information which the pilot monitors and uses to intervene and thus limit excursions ofthe FIT to values within those taken into account during the system certification process; and

enroute procedures are normally based on RNP 4 or higher. Where necessary and appropriate, they may bebased on RNP 1.

1.7.2 Definition of Turns

There are two kinds of turns for RNP routes:the turn at a fly-by waypoint;

the controlled turn (for this kind of turn, used on RNP 1 routes, the radius of turn is 28 km (15 NM) at andbelow FL 190 and 41.7 km (22.5 NM) at and above FL 200).


a.

b.

Flight Procedures (Doc 8168) Appendix 1 - Acceleration Segments


1 DEPARTURE ROUTES

NOTE:

There are States which provide an acceleration segment for departure routes and missed approach procedureswhich are no longer required with ICAO Document 8168, Fourth Edition. The following provides criteria foracceleration segments contained in the First, Second and Third Editions.

1.1

An acceleration segment is divided in two portions (see Figure A1-1) which are:

a 20.0 km (10.8 NM) horizontal portion; followed by

a climbing portion with a 1 per cent gradient until an altitude where other prescribed obstacle clearancebecomes effective.

1.2

The height of the horizontal portion where no obstacle limitations exists is at 250m (820 ft) above aerodrome level.

1.3

When the horizontal portion so identified is higher than 250m (820 ft) above the aerodrome, the procedure will beannotated: “Climb to.... (altitude/height) prior to accelerating”.

1.4

The height of this segment when identified will provide 90m (295 ft) of obstacle clearance.

Figure A1��1. Acceleration Segment

2 MISSED APPROACH PROCEDURE

2.1 ACCELERATION AND SUBSEQUENT CLIMB PORTIONS WITHIN THE FINAL PHASE

(see Figure A1-2)

2.1.1

The specialist constructing the procedure will take into account the requirement of certain types of aircraft toaccelerate in level flight after the initial climb. To accommodate this requirement, an acceleration portion 11 km (6NM) in length is identified.

The horizontal portion is followed by a climbing portion with a 1 per cent gradient representing the enroute climb untilan altitude at which other prescribed obstacle clearances (such as for enroute holding) become effective. These twoportions are constructed so that a minimum clearance of 90m (295 ft) above all obstacles in the primary area exists.The minimum acceleration height is not less than 250m (820 ft). The procedure is noted; “Climb to.... (altitude /height) prior to level acceleration.

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



Flight Procedures (Doc 8168) Appendix to Chapter 3 - Noise Abatement


1 GENERAL

1.1

Aeroplane operating procedures for the take-off climb shall ensure that the necessary safety of flight operations ismaintained whilst minimizing exposure to noise on the ground. The following two examples of operating proceduresfor the climb have been developed as guidance and are considered safe when the criteria in 3.2 (not publishedherein) are satisfied. The first procedure (NADP 1) is intended to provide noise reduction for noise sensitive areas inclose proximity to the departure end of the runway (see Figure V-3-1). The second procedure (NADP 2) providesnoise reduction to areas more distant from the runway end (see Figure V-3-2).

1.2

The two procedures differ in that the acceleration segment for flap/slat retraction is either initiated prior to reachingthe maximum prescribed height or at the maximum prescribed height. To ensure optimum acceleration performance,thrust reduction may be initiated at an intermediate flap setting.

NOTE 1:

For both procedures, intermediate flap transitions required for specific performance related issues may be initiatedprior to the prescribed minimum height; however, no power reduction can be initiated prior to attaining theprescribed minimum altitude.

NOTE 2:

The indicated airspeed for the initial climb portion of the departure prior to the acceleration segment is to be flownat a climb speed of V2 plus 20 to 40 km/h (10 to 20 kt).

2 NOISE ABATEMENT CLIMB — EXAMPLE OF A PROCEDURE ALLEVIATING NOISE CLOSE TO THEAERODROME (NADP 1)

2.1

This procedure involves a power reduction at or above the prescribed minimum altitude and the delay of flap/slatretraction until the prescribed maximum altitude is attained. At the prescribed maximum altitude, accelerate andretract flaps/slats on schedule while maintaining a positive rate of climb, and complete the transition to normalenroute climb speed.

2.2

The noise abatement procedure is not to be initiated at less than 240m (800 ft) above aerodrome elevation.

2.3

The initial climbing speed to the noise abatement initiation point shall not be less than V2 plus 20 km/h (10 kt).

2.4

On reaching an altitude at or above 240m (800 ft) above aerodrome elevation, adjust and maintain enginepower/thrust in accordance with the noise abatement power/thrust schedule provided in the aircraft operatingmanual. Maintain a climb speed of V2 plus 20 to 40 km/h (10 to 20 kt) with flaps and slats in the take�off

configuration.

2.5

At no more than an altitude equivalent to 900m (3,000 ft) above aerodrome elevation, while maintaining a positiverate of climb, accelerate and retract flaps/slats on schedule.

2.6

At 900m (3,000 ft) above aerodrome elevation, accelerate to enroute climb speed.

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


a.

b.

3 NOISE ABATEMENT CLIMB — EXAMPLE OF A PROCEDURE ALLEVIATING NOISE DISTANT FROM THEAERODROME (NADP 2)

3.1

This procedure involves initiation of flap/slat retraction on reaching the minimum prescribed altitude. The flaps/slatsare to be retracted on schedule while maintaining a positive rate of climb. The power reduction is to be performedwith the initiation of the first flap/slat retraction or when the zero flap/slat configuration is attained. At the prescribedaltitude, complete the transition to normal enroute climb procedures.

3.2

The noise abatement procedure is not to be initiated at less than 240m (800 ft) above aerodrome elevation.

3.3

The initial climbing speed to the noise abatement initiation point is V2 plus 20 to 40 km/h (10 to 20 kt).

3.4

On reaching an altitude equivalent to at least 240m (800 ft) above aerodrome elevation, decrease aircraft bodyangle/angle of pitch whilst maintaining a positive rate of climb, accelerate towards VZF and either:

reduce power with the initiation of the first flap/slat retraction; or

reduce power after flap/slat retraction.

3.5

Maintain a positive rate of climb, and accelerate to and maintain a climb speed of VZF + 20 to 40 km/h (10 to 20 kt)

to 900m (3,000 ft) above aerodrome elevation.

3.6

On reaching 900m (3,000 ft) above aerodrome elevation, transition to normal enroute climb speed.

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

SUPERCEDED NOISE ABATEMENT PROCEDURES

NOTE:


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a.

b.

c.

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Many locations continue to prescribe the former Noise Abatement Departure Procedures A and B. Though no longerpart of the ICAO PANS-OPS Doc. 8168, they have been reproduced in the following paragraphs as supplementaryinformation.

Noise Abatement Departure Procedure A (NADP A)

Take-off to 450m (1,500 ft) above aerodrome elevation:

take-off power

take-off flap

climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or as limited by body angle).

At 450m (1,500 ft):

reduce thrust to not less than climb power/thrust.

At 450m (1,500 ft) to 900m (3,000 ft):

climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).

At 900m (3,000 ft):

accelerate smoothly to enroute climb speed with flap retraction on schedule.

Noise Abatement Take-Off Climb — Procedure A

NOTE:

For purposes of these procedures the heights given in metres and feet, and speeds given in kilometers/hour andknots are considered to be operationally acceptable equivalents.

Noise Abatement Departure Procedure B (NADP B)

Take-off to 300m (1,000 ft) above aerodrome elevation:

take-off power/thrust

take-off flap

climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).

At 300m (1,000 ft)

maintaining a positive rate of climb, accelerate to zero flap minimum safe maneuvering speed (VZF )

retracting flap on schedule;

thereafter, reduce thrust consistent with the following:

for high by-pass ratio engines reduce to normal climb power / thrust;

for low by-pass ratio engines, reduce power / thrust to below normal climb thrust but not less than thatnecessary to maintain the final take-off engine-out climb gradient; and

for aeroplanes with slow flap retracting reduce power / thrust at an intermediate flap setting;

thereafter, from 300m (1,000 ft) to 900m (3,000 ft):

continue climb at not greater than VZF + 20 km/h (VZF + 10 kt).

At 900m (3,000 ft):

accelerate smoothly to enroute climb speed.

NOTE:

Aeroplanes such as supersonic aeroplanes not using wing flaps for take-off should reduce thrust before attaining300m (1,000 ft) but not lower than 150m (500 ft).

Noise Abatement Take-Off Climb — Procedure B


NOTE:

For purposes of these procedures the heights given in metres and feet, and speeds given in kilometers/hour andknots are considered to be operationally acceptable equivalents.


a.

b.

ICAO Rules Of The Air -- Annex 2


CHAPTER 1 — DEFINITIONS

See AIR TRAFFIC CONTROL – International Civil Aviation Organization Definitions.

CHAPTER 2 — APPLICABILITY OF THE RULES OF THE AIR

2.1 TERRITORIAL APPLICATION OF THE RULES OF THE AIR

2.1.1

The rules of the air shall apply to aircraft bearing the nationality and registration marks of a Contracting State,wherever they may be, to the extent that they do not conflict with the rules published by the State having jurisdictionover the territory overflown.

NOTE:

The council of the International Civil Aviation Organization resolved, in adopting Annex 2 in April 1948 andAmendment 1 to the said Annex in November 1951, that the Annex constitutes “Rules relating to the flight andmanoeuvre of aircraft” within the meaning of Article 12 of the Convention. Over the high seas, therefore, these rulesapply without exception.

2.1.2

If, and so long as, a Contracting State has not notified the International Civil Aviation Organization to the contrary, itshall be deemed, as regards aircraft of its registration, to have agreed as follows:

For purposes of flight over those parts of the high seas where a Contracting State has accepted, pursuant to aregional air navigation agreement, the responsibility of providing air traffic services, the “appropriate ATS authority”referred to in this Annex is the relevant authority designated by the State responsible for providing those services.

NOTE:

The phrase “regional air navigation agreement” refers to an agreement approved by the Council of ICAO normallyon the advice of a Regional Air Navigational Meeting.

2.2 COMPLIANCE WITH THE RULES OF THE AIR

The operation of an aircraft either in flight or on the movement area of an aerodrome shall be in compliance with thegeneral rules and, in addition, when in flight, either with:

the visual flight rules, or

the instrument flight rules.

NOTE 1:

Information relevant to the services provided to aircraft operating in accordance with both visual flight rules andinstrument flight rules in the seven ATS airspace classes contained in Annex 11 are published on ENROUTE Page 21.

NOTE 2:

A pilot may elect to fly in accordance with instrument flight rules in visual meteorological conditions or he may berequired to do so by the appropriate ATS authority.

2.3 RESPONSIBILITY FOR COMPLIANCE WITH THE RULES OF THE AIR

2.3.1 Responsibility of Pilot-in-Command

The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible for the operationof the aircraft in accordance with the rules of the air, except that the pilot-in-command may depart from these rulesin circumstances that render such departure absolutely necessary in the interests of safety.

2.3.2 Pre-Flight Action

Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all available informationappropriate to the intended operation. Pre-flight action for flights away from the vicinity of an aerodrome, and for allIFR flights, shall include a careful study of available current weather reports and forecasts, taking into considerationfuel requirements and an alternative course of action if the flight cannot be completed as planned.

2.4 AUTHORITY OF PILOT-IN-COMMAND OF AN AIRCRAFT

The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft while in command.

2.5 PROBLEMATIC USE OF PSYCHOACTIVE SUBSTANCES

No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall undertake that functionwhile under the influence of any psychoactive substance, by reason of which human performance is impaired. No suchperson shall engage in any kind of problematic use of substances.


a.

b.

a.

b.

c.

CHAPTER 3 — GENERAL RULES

3.1 PROTECTION OF PERSONS AND PROPERTY

3.1.1 Negligent or Reckless Operation of Aircraft

An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or property of others.

3.1.2 Minimum Heights

Except when necessary for take-off or landing, or except by permission from the appropriate authority, aircraft shallnot be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unlessat such a height as will permit, in the event of an emergency arising, a landing to be made without undue hazard topersons or property on the surface.

NOTE:

See 4.6 for minimum heights for VFR flights and 5.1.2 for minimum levels for IFR flights.

3.1.3 Cruising Levels

The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:

flight levels, for flights at or above the lowest usable flight level or, where applicable, above the transitionaltitude;

altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transitionaltitude.

NOTE:

The system of flight levels is prescribed in the Procedures for Air Navigation Services ― Aircraft Operations,(Doc 8168) (not published herein).

3.1.4 Dropping or Spraying

Nothing shall be dropped or sprayed from an aircraft in flight except under conditions prescribed by the appropriateauthority and as indicated by relevant information, advice and/or clearance from the appropriate air traffic servicesunit.

3.1.5 Towing

No aircraft or other object shall be towed by an aircraft, except in accordance with requirements prescribed by theappropriate authority and as indicated by relevant information, advice and/or clearance from the appropriate airtraffic services unit.

3.1.6 Parachute Descents

Parachute descents, other than emergency descents, shall not be made except under conditions prescribed by theappropriate authority and as indicated by relevant information, advice and/or clearance from the appropriate airtraffic services unit.

3.1.7 Acrobatic Flight

No aircraft shall be flown acrobatically except under conditions prescribed by the appropriate authority and asindicated by relevant information, advice and/or clearance from the appropriate air traffic services unit.

3.1.8 Formation Flights

Aircraft shall not be flown in formation except by pre-arrangement among the pilots-in-command of the aircraft takingpart in the flight and, for formation flight in controlled airspace, in accordance with the conditions prescribed by theappropriate ATS authority(ies). These conditions shall include the following:

the formation operates as a single aircraft with regard to navigation and position reporting;

separation between aircraft in the flight shall be the responsibility of the flight leader and thepilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft aremanoeuvring to attain their own separation within the formation and during join-up and break-away; and

a distance not exceeding 1km (0.5 NM) laterally and longitudinally and 30m (100 ft) vertically from the flightleader shall be maintained by each aircraft.

3.1.9 Unmanned Free Balloons

An unmanned free balloon shall be operated in such a manner as to minimize hazards to persons, property or otheraircraft and in accordance with the conditions specified in Appendix 4.

3.1.10 Prohibited Areas and Restricted Areas

Aircraft shall not be flown in a prohibited area, or in a restricted area, the particulars of which have been dulypublished, except in accordance with the conditions of the restrictions or by permission of the State over whoseterritory the areas are established.

3.2 AVOIDANCE OF COLLISIONS

NOTE:

It is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in


a.

b.

c.

d.

a.

b.

flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operatingon the movement area of an aerodrome.

3.2.1 Proximity

An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.

3.2.2 Right-of-Way

The aircraft that has the right-of-way shall maintain its heading and speed, but nothing in these rules shall relieve thepilot-in-command of an aircraft from the responsibility of taking such action, including collision avoidance manoeuvrebased on resolution advisories provided by ACAS equipment, as will best avert collision.

NOTE 1:

Operating procedures for use of ACAS are contained in AIR TRAFFIC CONTROL – International Civil AviationOrganization Flight Procedures (PANS-OPS Doc 8168, Vol I, Part VIII, Chapter 3).

NOTE 2:

Carriage requirements for ACAS equipment are addressed in Annex 6, Part I, Chapter 6 (not published herein).

3.2.2.1

An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over, under orin front of the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence.

3.2.2.2 Approaching Head-On

When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter itsheading to the right.

3.2.2.3 Converging

When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shallgive way, except as follows:

power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;

airships shall give way to gliders and balloons;

gliders shall give way to balloons;

power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.

3.2.2.4 Overtaking

An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less than 70degrees with the plane of symmetry of the latter; i.e., is in such a position with reference to the other aircraft that atnight it should be unable to see either of the aircraft’s left (port) or right (starboard) navigation lights. An aircraft thatis being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontalflight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change inthe relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely pastand clear.

3.2.2.5 Landing

3.2.2.5.1

An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final stages of anapproach to land.

3.2.2.5.2

When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at thehigher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut infront of another which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless,power-driven heavier-than-air aircraft shall give way to gliders.

3.2.2.5.3 Emergency Landing

An aircraft that is aware that another is compelled to land shall give way to that aircraft.

3.2.2.6 Taking Off

An aircraft taxiing on the manoeuvre area of an aerodrome shall give way to aircraft taking off or about to take off.

3.2.2.7 Surface Movement of Aircraft

3.2.2.7.1

In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the following shallapply:

when two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter itscourse to the right so as to keep well clear;

when two aircraft are on a converging course, the one which has the other on its right shall give way;


c.

a.

b.

a.

b.

c.

d.

an aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraftshall keep well clear of the other aircraft.

NOTE:

For the description of an overtaking aircraft see 3.2.2.4.

3.2.2.7.2

An aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding positions unless otherwiseauthorized by the aerodrome control tower.

NOTE:

For runway-holding position markings and related signs, see Annex 14, Volume I, 5.2.10 and 5.4.2 or theINTRODUCTION – Signs and Markings – ICAO Recommended Airport Signs and Taxiway Markings.

3.2.2.7.3

An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further whenthe lights are switched off.

3.2.3 Lights to be Displayed by Aircraft

NOTE 1:

The characteristics of lights intended to meet the requirements of 3.2.3 for aeroplanes are specified in Annex 8.Specifications for navigation lights for aeroplanes are contained in the Appendices to Parts I and II of Annex 6.Detailed technical specifications for lights for aeroplanes are contained in Volume II, Part A, Chapter 4 of theAirworthiness Manual (Doc 9760) and for helicopters in Part A, Chapter 5 of that document. (Annex 6 and 8, andDoc 9760 not published herein).

NOTE 2:

In the context of 3.2.3.2c. and 3.2.3.4a., an aircraft is understood to be operating when it is taxiing or being towedor is stopped temporarily during the course of taxiing or being towed.

NOTE 3:

For aircraft on the water see 3.2.6.2.

3.2.3.1

Except as provided by 3.2.3.5, from sunset to sunrise or during any other period which may be prescribed by theappropriate authority all aircraft in flight shall display:

anti-collision lights intended to attract attention to the aircraft; and

navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall notbe displayed if they are likely to be mistaken for these lights.

NOTE:

Lights fitted for other purposes, such as landing lights and airframe floodlights, may be used in addition tothe anti-collision lights specified in the Airworthiness Manual Volume II (Doc 9760) to enhance aircraftconspicuity.

3.2.3.2

Except as provided by 3.2.3.5, from sunset to sunrise or during any other period prescribed by the appropriateauthority:

all aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicatethe relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to bemistaken for these lights;

unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodromeshall display lights intended to indicate the extremities of their structure;

all aircraft operating on the movement area of an aerodrome shall display lights intended to attract attentionto the aircraft; and

all aircraft on the movement area of an aerodrome whose engines are running shall display lights whichindicate that fact.

NOTE:

If suitably located on the aircraft, the navigation lights referred to in 3.2.3.1b. may also meet therequirements of 3.2.3.2b. Red anti-collision lights fitted to meet the requirements of 3.2.3.1a. may alsomeet the requirements of 3.2.3.2c. and 3.2.3.2d. provided they do not subject observers to harmful dazzle.


a.

b.

a.

b.

a.

b.

a.

b.

c.

d.

3.2.3.3

Except as provided by 3.2.3.5, all aircraft in flight and fitted with anti-collision lights to meet the requirement of3.2.3.1a. shall display such lights also outside of the period specified in 3.2.3.1.

3.2.3.4

Except as provided by 3.2.3.5, all aircraft:

operating on the movement area of an aerodrome and fitted with anti-collision lights to meet therequirements of 3.2.3.2c.; or

on the movement area of an aerodrome and fitted with lights to meet the requirement of 3.2.3.2d);

shall display such lights also outside the period specified in 3.2.3.2.

3.2.3.5

A pilot shall be permitted to switch off or reduce the intensity of any flashing lights fitted to meet the requirements of3.2.3.1, 3.2.3.2, 3.2.3.3 and 3.2.3.4 if they do or are likely to:

adversely affect the satisfactory performance of duties; or

subject an outside observer to harmful dazzle.

3.2.4

Simulated Instrument Flights — An aircraft shall not be flown under simulated instrument flight conditions unless:

fully functioning dual controls are installed in the aircraft; and

a qualified pilot occupies a control seat to act as safety pilot for the person who is flying under simulatedinstrument conditions. The safety pilot shall have adequate vision forward and to each side of the aircraft, or acompetent observer in communication with the safety pilot shall occupy a position in the aircraft from whichthe observer’s field of vision adequately supplements that of the safety pilot.

3.2.5 Operation on and in the Vicinity of an Aerodrome

An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic zone:

observe other aerodrome traffic for the purpose of avoiding collision;

conform with or avoid the pattern of traffic formed by other aircraft in operation;

make all turns to the left, when approaching for a landing and after taking off, unless otherwise instructed;

land and take off into the wind unless safety, the runway configuration, or air traffic considerations determinethat a different direction is preferable.

NOTE 1:

See 3.6.5.1.

NOTE 2:

Additional rules may apply in aerodrome traffic zones.

3.2.6 Water Operations

NOTE:

In addition to the provisions of 3.2.6.1, rules set forth in the International Regulations for Preventing Collisions atSea, developed by the International Conference on Revision of the International Regulations for PreventingCollisions at Sea (London, 1972) may be applicable in certain cases.

3.2.6.1

When two aircraft or an aircraft and a vessel are approaching one another and there is a risk of collision, the aircraftshall proceed with careful regard to existing circumstances and conditions including the limitations of the respectivecraft.

3.2.6.1.1 Converging

An aircraft which has another aircraft or a vessel on its right shall give way so as to keep well clear.

3.2.6.1.2 Approaching Head-On

An aircraft approaching another aircraft or a vessel head-on, or approximately so, shall alter its heading to the rightto keep well clear.

3.2.6.1.3 Overtaking

The aircraft or vessel which is being overtaken has the right-of-way, and the one overtaking shall alter its heading tokeep well clear.

3.2.6.1.4 Landing and Taking Off

Aircraft landing on or taking off from the water shall, in so far as practicable, keep well clear of all vessels and avoidimpeding their navigation.

3.2.6.2 Lights to be Displayed by Aircraft on the Water


a.

b.

c.

d.

e.

a.

b.

—

—

—

—

—

—

—

—

—

—

Between sunset and sunrise or such other period between sunset and sunrise as may be prescribed by theappropriate authority, all aircraft on the water shall display lights as required by the International Regulations forPreventing Collisions at Sea (revised 1972) unless it is impractical for them to do so, in which case they shall displaylights as closely similar as possible in characteristics and position to those required by the International Regulations.

NOTE 1:

Specifications for lights to be shown by aeroplanes on the water are contained in the Appendices to Parts I and II ofAnnex 6 (not published herein).

NOTE 2:

The International Regulations for Preventing Collisions at Sea specify that the rules concerning lights shall becomplied with from sunset to sunrise. Any lesser period between sunset and sunrise established in accordance with3.2.6.2 cannot, therefore, be applied in areas where the International Regulations for Preventing Collisions at Seaapply; e.g., on the high seas.

3.3 FLIGHT PLANS

3.3.1 Submission of a Flight Plan

3.3.1.1

Information relative to an intended flight or portion of a flight, to be provided to air traffic services units, shall be inthe form of a flight plan.

3.3.1.2

A flight plan shall be submitted prior to operating:

any flight or portion thereof to be provided with air traffic control service;

any IFR flight within advisory airspace;

any flight within or into designated areas, or along designated routes, when so required by the appropriateATS authority to facilitate the provision of flight information, alerting and search and rescue services;

any flight within or into designated areas, or along designated routes, when so required by the appropriateATS authority to facilitate coordination with appropriate military units or with air traffic services units inadjacent States in order to avoid the possible need for interception for the purpose of identification;

any flight across international borders.

NOTE:

The term “flight plan” is used to mean variously, full information on all items comprised in the flight plandescription, covering the whole route of a flight, or limited information required when the purpose is toobtain a clearance for a minor portion of a flight such as to cross an airway, to take off from, or to land at acontrolled aerodrome.

3.3.1.3

A flight plan shall be submitted before departure to an air traffic services reporting office or, during flight, transmittedto the appropriate air traffic services unit or air-ground control radio station, unless arrangements have been madefor submission of repetitive flight plans.

3.3.1.4

Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be provided with air trafficcontrol service or air traffic advisory service shall be submitted at least sixty minutes before departure, or, ifsubmitted during flight, at a time which will ensure its receipt by the appropriate air traffic services unit at least tenminutes before the aircraft is estimated to reach:

the intended point of entry into a control area or advisory area; or

the point of crossing an airway or advisory route.

3.3.2 Contents of a Flight Plan

A flight plan shall comprise information regarding such of the following items as are considered relevant by theappropriate ATS authority:

Aircraft identification

Flight rules and type of flight

Number and type(s) of aircraft and wake turbulence category

Equipment

Departure aerodrome (see Note 1)

Estimated off-block time (see Note 2)

Cruising speed(s)

Cruising level(s)

Route to be followed

Destination aerodrome and total estimated elapsed time


—

—

—

—

—

Alternate aerodrome(s)

Fuel endurance

Total number of persons on board

Emergency and survival equipment

Other information

NOTE 1:

For flight plans submitted during flight, the information provided in respect of this item will be an indication of thelocation from which supplementary information concerning the flight may be obtained, if required.

NOTE 2:

For flight plans submitted during flight, the information to be provided in respect of this item will be the time overthe first point of the route to which the flight plan relates.

NOTE 3:

The term “aerodrome” where used in the flight plan is intended to cover also sites other than aerodromes whichmay be used by certain types of aircraft; e.g., helicopters or balloons.

3.3.3 Completion of a Flight Plan

3.3.3.1

Whatever the purpose for which it is submitted, a flight plan shall contain information, as applicable, on relevantitems up to and including “Alternate aerodrome(s)” regarding the whole route or the portion thereof for which theflight plan is submitted.

3.3.3.2

It shall, in addition, contain information, as applicable, on all other items when so prescribed by the appropriate ATSauthority or when otherwise deemed necessary by the person submitting the flight plan.

3.3.4 Changes to a Flight Plan

Subject to the provisions of 3.6.2.2, all changes to a flight plan submitted for an IFR flight, or a VFR flight operated asa controlled flight, shall be reported as soon as practicable to the appropriate air traffic services unit. For other VFRflights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate air trafficservices unit.

NOTE 1:

Information submitted prior to departure regarding fuel endurance or total number of persons carried on board, ifincorrect at time of departure, constitutes a significant change to the flight plan and as such must be reported.

NOTE 2:

Procedures for submission of changes to repetitive flight plans are contained in the PANS-ATM (Doc 4444). (see AIRTRAFFIC CONTROL – International Civil Aviation Organization Air Traffic Management)

3.3.5 Closing a Flight Plan

3.3.5.1

Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made in person, byradiotelephony or via data link at the earliest possible moment after landing, to the appropriate air traffic services unitat the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or theremaining portion of a flight to the destination aerodrome.

3.3.5.2

When a flight plan has been submitted only in respect of a portion of a flight, other than the remaining portion of aflight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic services unit.

3.3.5.3

When no air traffic services unit exists at the arrival aerodrome, the arrival report, when required, shall be made assoon as practicable after landing and by the quickest means available to the nearest air traffic services unit.

3.3.5.4

When communication facilities at the arrival aerodrome are known to be inadequate and alternate arrangements forthe handling of arrival reports on the ground are not available, the following action shall be taken. Immediately priorto landing the aircraft shall, if practicable, transmit to the appropriate air traffic services unit, a message comparableto an arrival report, where such a report is required. Normally, this transmission shall be made to the aeronauticalstation serving the air traffic services unit in charge of the flight information region in which the aircraft is operated.

3.3.5.5

Arrival reports made by aircraft shall contain the following elements of information:


a.

b.

c.

d.

e.

aircraft identification;

departure aerodrome;

destination aerodrome (only in the case of a diversionary landing);

arrival aerodrome;

time of arrival.

NOTE:

Whenever an arrival report is required, failure to comply with these provisions may cause serious disruptionin the air traffic services and incur great expense in carrying out unnecessary search and rescue operations.

3.4 SIGNALS

3.4.1

Upon observing or receiving any of the signals given in Appendix 1, aircraft shall take such action as may be requiredby the interpretation of the signal given in that Appendix.

3.4.2

The signals of Appendix 1 shall, when used, have the meaning indicated therein. They shall be used only for thepurpose indicated and no other signals likely to be confused with them shall be used.

3.5 TIME

3.5.1

Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and minutes and, when required,seconds of the 24-hour day beginning at midnight.

3.5.2

A time check shall be obtained prior to operating a controlled flight and at such other times during the flight as maybe necessary.

NOTE:

Such time check is normally obtained from an air traffic services unit unless other arrangements have been made bythe operator or by the appropriate ATS authority.

3.5.3

Whenever time is utilized in the application of data link communications, it shall be accurate to within 1 second ofUTC.

3.6 AIR TRAFFIC CONTROL SERVICE

3.6.1 Air Traffic Control Clearances

3.6.1.1

An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as acontrolled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic controlunit.

NOTE 1:

A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or those manoeuvreswhich are subject to air traffic control. A clearance may cover only part of a current flight plan, as indicated in aclearance limit or by reference to specific manoeuvres such as taxiing, landing or taking off.

NOTE 2:

If an air traffic control clearance is not satisfactory to a pilot-in-command of an aircraft, the pilot-in-command mayrequest and, if practicable, will be issued an amended clearance.

3.6.1.2

Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such priorityshall be submitted, if requested by the appropriate air traffic control unit.

3.6.1.3 Potential Reclearance in Flight

If prior to departure it is anticipated that depending on fuel endurance and subject to reclearance in flight, a decisionmay be taken to proceed to a revised destination aerodrome, the appropriate air traffic control units shall be sonotified by the insertion in the flight plan of information concerning the revised route (where known) and the reviseddestination.

NOTE:

The intent of this provision is to facilitate a reclearance to a revised destination, normally beyond the fileddestination aerodrome.


a.

b.

a.

b.

c.

a.

b.

1.

2.

a.

b.

c.

d.

3.6.1.4

An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from theaerodrome control tower and shall comply with any instructions given by that unit.

3.6.2 Adherence to Flight Plan

3.6.2.1

Except as provided for in 3.6.2.2 and 3.6.2.4, an aircraft shall adhere to the current flight plan or the applicableportion of a current flight plan submitted for a controlled flight unless a request for a change has been made andclearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises whichnecessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergencyauthority is exercised, the appropriate air traffic services unit shall be notified of the action taken and that this actionhas been taken under emergency authority.

3.6.2.1.1

Unless otherwise authorized by the appropriate ATS authority or directed by the appropriate air traffic control unit,controlled flights shall, in so far as practicable:

when on an established ATS route, operate along the defined centre line of that route; or

when on any other route operate directly between the navigation facilities and/or points defining that route.

3.6.2.1.2

Subject to the overriding requirement in 3.6.2.1.1, an aircraft operating along an ATS route segment defined byreference to very high frequency omnidirectional radio ranges shall change over for its primary navigation guidancefrom the facility behind the aircraft to that ahead of it at, or as close as operationally feasible to, the change-overpoint, where established.

3.6.2.1.3

Deviation from the requirements in 3.6.2.1.1 shall be notified to the appropriate air traffic services unit.

3.6.2.2 Inadvertent Changes

In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall betaken:

Deviation from Track: If the aircraft is off track, action shall be taken forthwith to adjust the heading of theaircraft to regain track as soon as practicable.

Variation in True Airspeed: If the average true airspeed at cruising level between reporting points varies oris expected to vary by plus or minus 5 percent of the true airspeed, from that given in the flight plan, theappropriate air traffic services unit shall be so informed.

Change in Time Estimate: If the time estimate for the next applicable reporting point, flight informationregion boundary or destination aerodrome, whichever comes first, is found to be in error in excess of threeminutes from that notified to air traffic services, or such other period of time as is prescribed by theappropriate ATS authority or on the basis of air navigation regional agreements, a revised estimated timeshall be notified as soon as possible to the appropriate air traffic services unit.

3.6.2.2.1

Additionally, when an ADS agreement is in place, the air traffic services unit (ATSU) shall be informed automaticallyvia data link whenever changes occur beyond the threshold values stipulated by the ADS event contract.

3.6.2.3 Intended Changes

Requests for flight plan changes shall include information as indicated hereunder:

Change of Cruising Level: Aircraft identification; requested new cruising level and cruising speed at thislevel, revised time estimates (when applicable) at subsequent flight information region boundaries.

Change of Route:

Destination Unchanged: Aircraft identification; flight rules; description of new route of flightincluding related flight plan data beginning with the position from which requested change of route isto commence; revised time estimates; any other pertinent information.

Destination changed: aircraft identification; flight rules; description of revised route of flight torevised destination aerodrome including related flight plan data, beginning with the position fromwhich requested change of route is to commence; revised time estimates; alternate aerodrome(s);any other pertinent information.

3.6.2.4 Weather Deterioration Below the VMC

When it becomes evident that flight in VMC in accordance with its current flight plan will not be practicable, a VFRflight operated as a controlled flight shall:

request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternativeaerodrome, or to leave the airspace within which an ATC clearance is required; or

if no clearance in accordance with a. can be obtained, continue to operate in VMC and notify the appropriateATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitableaerodrome; or

if operated within a control zone, request authorization to operate as a special VFR flight; or

request clearance to operate in accordance with the instrument flight rules.


3.6.3 Position Reports

3.6.3.1

Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under conditionsspecified by that authority, a controlled flight shall report to the appropriate air traffic services unit, as soon aspossible, the time and level of passing each designated compulsory reporting point, together with any other requiredinformation. Position reports shall similarly be made in relation to additional points when requested by the appropriateair traffic services unit. In the absence of designated reporting points, position reports shall be made at intervalsprescribed by the appropriate ATS authority or specified by the appropriate air traffic services unit.

3.6.3.1.1

Controlled flights providing position information to the appropriate air traffic services unit via data linkcommunications shall only provide voice position reports when requested.

NOTE:

The conditions and circumstances in which SSR Mode C transmission of pressure-altitude satisfies the requirementfor level information in position reports are indicated in the PANS-RAC, Part II (Doc 4444). (Air Traffic Controlpages, Series 400)

3.6.4 Termination of Control

A controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate ATC unit as soon as itceases to be subject to air traffic control service.

3.6.5 Communications

3.6.5.1

An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on theappropriate communication channel of, and establish two-way communication as necessary with, the appropriate airtraffic control unit, except as may be prescribed by the appropriate ATS authority in respect of aircraft forming part ofaerodrome traffic at a controlled aerodrome.

NOTE 1:

SELCAL or similar automatic signaling devices satisfy the requirement to maintain an air-ground voicecommunication watch.

NOTE 2:

The requirement for an aircraft to maintain an air-ground voice communication watch remains in effect after CPDLChas been established.

3.6.5.2 Communications Failure

See EMERGENCY Section for related Communication Failure Information.

3.7 UNLAWFUL INTERFERENCE

See EMERGENCY Section for related Unlawful Interference Information.

NOTE:

Responsibility of ATS units in situations of unlawful interference is contained in Annex 11 (not published herein).

3.8 INTERCEPTION

NOTE:

The word “interception” in this context does not include intercept and escort service provided, on request, to anaircraft in distress, in accordance with the International Aeronautical and Maritime Search and Rescue (IAMSAR)Manual (DOC 9731) (not published herein).

3.8.1

Interception of civil aircraft shall be governed by appropriate regulations and administrative directives issued bycontracting States in compliance with the Convention on International Civil Aviation, and in particular Article 3(d)under which contracting States undertake, when issuing regulations for their State aircraft, to have due regard for thesafety of navigation of civil aircraft.

See EMERGENCY Section for related Interception Information.

3.9 VMC VISIBILITY AND DISTANCE FROM CLOUDS MINIMA

VMC visibility and distance from clouds minima are contained in Table 3-1.

TABLE 3-1* (see 4.1)


a)

1)

2)

b)

a.

b.

a.

b.

a.

Altitude band Airspace class Flight visibility Distance from cloud

At and above 3050m(10,000 ft) AMSL

“A”*** “B” “C” “D” “E” “F”“G”

8km 1500m horizontally

300m (1000 ft) vertically

Below 3050m (10,000 ft) AMSL and above 900m (3000 ft) AMSL, or above300m (1000 ft) above terrain, whichever is the higher

“A”*** “B” “C” “D” “E” “F”“G”

5km 1500m horizontally


At and below 900m (3000 ft) AMSL, or 300m (1000ft) above terrain, whichever is the higher

“A”*** “B” “C” “D” “E”5km 1500m horizontally


“F” “G” 5km** Clear of cloud and with thesurface in sight

* When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL100 should be used in lieu of10,000 ft.

** When so prescribed by the appropriate ATS authority:

flight visibilities reduced to not less than 1500m may be permitted for flights operating:

at speeds that, in the prevailing visibility, will give adequate opportunity to observe other trafficor any obstacles in time to avoid collision; or

in circumstances in which the probability of encounters with other traffic would normally be low,e.g. in areas of low volume traffic and for aerial work at low levels.

HELICOPTERS may be permitted to operate in less than 1500m flight visibility, if manoeuvred at a speedthat will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

***The VMC minima in Class “A” airspace are included for guidance to pilots and do not imply acceptance of VFRflights in Class “A” airspace.

CHAPTER 4 — VISUAL FLIGHT RULES

4.1

Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditionsof visibility and distance from clouds equal to or greater than those specified in Table 3-1.

4.2

Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at anaerodrome within a control zone, or enter the aerodrome traffic zone or traffic pattern:

when the ceiling is less than 450m (1500 ft); or

when the ground visibility is less than 5km.

4.3

VFR flights between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed bythe appropriate ATS authority, shall be operated in accordance with the conditions prescribed by such authority.

4.4

Unless authorized by the appropriate ATS authority, VFR flights shall not be operated:

above FL200;

at transonic and supersonic speeds.

4.5

Authorization for VFR flights to operate above FL290 shall not be granted in areas where a vertical separationminimum of 300m (1000 ft) is applied above FL290.

4.6

Except when necessary for take-off or landing, or except by permission from the appropriate authority, a VFR flightshall not be flown:

over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a heightless than 300m (1000 ft) above the highest obstacle within a radius of 600m from the aircraft;


b.

a.

b.

c.

a.

b.

a.

b.

elsewhere than as specified in 4.6a., at a height less than 150m (500 ft) above the ground or water.

NOTE:

See also 3.1.2.

4.7

Except where otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority, VFRflights in level cruising flight when operated above 900m (3000 ft) from the ground or water, or a higher datum asspecified by the appropriate ATS authority, shall be conducted at a flight level appropriate to the track as specified inthe Tables of cruising levels in Appendix 3.

4.8

VFR flights shall comply with the provisions of 3.6:

when operated within Classes “B”, “C” and “D” airspace;

when forming part of aerodrome traffic at controlled aerodromes; or

when operated as special VFR flights.

4.9

A VFR flight operating within or into areas, or along routes, designated by the appropriate ATS authority inaccordance with 3.3.1.2c. or d., shall maintain continuous air-ground voice communication watch on the appropriatecommunication channel of, and report its position as necessary to, the air traffic services unit providing flightinformation service.

NOTE:

See Note following 3.6.5.1.

4.10

An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with theinstrument flight rules shall:

if a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or

when so required by 3.3.1.2, submit a flight plan to the appropriate air traffic services unit and obtain aclearance prior to proceeding IFR when in controlled airspace.

CHAPTER 5 — INSTRUMENT FLIGHT RULES

5.1 RULES APPLICABLE TO ALL IFR FLIGHTS

5.1.1 Aircraft Equipment

Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to beflown.

5.1.2 Minimum Levels

Except when necessary for take-off or landing, or except when specifically authorized by the appropriate authority, anIFR flight shall be flown at a level which is not below the minimum flight altitude established by the State whoseterritory is overflown, or, where no such minimum flight altitude has been established:

over high terrain or in mountainous areas, at a level which is at least 600m (2000 ft) above the highestobstacle located within 8km of the estimated position of the aircraft;

elsewhere than as specified in a., at a level which is at least 300m (1000 ft) above the highest obstaclelocated within 8km of the estimated position of the aircraft.

NOTE 1:

The estimated position of the aircraft will take account of the navigational accuracy which can be achieved on therelevant route segment, having regard to the navigational facilities available on the ground and in the aircraft.

NOTE 2:

See also 3.1.2.

5.1.3 Change from IFR Flight to VFR Flight

5.1.3.1

An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliancewith the visual flight rules shall, if a flight plan was submitted, notify the appropriate air traffic services unitspecifically that the IFR flight is canceled and communicate thereto the changes to be made to its current flight plan.

5.1.3.2

When an aircraft operating under the instrument flight rules is flown in or encounters visual meteorological conditionsit shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonableperiod of time in uninterrupted visual meteorological conditions.


a.

b.

a.

b.

—

—

5.2 RULES APPLICABLE TO IFR FLIGHTS WITHIN CONTROLLED AIRSPACE

5.2.1

IFR flights shall comply with the provisions of 3.6 when operated in controlled airspace.

5.2.2

An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorized toemploy cruise climb techniques, between two levels or above a level, selected from:

the Tables of cruising levels in Appendix 3; or

a modified table of cruising levels, when so prescribed in accordance with Appendix 3 for flight above FL410;

except that the correlation of levels to track prescribed therein shall not apply whenever otherwise indicated in airtraffic control clearances or specified by the appropriate ATS authority in Aeronautical Information Publications.

5.3 RULES APPLICABLE TO IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE

5.3.1 Cruising Levels

An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a cruising levelappropriate to its track as specified in:

the Tables of cruising levels in Appendix 3, except when otherwise specified by the appropriate ATS authorityfor flight at or below 900m (3000 ft) above mean sea level; or

a modified table of cruising levels, when so prescribed in accordance with Appendix 3 for flight above FL410.

NOTE:

This provision does not preclude the use of cruise climb techniques by aircraft in supersonic flight.

5.3.2 Communications

An IFR flight operating outside controlled airspace but within or into areas, or along routes, designated by theappropriate ATS authority in accordance with 3.3.1.2c. or d., shall maintain an air-ground voice communication watchon the appropriate communication channel and establish two-way communication, as necessary, with the air trafficservices unit providing flight information service.

NOTE:

See Note following 3.6.5.1.

5.3.3 Position Reports

An IFR flight operating outside controlled airspace and required by the appropriate ATS authority to:

submit a flight plan;

maintain an air-ground voice communication watch on the appropriate communication channel and establishtwo-way communication, as necessary, with the air traffic services unit providing flight information service;

shall report position as specified in 3.6.3 for controlled flights.

NOTE:

Aircraft electing to use the air traffic advisory service whilst operating IFR within specified advisory airspace areexpected to comply with the provisions of 3.6, except that the flight plan and changes thereto are not subjected toclearances and that two-way communication will be maintained with the unit providing the air traffic advisoryservice.

APPENDIX 1 — SIGNALS

NOTE:

See Chapter 3, para 3.4 of the Annex.

1 DISTRESS AND URGENCY SIGNALS

See EMERGENCY Section for complete information.

NOTE:

None of the provisions contained in the Emergency Section shall prevent the use, by an aircraft in distress, of anymeans at its disposal to attract attention, make known its position and obtain help.

2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

See EMERGENCY Section for complete information.

3 VISUAL SIGNALS USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN, OR ABOUT TO ENTER ARESTRICTED, PROHIBITED OR DANGER AREA

By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, onbursting, red and green lights or stars will indicate to an unauthorized aircraft that it is flying in or about to enter arestricted, prohibited or danger area, and that the aircraft is to take such remedial action as may be necessary.


a.

1.

—

2.

—

b.

1.

—

2.

—

4 SIGNALS FOR AERODROME TRAFFIC

4.1 LIGHT AND PYROTECHNIC SIGNALS

4.1.1 Instructions

Light signals are directed from Aerodrome Control to aircraft concerned. (See Figure 4-1.)

LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Steady green Cleared to land Cleared for take-off

Steady redGive way to other aircraft and continue circling

Stop

Series of green flashes Return for landing* Cleared to taxi

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

Series of white flashesLand at this aerodrome and proceed to apron*

Return to starting point on the aerodrome

Red pyrotechnic Notwithstanding any previous instructions do not land for the timebeing

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

4.1.2 Acknowledgment by an Aircraft —

When in flight:

during the hours of daylight:

by rocking the aircraft’s wings;

NOTE:

This signal should not be expected on the base and final legs of the approach.

during the hours of darkness:

by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching onand off twice its navigation lights.

When on the ground:

during the hours of daylight:

by moving the aircraft’s ailerons or rudder;

during the hours of darkness:

by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching onand off twice its navigation lights.

Figure 4-1 (see 4.1.1)


4.2 VISUAL GROUND SIGNALS

NOTE:

For details of visual ground aids, see Annex 14 (not published herein).

4.2.1 Prohibition of Landing

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

4.2.2 Need for Special Precautions While Approaching or Landing

A horizontal red square panel with one yellow diagonal when displayed in a signal area indicates that owing to the badstate of the manoeuvring area, or for any other reason, special precautions must be observed in approaching to landor in landing.

4.2.3 Use of Runways and Taxiways

4.2.3.1

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

4.2.3.2

The same horizontal white dumb-bell as in 4.2.3.1 but with a black bar placed perpendicular to the shaft across eachcircular portion of the dumb-bell when displayed in a signal area indicates that aircraft are required to land andtake-off on runways only, but other manoeuvres need not be confined to runways and taxiways.

4.2.4 Closed Runways or Taxiways

Crosses of a single contrasting color, yellow or white, displayed horizontally on runways and taxiways or parts thereofindicate an area unfit for movement of aircraft.

4.2.5 Directions for Landing or Take-off

4.2.5.1

A horizontal white or orange landing T indicates the direction to be used by aircraft for landing and take-off, whichshall be in a direction parallel to the shaft of the T towards the cross arm.


a)

b)

NOTE:

When used at night, the landing T is either illuminated or outlined in white colored lights.

4.2.5.2

A set of two digits displayed vertically at or near the aerodrome control tower indicates to aircraft on the manoeuvringarea the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass.

4.2.6 Right-Hand Traffic

When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-hand arrow ofconspicuous color indicates that turns are to be made to the right before landing and after take-off.

4.2.7 Air Traffic Services Reporting Office

The letter C displayed vertically in black against a yellow background indicates the location of the air traffic servicesreporting office.

4.2.8 Glider Flights in Operation

A double white cross displayed horizontally in the signal area indicates that the aerodrome is being used by glidersand that glider flights are being performed.

5 MARSHALLING SIGNALS

5.1 FROM A SIGNALMAN TO AN AIRCRAFT

NOTE 1:

These signals are designed for use by the signalman, with hands illuminated as necessary to facilitate observationby the pilot, and facing the aircraft in a position:

for fixed wing aircraft: on left side of aircraft where best seen by the pilot; and

for helicopters: where the signalman can best be seen by the pilot.


NOTE 2:

The meaning of the relevant signals remains the same if bats, illuminated wands or torchlights are held.

NOTE 3:

The aircraft engines are numbered for the signalman facing the aircraft, from right to left (i.e., No.1 engine beingthe port outer engine).

NOTE 4:

Signals marked with an asterisk are designed for use by hovering helicopters.

NOTE 5:

References to wands may also be read to refer to daylight-fluorescent table-tennis bats or gloves (daytime only).

NOTE 6:

References to the signalman my also be read to refer to marshaller.

5.1.1

Prior to using the following signals, the signalman shall ascertain that the area within which an aircraft is to be guidedis clear of objects which the aircraft, in complying with 3.4.1, might otherwise strike.

NOTE:

The design of many aircraft is such that the path of the wing tips, engines and other extremities cannot always bemonitored visually from the flight deck while the aircraft is being manoeuvred on the ground.

5.1.1.1 Wingwalker/guide

Raise right hand above head level with wand pointing up; move left-had wand pointing down toward body.

NOTE:

This signal provides an indication by a person positioned at the aircraft wing tip, to the pilot/marshaller/push-backoperator, that the aircraft movement on/off a parking position would be unobstructed.

5.1.1.2 Identify Gate

Raise fully extended arms straight above head with wands pointing up.

5.1.1.3 Proceed To Next Signalman or as Directed by Tower/Ground Control

Point both arms upward; move and extend arms outward to sides of body and point with wands to direction of nextsignalman or taxi area.


a)

b)

a)

5.1.1.4 Straight Ahead

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

5.1.1.5 Turn

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

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

5.1.1.6 Stop

Normal stop: Fully extend arms and wands at a 90-degree angle to sides and slowly move to above headuntil wands cross.


b)

a)

b)

a)

Emergency stop: Abruptly extend arms and wands to top of head, crossing wands.

5.1.1.7 Brakes

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

Release brakes: Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact withflight crew, open palm. Do not move until receipt of “thumbs up” acknowledgement from flight crew.

5.1.1.8 Chocks

Chocks inserted: With arms and wands fully extended above head, move wands inward in a “jabbing”motion until wands touch. Ensure acknowledgement is received from flight crew.


b) Chocks removed: With arms and wands fully extended above head, move wands outward in a “jabbing”motion. Do not remove chocks until authorized by flight crew.

5.1.1.9 Start Engine(s)

Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with leftarm raised above head level, point to engine to be started.

5.1.1.10 Cut Engines

Extend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wandto top of right shoulder in a slicing motion across throat.

5.1.1.11 Slow Down

Move extended arms downwards in a “patting” gesture, moving wands up and down from waist to knees.


a)

b)

5.1.1.12 Slow Down Engine(s) on Indicated Side

With arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on leftor right side respectively should be slowed down.

5.1.1.13 Move Back

With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal5.1.1.6 a) or b).

5.1.1.14 Turns While Backing

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

For tail to port: Point right arm with wand down and bring left arm from overhead vertical position tohorizontal forward position, repeating left-arm movement.


a)

5.1.1.15 Affirmative/All Clear

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

NOTE:

This signal is also used as a technical/servicing communication signal.

5.1.1.16 Hover

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

5.1.1.17 Move Upwards

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

5.1.1.18 Move Downwards

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

5.1.1.19 Move Horizontally

Left (from pilot’s point of view): Extend arm horizontally at a 90-degree angle to right side of body. Moveother arm in same direction in a sweeping motion.


b) Right (from pilot’s point of view): Extend arm horizontally at a 90-degree angle to left side of body. Moveother arm in same direction in a sweeping motion.

5.1.1.20 Land

Cross arms with wands downwards and in front of body.

5.1.1.21 Fire

Move right-hand wand in a “fanning” motion from shoulder to knee, while at the same time pointing with left-handwand to area of fire.

5.1.1.22 Hold Position/Stand By

Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for nextmanoeuvre.


5.1.1.23 Dispatch Aircraft

Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye contact with flight crewuntil aircraft has begun to taxi.

5.1.1.24 Do Not Touch Controls (Technical/Servicing Communication Signal)

Extend right arm fully above head and close fist or hold wand in horizontal position; left arm remains at side by knee.

5.1.1.25 Connect Ground Power (Technical/Servicing Communication Signal)

Hold arms fully extended above head; open left hand horizontally and move finger tips of right hand into and touchopen palm of left hand (forming a “T”). At night, illuminated wands can also be used to form the “T” above head.

5.1.1.26 Disconnect power (Technical/Servicing Communication Signal)

Hold arms fully extended above head with finger tips of right hand touching open horizontal palm of left hand(forming a “T”); then move right hand away from the left. Do not disconnect power until authorized by flight crew. Atnight, illuminated wands can also be used to form the “T” above head.


a.

b.

5.1.1.27 Negative (Technical/Servicing Communication Signal)

Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with “thumbsdown”; left hand remains at side by knee.

5.1.1.28 Establish Communication Via Interphone (Technical/Servicing Communication Signal)

Extend both arms at 90 degrees from body and move hands to cup both ears.

5.1.1.29 Open/Close Stairs (Technical/Servicing Communication Signal)

With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motiontowards top of left shoulder.

NOTE:

This signal is intended mainly for aircraft with the set of integral stairs at the front.

5.2 FROM THE PILOT OF AN AIRCRAFT TO A SIGNALMAN

NOTE:

These signals are designed for use by a pilot in the cockpit with hands plainly visible to the signalman, andilluminated as necessary to facilitate observation by the signalman.

The aircraft engines are numbered in relation to the signalman facing the aircraft, from right to left (i.e., No.1 engine being the port outer engine).

5.2.1 Brakes


a.

b.

a.

b.

a.

b.

c.

d.

e.

a.

NOTE:

The moment the fist is clenched or the fingers are extended indicates, respectively, the moment of brakeengagement or release.

Brakes engaged: Raise arm and hand, with fingers extended, horizontally in front of face, then clench fist.

Brakes released: Raise arm, with fist clenched, horizontally in front of face, then extend fingers.

5.2.2 Chocks

Insert chocks: Arms extended, palms outwards, move hands inwards to cross in front of face.

Remove chocks: Hands crossed in front of face, palms outwards, move arms outwards.

5.2.3 Ready to Start Engine(s)

Raise the appropriate number of fingers on one hand indicating the number of the engine to be started.

APPENDIX 2 — INTERCEPTION OF CIVIL AIRCRAFT

1 PRINCIPLES TO BE OBSERVED BY STATES

1.1

To achieve the uniformity in regulations which is necessary for the safety of navigation of civil aircraft due regardshall be had by Contracting States to the following principles when developing regulations and administrativedirectives:

Interception of civil aircraft will be undertaken only as a last resort;

If undertaken, an interception will be limited to determining the identity of the aircraft, unless it is necessaryto return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it awayfrom a prohibited, restricted or danger area or instruct it to effect a landing at a designated aerodrome;

Practice interception of civil aircraft will not be undertaken;

Navigational guidance and related information will be given to an intercepted aircraft by radiotelephony,whenever radio contact can be established; and

In the case where an intercepted civil aircraft is required to land in the territory overflown, the aerodromedesignated for the landing is to be suitable for the safe landing of the aircraft type concerned.

NOTE:

In the unanimous adoption by the 25th Session (Extraordinary) of the ICAO Assembly on 10 May 1984 ofArticle 3 bis to the Convention on International Civil Aviation, the Contracting States have recognized that“every State must refrain from resorting to the use of weapons against civil aircraft in flight”.

1.2

Contracting States shall publish a standard method that has been established for the manoeuvring of aircraftintercepting a civil aircraft. Such method shall be designed to avoid any hazard for the intercepted aircraft.

1.3

Contracting States shall ensure that provision is made for the use of secondary surveillance radar, where available, toidentify civil aircraft in areas where they may be subject to interception.

2 ACTION BY INTERCEPTED AIRCRAFT

See EMERGENCY Section for related information.

3 RADIO COMMUNICATION DURING INTERCEPTION

See EMERGENCY Section for related information.

APPENDIX 3 — TABLES OF CRUISING LEVELS

The cruising levels to be observed when so required by this Annex are as follows:

In areas where, on the basis of regional air navigation agreements and in accordance with conditions specifiedtherein, a vertical separation minimum (VSM) of 300m (1000 ft) is applied between FL290 and FL410inclusive:*

TRACK **

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

IFR Flights VFR Flights IFR Flights VFR Flights

Altitude Altitude Altitude Altitude

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

-90 — — — 0 — — —


TRACK **

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




10 300 1000 — — — 20 600 2000 — — —

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

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

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

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

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

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

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

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

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

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

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

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

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

290 8850 29,000 300 9150 30,000

310 9450 31,000 320 9750 32,000

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

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

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

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

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

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

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

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

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

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


b.

TRACK **

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




*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriatetransition procedures to be associated therewith are specified.

NOTE:

Guidance material relating to vertical separation is contained in the Manual on Implementation of a300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574)(Not published herein).

In other areas:

TRACK*

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




-90 — — — 0 — — —

10 300 1000 — — — 20 600 2000 — — —

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


a.

b.

c.

1.

2.

3.

4.

(a)

(b)

TRACK*

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




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

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

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

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

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

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

** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriatetransition procedures to be associated therewith are specified.

NOTE:

Guidance material relating to vertical separation is contained in the Manual on Implementation of a300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574)(Not published herein).

APPENDIX 4 — UNMANNED FREE BALLOONS

NOTE:

See Chapter 3, para 3.1.9 of the Annex.

1 CLASSIFICATION OF UNMANNED FREE BALLOONS

Unmanned free balloons shall be classified as:

light: an unmanned free balloon which carries a payload of one or more packages with a combined mass ofless than 4kg, unless qualifying as a heavy balloon in accordance with c.(2), (3) or (4) below; or

medium: an unmanned free balloon which carries a payload of two or more packages with a combined massof 4kg or more, but less than 6kg, unless qualifying as a heavy balloon in accordance with c.(2), (3) or (4)below; or

heavy: an unmanned free balloon which carries a payload which:

has a combined mass of 6kg or more; or

includes a package of 3kg or more; or

includes a package of 2kg or more with an area density of more than 13g per square centimeter; or

uses a rope or other device for suspension of the payload that requires an impact force of 230 N ormore to separate the suspended payload from the balloon.

NOTE:

The area density referred to in c.(3) is determined by dividing the total mass in grams of thepayload package by the area in square centimeters of its smallest surface.

See the following figure.



ICAO ATS Airspace Classifications -- Annex 11


2 GENERAL

2.6 CLASSIFICATION OF AIRSPACES

2.6.1

ATS airspaces shall be classified and designated in accordance with the following:

Class “A”

IFR flights only are permitted, all flights are provided with air traffic control service and are separated from eachother.

Class “B”

IFR and VFR flights are permitted, all flights are provided with air traffic control service and are separated fromeach other.

Class “C”

IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights areseparated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receivetraffic information in respect of other VFR flights.

Class “D”

IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights areseparated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receivetraffic information in respect of all other flights.

Class “E”

IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated fromother IFR flights. All flights receive traffic information as far as is practical. Class “E” shall not be used for controlzones.

Class “F”

IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flightsreceive flight information service if requested.

NOTE:

Where air traffic advisory service is implemented, this is considered normally as a temporary measure only untilsuch time as it can be replaced by air traffic control.

Class “G”

IFR and VFR flights are permitted and receive flight information service if requested.

2.6.2

States shall select those airspace classes appropriate to their needs.

2.6.3

The requirements for flights within each class of airspace shall be as shown in the following table.

NOTE:

Where the ATS airspaces adjoin vertically, i.e., one above the other, flights at a common level would comply withthe requirements of, and be given services applicable to, the less restrictive class of airspace. In applying thesecriteria, Class “B” airspace is therefore considered less restrictive than Class “A” airspace; Class “C” airspace lessrestrictive than Class “B” airspace, etc.

ClassType of flight

Separation provided

Service providedSpeed

limitation*

Radio communication

requirement

Subject to an ATC

clearance

“A” IFR only All aircraftAir traffic control service

Not applicableContinuous two-way

Yes

“B”

IFR All aircraftAir traffic control service


Yes

VFR All aircraftAir traffic control service


Yes


a.

b.

ClassType of flight

Separation provided

Service providedSpeed

limitation*

Radio communication

requirement

Subject to an ATC

clearance

“C”

IFRIFR from IFR

IFR from VFR

Air traffic control service


Yes

VFR VFR from IFR

Air traffic control service for separation from IFR;

VFR/VFR traffic information (and traffic avoidance advice onrequest);

250 KT IAS below 3,050m (10,000 ft) AMSL

Continuous two-way

Yes

“D”

IFR IFR from IFR

Air traffic control service, traffic information about VFRflights (and traffic avoidance advice on request)


Continuous two-way

Yes

VFR Nil

IFR/VFR and VFR/VFR traffic information (andtraffic avoidance advice on request)


Continuous two-way

Yes

“E”

IFR IFR from IFR

Air traffic control service and, as far as practical, traffic information about VFRflights


Continuous two-way

Yes

VFR NilTraffic information as far as practical


No No

“F”

IFRIFR from IFR as far as practical

Air traffic advisory service; flight information service


Continuous two-way

No

VFR NilFlight information service


No No

“G”

IFR NilFlight information service


Continuous two-way

No

VFR NilFlight information service


No No

* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in lieuof 10,000 ft.


a.

b.

a.

b.

a.

b.

a.1.

2.

b.

c.

Air Traffic Management (Doc 4444)


1 DEFINITIONS

See ICAO Definitions published on AIR TRAFFIC CONTROL pages Series 100.

4 GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES

4.1 RESPONSIBILITY FOR THE PROVISION OF AIR TRAFFIC CONTROL SERVICE

4.1.1 Area Control Service

Area control service shall be provided:by an area control centre (ACC); or

by the unit providing approach control service in a control zone or in a control area of limited extent which isdesignated primarily for the provision of approach control service, when no ACC is established.

4.1.2 Approach Control Service

Approach control service shall be provided:by an aerodrome control tower or an ACC, when it is necessary or desirable to combine under theresponsibility of one unit the functions of the approach control service and those of the aerodrome controlservice or the area control service; or

by an approach control unit, when it is necessary or desirable to establish a separate unit.

NOTE:

Approach control service may be provided by a unit co-located with an ACC, or by a control sector within an ACC.

4.1.3 Aerodrome Control Service

Aerodrome control service shall be provided by an aerodrome control tower.

4.2 RESPONSIBILITY FOR THE PROVISION OF FLIGHT INFORMATION SERVICE AND ALERTING SERVICE

Flight information service and alerting service shall be provided as follows:within a flight information region (FIR): by a flight information centre, unless the responsibility forproviding such services is assigned to an air traffic control unit having adequate facilities for the exercise ofsuch responsibilities;

within controlled airspace and at controlled aerodromes: by the relevant air traffic control units.

4.3 DIVISION OF RESPONSIBILITY FOR CONTROL BETWEEN AIR TRAFFIC CONTROL UNITS

4.3.1 General

The appropriate ATS authority shall designate the area of responsibility for each air traffic control (ATC) unit and,when applicable, for individual control sectors within an ATC unit. Where there is more than one ATC working positionwithin a unit or sector, the duties and responsibilities of the individual working positions shall be defined.

4.3.2 Between a Unit Providing Aerodrome Control Service and a Unit Providing Approach ControlService

4.3.2.1

Except for flights which are provided aerodrome control service only, the control of arriving and departing controlledflights shall be divided between units providing aerodrome control service and units providing approach controlservice as follows:

4.3.2.1.1

Arriving aircraft. Control of an arriving aircraft shall be transferred from the unit providing approach control serviceto the unit providing aerodrome control service when the aircraft:

is in the vicinity of the aerodrome, andit is considered that approach and landing will be completed in visual reference to the ground, or

has reached uninterrupted visual meteorological conditions, or

is at a prescribed point or level, or

has landed,

as specified in letters of agreement or ATS unit instructions.

4.3.2.1.2

Transfer of communications to the aerodrome controller should be effected at such a point, level or time thatclearance to land or alternative instructions, as well as information on essential local traffic, can be issued in a timelymanner.

NOTE:


a.1.

2.

3.

b.1.

2.

a.

b.

Even though there is an approach control unit, control of certain flights may be transferred directly from an ACC toan aerodrome control tower and vice versa, by prior arrangement between the units concerned for the relevant partof approach control service to be provided by the ACC or the aerodrome control tower, as applicable.

4.3.2.1.3

Departing aircraft . Control of a departing aircraft shall be transferred from the unit providing aerodrome controlservice to the unit providing approach control service:

when visual meteorological conditions prevail in the vicinity of the aerodrome:prior to the time the aircraft leaves the vicinity of the aerodrome,

prior to the aircraft entering instrument meteorological conditions, or

when the aircraft is at a prescribed point or level,

as specified in letters of agreement or ATS unit instructions;

when instrument meteorological conditions prevail at the aerodrome:immediately after the aircraft is airborne, or

when the aircraft is at a prescribed point or level,

as specified in letters of agreement or local instructions.

NOTE:

See Note following 4.3.2.1.2.

4.3.3 Between a Unit Providing Approach Control Service and a Unit Providing Area Control Service

4.3.3.1

When area control service and approach control service are not provided by the same air traffic control unit,responsibility for controlled flights shall rest with the unit providing area control service except that a unit providingapproach control service shall be responsible for the control of:

arriving aircraft that have been released to it by the ACC;

departing aircraft until such aircraft are released to the ACC.

4.3.3.2

A unit providing approach control service shall assume control of arriving aircraft, provided such aircraft have beenreleased to it, upon arrival of the aircraft at the point, level or time agreed for transfer of control, and shall maintaincontrol during approach to the aerodrome.

4.3.4 Between Two Units Providing Area Control Service

The responsibility for the control of an aircraft shall be transferred from a unit providing area control service in acontrol area to the unit providing area control service in an adjacent control area at the time of crossing the commoncontrol area boundary as estimated by the ACC having control of the aircraft or at such other point, level or time ashas been agreed between the two units.

4.3.5 Between Control Sectors/Positions Within the Same Air Traffic Control Unit

The responsibility for the control of an aircraft shall be transferred from one control sector/position to another controlsector/position within the same ATC unit at a point, level or time, as specified in local instructions.

4.4 FLIGHT PLAN

4.4.1 Flight Plan Form

NOTE:

Procedures for the use of repetitive flight plans are contained in Chapter 16, Section 16.4.

4.1.1.1

A flight plan form based on the model in Appendix 2 should be provided and should be used by operators and airtraffic services units for the purpose of completing flight plans.

NOTE:

A different form may be provided for use in completing repetitive flight plan listings.

4.4.1.2

The flight plan form should be printed and should include an English text in addition to the language(s) of the Stateconcerned.

NOTE:

The Model Flight Plan Form in Appendix 2 is printed in English and one other of the languages of the Organization forillustration purposes.

4.4.1.3


a.

b.

a.

b.

c.

d.

Operators and air traffic services units should comply with the instructions for completion of a flight plan form and therepetitive flight plan listing form given in Appendix 2.

NOTE:

The instructions for completing the flight plan form given in Appendix 2 may be conveniently printed on the insidecover of flight plan form pads, or posted in briefing rooms.

4.4.1.4

An operator shall, prior to departure:ensure that, where the flight is intended to operate on a route or in an area where a required navigationperformance (RNP) type is prescribed, the aircraft has an appropriate RNP approval, and that all conditionsapplying to that approval will be satisfied; and

ensure that, where operation in reduced vertical separation minimum (RVSM) airspace is planned, the aircrafthas the required RVSM approval.

4.4.2 Submission of a Flight Plan

4.4.2.1 Prior to Departure

4.4.2.1.1

Except when other arrangements have been made for submission of repetitive flight plans, a flight plan submittedprior to departure should be submitted to the air traffic services reporting office at the departure aerodrome. If nosuch unit exists at the departure aerodrome, the flight plan should be submitted to the unit serving or designated toserve the departure aerodrome.

4.4.2.1.2

In the event of a delay of thirty (30) minutes in excess of the estimated off-block time for a controlled flight or adelay of one hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan should beamended or a new flight plan submitted and the old flight plan cancelled, whichever is applicable.

4.4.2.2 During Flight

4.4.2.2.1

A flight plan to be submitted during flight should normally be transmitted to the ATS unit in charge of the FIR, controlarea, advisory area or advisory route in or on which the aircraft is flying, or in or through which the aircraft wishes tofly or to the aeronautical telecommunication station serving the air traffic services unit concerned. When this is notpracticable, it should be transmitted to another ATS unit or aeronautical telecommunication station for retransmissionas required to the appropriate air traffic services unit.

4.4.2.2.2

Where relevant, such as in respect of ATC units serving high- or medium-density airspace, the appropriate ATSauthority should prescribe conditions and/or limitations with respect to the submission of flight plans during flight toATC units.

NOTE:

If the flight plan is submitted for the purpose of obtaining air traffic control service, the aircraft is required to waitfor an air traffic control clearance prior to proceeding under the conditions requiring compliance with air trafficcontrol procedures. If the flight plan is submitted for the purpose of obtaining air traffic advisory service, the aircraftis required to wait for acknowledgment of receipt by the unit providing the service.

4.4.3 Acceptance of a Flight Plan

4.4.3.1

The first ATS unit receiving a flight plan, or change thereto, shall:check it for compliance with the format and data conventions;

check it for completeness and, to the extent possible, for accuracy;

take action, if necessary, to make it acceptable to the air traffic services; and

indicate acceptance of the flight plan or change thereto, to the originator.

4.5 AIR TRAFFIC CONTROL CLEARANCES

4.5.1 Scope and Purpose

4.5.1.1

Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions whichaffect safety in aircraft operations. Such traffic conditions include not only aircraft in the air and on the manoeuvringarea over which control is being exercised, but also any vehicular traffic or other obstructions not permanentlyinstalled on the manoeuvring area in use.

4.5.1.2

If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the flight crew may requestand, if practicable, obtain an amended clearance.

4.5.1.3


The issuance of air traffic control clearances by air traffic control units constitutes authority for an aircraft to proceedonly in so far as known air traffic is concerned. ATC clearances do not constitute authority to violate any applicableregulations for promoting the safety of flight operations or for any other purpose; neither do clearances relieve apilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules andregulations.

4.5.2 Aircraft Subject to ATC for Part of Flight

4.5.2.1

When a flight plan specifies that the initial portion of a flight will be uncontrolled, and that the subsequent portion ofthe flight will be subject to ATC, the aircraft shall be advised to obtain its clearance from the ATC unit in whose areacontrolled flight will be commenced.

4.5.3 Flights Through Intermediate Stops

4.5.3.1

When an aircraft files, at the departure aerodrome, flight plans for the various stages of flight through intermediatestops, the initial clearance limit will be the first destination aerodrome and new clearances shall be issued for eachsubsequent portion of flight.

4.5.4 Contents of Clearances

4.5.4.1

Clearances shall contain positive and concise data and shall, as far as practicable, be phrased in a standard manner.

4.5.5 Departing Aircraft

ACCs shall, except where procedures providing for the use of standard departure clearances have been implemented,forward a clearance to approach control units or aerodrome control towers with the least possible delay after receiptof request made by these units, or prior to such request if practicable.

4.5.6 En-route Aircraft

4.5.6.1 General

4.5.6.1.1

An ATC unit may request an adjacent ATC unit to clear aircraft to a specified point during a specified period.

4.5.6.1.2

After the initial clearance has been issued to an aircraft at the point of departure, it will be the responsibility of theappropriate ATC unit to issue an amended clearance whenever necessary and to issue traffic information, if required.

4.5.7 Description of Air Traffic Control Clearances

4.5.7.1 Clearance Limit

4.5.7.1.1

A clearance limit shall be described by specifying the name of the appropriate significant point, or aerodrome, orcontrolled airspace boundary.

4.5.7.1.3

If an aircraft has been cleared to an intermediate point in adjacent controlled airspace, the appropriate ATC unit willthen be responsible for issuing, as soon as practicable, an amended clearance to the destination aerodrome.

4.5.7.1.4

When the destination aerodrome is outside controlled airspace, the ATC unit responsible for the last controlledairspace through which an aircraft will pass shall issue the appropriate clearance for flight to the limit of thatcontrolled airspace.

4.5.7.2 Route of Flight

4.5.7.2.1

The route of flight shall be detailed in each clearance when deemed necessary. The phrase “cleared via flight plannedroute” may be used to describe any route or portion thereof, provided the route or portion thereof is identical to thatfiled in the flight plan and sufficient routing details are given to definitely establish the aircraft on its route. Thephrases “cleared via (designation) departure” or “cleared via (designation) arrival” may be used when standarddeparture or arrival routes have been established by the appropriate ATS authority and published in AeronauticalInformation Publications (AIPs).

4.8 CHANGE FROM IFR TO VFR FLIGHT

4.8.1

Change from instrument flight rules (IFR) flight to visual flight rules (VFR) flight is only acceptable when a messageinitiated by the pilot-in-command containing the specific expression “CANCELLING MY IFR FLIGHT”, together with thechanges, if any, to be made to the current flight plan, is received by an air traffic services unit. No invitation tochange from IFR flight to VFR flight is to be made either directly or by inference.

4.8.2

No reply, other than the acknowledgment “IFR FLIGHT CANCELLED AT . . . (time)”, should normally be made by anair traffic services unit.


a.

b.

c.

a.

b.

a.

b.

4.8.3

When an ATS unit is in possession of information that instrument meteorological conditions are likely to beencountered along the route of flight, a pilot changing from IFR flight to VFR flight should, if practicable, be soadvised.

NOTE:

See Chapter 11, 11.4.3.2.1.

4.8.4

An ATC unit receiving notification of an aircraft’s intention to change from IFR flight to VFR flight shall, as soon aspracticable thereafter, so inform all other ATS units to whom the IFR flight plan was addressed, except those unitsthrough whose regions or areas the flight has already passed.

4.9 WAKE TURBULENCE CATEGORIES

4.9.1 Wake Turbulence Categories of Aircraft

4.9.1.1

Wake turbulence separation minima shall be based on a grouping of aircraft types into three categories according tothe maximum certificated take-off mass as follows:

HEAVY (H) – all aircraft types of 136,000kg or more;

MEDIUM (M) – aircraft types less than 136,000kg but more than 7000kg; and

LIGHT (L) – aircraft types of 7000kg or less.

4.9.2 Indication of Heavy Wake Turbulence Category and MLS Capability

For aircraft in the heavy wake turbulence category the word “Heavy” shall be included immediately after the aircraftcall sign in the initial radiotelephony contact between such aircraft and ATS units.

4.10 ALTIMETER SETTING PROCEDURES

4.10.1 Expression of Vertical Position of Aircraft

4.10.1.1

For flights in the vicinity of aerodromes and within terminal control areas, the vertical position of aircraft shall, exceptas provided for in 4.10.1.2, be expressed in terms of altitudes at or below the transition altitude and in terms of flightlevels at or above the transition level. While passing through the transition layer, vertical position shall be expressedin terms of flight levels when climbing and in terms of altitudes when descending.

4.10.1.2

When an aircraft which has been given clearance to land is completing its approach using atmospheric pressure ataerodrome elevation (QFE), the vertical position of the aircraft shall be expressed in terms of height above aerodromeelevation during that portion of its flight for which QFE may be used, except that it shall be expressed in terms ofheight above runway threshold elevation:

for instrument runways, if the threshold is 2 metres (7 feet) or more below the aerodrome elevation; and

for precision approach runways.

4.10.1.3

For flights en route, the vertical position of aircraft shall be expressed in terms of:flight levels at or above the lowest usable flight level;

altitudes below the lowest usable flight level;

except where, on the basis of regional air navigation agreements, a transition altitude has been established for aspecified area, in which case the provisions of 4.10.1.1 shall apply.

4.11 POSITION REPORTING

4.11.1 Transmission of Position Reports

4.11.1.1

On routes defined by designated significant points, position reports shall be made when over, or as soon as possibleafter passing, each designated compulsory reporting point, except as provided in 4.11.1.3. Additional reports overother points may be requested by the appropriate ATS unit.

4.11.1.2

On routes not defined by designated significant points, position reports shall be made by the aircraft as soon aspossible after the first half hour of flight and at hourly intervals thereafter, except as provided in 4.11.1.3. Additionalreports at shorter intervals of time may be requested by the appropriate ATS unit.

4.11.1.3

Under conditions specified by the appropriate ATS authority, flights may be exempted from the requirement to makeposition reports at each designated compulsory reporting point or interval. In applying this, account should be takenof the meteorological requirement for the making and reporting of routine aircraft observations.


a. 1.

2.

3.

4.

5.

6.

a.

b.—

—

—

—

—

c.—

—

—

d.—

—

—

e.—

—

NOTE:

This is intended to apply in cases where adequate flight progress data are available from other sources; e.g., radar,and in other circumstances where the omission of routine reports from selected flights is found to be acceptable.

4.11.1.4

The position reports required by 4.11.1.1 and 4.11.1.2 shall be made to the ATS unit serving the airspace in whichthe aircraft is operated. In addition, when so prescribed by the appropriate ATS authority in aeronautical informationpublications or requested by the appropriate ATS unit, the last position report before passing from one FIR or controlarea to an adjacent FIR or control area shall be made to the ATS unit serving the airspace about to be entered.

4.11.2 Contents of Voice Position Reports

4.11.2.1

The position reports required by 4.11.1.1 and 4.11.1.2 shall contain the following elements of information, exceptthat elements (4), (5) and (6) may be omitted from position reports transmitted by radiotelephony, when soprescribed on the basis of regional air navigation agreements:


Position

Time

Flight level or altitude, including passing level and cleared level if not maintaining the cleared level

Next position and time over

Ensuing significant point.

4.11.2.1.1

Element (4), flight level or altitude, shall, however, be included in the initial call after changing to a new radiofrequency.

4.11.2.2

When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assignedspeed shall also be advised on first contact with an ATC unit after a frequency change, whether or not a full positionreport is required.

NOTE:

Omission of element (4) may be possible when flight level or altitude, as appropriate, derived from SSR Mode Cinformation can be made continuously available to controllers in a labeled form, and when adequate procedureshave been developed to guarantee the safe and efficient use of SSR Mode C information.

4.11.3 Transmission of ADS Reports

The position reports shall be made automatically to the ATS unit serving the airspace in which the aircraft isoperating. The requirements for the transmission and contents of automatic dependent surveillance (ADS) reportsshall be established by the controlling ATC unit on the basis of current operational conditions and communicated tothe aircraft and acknowledged through an ADS agreement.

4.11.4 Contents of ADS Reports

4.11.4.1

ADS reports shall be composed of data blocks selected from the following:Aircraft Identification

Basic ADS:

latitude

longitude

altitude

time

figure of merit

Ground Vector:

track

ground speed

rate of climb or descent

Air Vector:

heading

Mach or IAS

rate of climb or descent

Projected Profile:

next way-point

estimated altitude at next way-point


—

—

—

—

f.—

—

—

—

—

g.—

—

—

—

—

—

—

—

h.—

—

—

—

—

—

—

—

—

—1.

2.

3.

4.

5.

6.

—7.

8.

—9.

10.

11.

estimated time at next way-point

(next + 1) way-point

estimated altitude at (next + 1) way-point

estimated time at (next + 1) way-point

Meteorological Information:

wind speed

wind direction

temperature

turbulence (if available)

humidity (if available)

Short-term Intent

latitude at projected intent point

longitude at projected intent point

altitude at projected intent point

time of projection

If an altitude, track or speed change is predicted to occur between the aircraft’s current position and theprojected intent point, additional information would be provided in an intermediate intent block as follows:

distance from current point to change point

track from current point to change point

altitude at change point

predicted time to change point

Extended projected profile (in response to an interrogation from the ground system):

Next way-point

Estimated altitude at next way-point

Estimated time at next way-point

(Next + 1) way-point

Estimated altitude at (next + 1) way-point

Estimated time at (next + 1) way-point

(Next + 2) way-point

Estimated altitude at (next + 2) way-point

Estimated time at (next + 2) way-point [repeated for up to (next + 128) way-points]

4.12 REPORTING OF OPERATIONAL AND METEOROLOGICAL INFORMATION

4.12.1 General

4.12.1.1

When operational and/or routine meteorological information is to be reported by an aircraft en route at points ortimes where position reports are required in accordance with 4.11.1.1 and 4.11.1.2, the position report shall be givenin the form of a routine air-report. Special aircraft observations shall be reported as special air-reports. All air-reportsshall be reported as soon as is practicable.

4.12.2 Contents of Routine Air-Reports

4.12.2.1

Routine air-reports transmitted by voice or data link, when ADS is not being applied, shall give information relating tosuch of the following elements as are necessary for compliance with 4.12.2.2:

Section 1 — Position Information:


Position

Time

Flight level or altitude

Next position and time over

Ensuing significant point.

Section 2 — Operational Information:

Estimated time of arrival

Endurance.

Section 3 — Meteorological Information:

Air temperature

Wind direction

Wind speed


12.

13.

14.

a.

b.

c.

d.

e.

f.

g.

h.

i.

j.

k.

—

—

—•

•

•

•

—•

•

•

•

•

—•

—

Turbulence

Aircraft icing

Humidity (if available).

4.12.2.2

Section 1 of the air-report is obligatory, except that elements (5) and (6) thereof may be omitted when so prescribedon the basis of regional air navigation agreements. Section 2 of the air-report, or a portion thereof, shall only betransmitted when so requested by the operator or a designated representative, or when deemed necessary by thepilot-in-command. Section 3 of the air-report shall be transmitted in accordance with Annex 3, 5.4.2 (see Meteorologyparagraph 5.4.2).

NOTE:

While element 4., flight level or altitude, may, in accordance with 4.11.2.1, be omitted from the contents of aposition report transmitted by radiotelephony when so prescribed on the basis of regional air navigationagreements, that element may not be omitted from Section 1 of an air-report.

4.12.3 Contents of Special Air-Reports

4.12.3.1

Special air-reports shall be made by all aircraft whenever the following conditions are encountered or observed:severe turbulence; or

severe icing; or

severe mountain wave; or

thunderstorms, without hail that are obscured, embedded, widespread or in squall-lines; or

thunderstorms, with hail that are obscured, embedded, widespread or in squall-lines; or

heavy dust storm or heavy sandstorm; or

volcanic ash cloud; or

pre-eruption volcanic activity or a volcanic eruption.

NOTE:

Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activity which couldpresage a volcanic eruption.

In addition, in the case of transonic and supersonic flight;

moderate turbulence; or

hail; or

cumulonimbus clouds.

4.12.3.2

When air-ground data link is used, special air-reports shall contain the following elements:Message type designator


Data block 1:Latitude

Longitude

Pressure-altitude

Time

Data block 2:Wind direction

Wind speed

Temperature

Turbulence (if available)

Humidity (if available)

Data block 3:Condition prompting the issuance of the special air-report; to be selected from the list a. to k.presented under 4.12.3.1 above.

4.12.3.3

When voice communications are used, special air-reports shall contain the following elements:Message type designator


—1.

2.

3.

4.

—5.

a.

b.

c.

d.

e.

a.

b.

Section 1 — Position Information:


Position

Time

Flight level or altitude

Section 3 — Meteorological Information:

Condition prompting the issuance of the special air-report; to be selected from the list a. to k.presented under 4.12.3.1.

4.12.4 Compilation and Transmission of Air-Reports by Voice Communications

4.12.4.1

Forms based on the model AIREP/AIREP SPECIAL form at Appendix 1 shall be provided for the use of flight crews incompiling the reports. The detailed instructions for reporting as given at Appendix 1, shall be complied with.

4.12.4.2

The detailed instructions, including the formats of messages and the phraseologies given at Appendix 1, shall be usedby flight crews when transmitting air-reports and by air traffic services units when retransmitting such reports.

NOTE:

Increasing use of air-reports in automated systems makes it essential that the elements of such reports betransmitted in the order and form prescribed.

4.12.5 Recording of Special Air-Reports of Volcanic Activity

Special air-reports containing observations of volcanic activity shall be recorded on the special air- report of volcanicactivity form. Forms based on the model form for special air-reports of volcanic activity at Appendix 1 shall beprovided for flight crews operating on routes which could be affected by volcanic ash clouds.

NOTE:

The recording and reporting instructions may conveniently be printed on the back of the special air-report ofvolcanic activity form.

5 SEPARATION METHODS AND MINIMA

5.2 GENERAL PROVISIONS FOR THE SEPARATION OF CONTROLLED TRAFFIC

5.2.1

Vertical or horizontal separation shall be provided:between all flights in Class “A” and “B” airspaces;

between IFR flights in Class “C”, “D” and “E” airspaces;

between IFR flights and VFR flights in Class “C” airspace;

between IFR flights and special VFR flights; and

between special VFR flights, when so prescribed by the appropriate ATS authority;

except, for the cases under b) above in airspace Classes “D” and “E”, during the hours of daylight when flights havebeen cleared to climb or descend subject to maintaining own separation and remaining in visual meteorologicalconditions. Conditions applicable to the use of this procedure are contained in Section 5.9.

5.3 VERTICAL SEPARATION

5.3.2 Vertical Separation Minimum

The vertical separation minimum (VSM) shall be:a nominal 300m (1000 ft) below FL290 and a nominal 600m (2000 ft) at or above this level, except asprovided for in b) below; and

within designated airspace, subject to a regional air navigation agreement: a nominal 300m (1000 ft) belowFL410 or a higher level where so prescribed for use under specified conditions, and a nominal 600m (2000 ft)at or above this level.

NOTE:

Guidance material relating to vertical separation is contained in the Manual on Implementation of a 300m (1000 ft)Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574).

5.3.4 Vertical Separation During Climb or Descent

5.3.4.2

Pilots in direct communication with each other may, with their concurrence, be cleared to maintain a specified verticalseparation between their aircraft during ascent or descent.

5.4 HORIZONTAL SEPARATION

5.4.2 Longitudinal Separation


a.

b.

c.

a.

b.

c.

1.

2.

3.

d.

a.

b.

a.

b.

c.

5.4.2.1 Longitudinal Separation Application

5.4.2.1.1

Longitudinal separation shall be applied so that the spacing between the estimated positions of the aircraft beingseparated is never less than a prescribed minimum. Longitudinal separation between aircraft following the same ordiverging tracks may be maintained by application of speed control, including the Mach number technique, when soprescribed on the basis of regional air navigation agreement.

NOTE:

Attention is drawn to the guidance material contained in the Air Traffic Services Planning Manual (Doc 9426),published on AIR TRAFFIC CONTROL Pages series 500, regarding the application of the Mach number technique toseparation of subsonic aircraft.

5.4.2.1.3

Longitudinal separation may be established by requiring aircraft to depart at a specified time, to arrive over ageographical location at a specified time, or to hold over a geographical location until a specified time.

5.4.2.1.4

Longitudinal separation between supersonic aircraft during the transonic acceleration and supersonic phases of flightshould normally be established by appropriate timing of the start of transonic acceleration rather than by theimposition of speed restrictions in supersonic flight.

5.4.2.1.5

For the purpose of application of longitudinal separation, the terms same track, reciprocal tracks and crossing tracks shall have the following meanings:

Same track — Same direction tracks and intersecting tracks or portions thereof, the angular difference ofwhich is less than 45 degrees or more than 315 degrees, and whose protection areas overlap.

Reciprocal tracks — Opposite tracks and intersecting tracks or portions thereof, the angular difference ofwhich is more than 135 degrees but less than 225 degrees, and whose protection areas overlap.

Crossing tracks — Intersecting tracks or portions thereof other than those specified in a. and b. above.

5.4.2.2 Longitudinal Separation Minima Based on Time

5.4.2.2.1 Aircraft Maintaining the Same Level

5.4.2.2.1.1

Aircraft flying on the same track:15 minutes: or

10 minutes, if navigation aids permit frequent determination of position and speed; or

5 minutes in the following cases, provided that in each case the preceding aircraft is maintaining a trueairspeed of 37km/h (20 kt) or more faster than the succeeding aircraft:

between aircraft that have departed from the same aerodrome;

between en-route aircraft that have reported over the same exact reporting point;

between departing and en-route aircraft after the en-route aircraft has reported over a fix that is solocated in relation to the departure point as to ensure that five-minute separation can be establishedat the point the departing aircraft will join the air route; or

3 minutes in the cases listed under c. provided that in each case the preceding aircraft is maintaining a trueairspeed of 74km/h (40 kt) or more faster than the succeeding aircraft.

5.4.2.2.1.2

Aircraft flying on crossing tracks:15 minutes at the point of intersection of the tracks; or

10 minutes if navigation aids permit frequent determination of position and speed.

5.4.2.2.2 Aircraft Climbing or Descending

5.4.2.2.2.1

Aircraft on the same track: When an aircraft will pass through the level of another aircraft on the same track, thefollowing minimum longitudinal separation shall be provided:

15 minutes while vertical separation does not exist; or

10 minutes while vertical separation does not exist, provided that such separation is authorized only wherenavigation aids permit frequent determination of position and speed; or

5 minutes while vertical separation does not exist, provided that the level change is commenced within 10minutes of the time the second aircraft has reported over an exact reporting point.

NOTE:

To facilitate application of the procedure where a considerable change of level is involved, a descendingaircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft to someconvenient level below the higher aircraft, to permit a further check on the separation that will obtain while


a.

b.

a.1.

2.

b.1.

2.

3.

a.

b.

c.

vertical separation does not exist.

5.4.2.2.2.2 Aircraft on Crossing Tracks:

15 minutes while vertical separation does not exist; or

10 minutes while vertical separation does not exist if navigation aids permit frequent determination of positionand speed.

5.4.2.2.3

Aircraft on Reciprocal Tracks: Where lateral separation is not provided, vertical separation shall be provided for atleast ten minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed.Provided it has been determined that the aircraft have passed each other, this minimum need not apply.

5.4.2.3 Longitudinal Separation Minima Based on Distance Using Distance Measuring Equipment (DME)

NOTE:

Where the term “on track” is used in the provisions relating to the application of longitudinal separation minimausing DME, it means that the aircraft is flying either directly inbound to or directly outbound from the station.

5.4.2.3.1

Separation shall be established by maintaining not less than specified distance(s) between aircraft positions asreported by reference to DME in conjunction with other appropriate navigation aids. Direct controller-pilotcommunication shall be maintained while such separation is used.

5.4.2.3.2 Aircraft at the Same Cruising Level

5.4.2.3.2.1

Aircraft on the same track:

37km (20 NM) provided:each aircraft utilizes “on-track” DME stations; and

separation is checked by obtaining simultaneous DME readings from the aircraft at frequent intervalsto ensure that the minimum will not be infringed;

19km (10 NM) provided:the leading aircraft maintains a true airspeed of 37km/h (20 kt) or more faster than the succeedingaircraft;

each aircraft utilizes “on-track” DME stations; and

separation is checked by obtaining simultaneous DME readings from the aircraft at such intervals asare necessary to ensure that the minimum is established and will not be infringed.

5.4.2.3.2.2

Aircraft on crossing tracks: The longitudinal separation prescribed in 5.4.2.3.2.1 shall also apply provided thateach aircraft reports distance from the station located at the crossing point of the tracks and that the relative anglebetween the tracks is less than 90 degrees.

5.4.2.3.2.3

Aircraft climbing or descending on the same track: 19km (10 NM) while vertical separation does not exist,provided:

each aircraft utilizes “on-track” DME stations;

one aircraft maintains a level while vertical separation does not exist; and

separation is established by obtaining simultaneous DME readings from the aircraft.

NOTE:

To facilitate application of the procedure where a considerable change of level is involved, a descendingaircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft to someconvenient level below the higher aircraft, to permit a further check on the separation that will obtain whilevertical separation does not exist.

5.4.2.3.2.4

Aircraft on reciprocal tracks: Aircraft utilizing on-track DME may be cleared to climb or descend to or through thelevels occupied by other aircraft utilizing on-track DME, provided that it has been positively established that theaircraft have passed each other and are at least 10 NM apart, or such other value as prescribed by the appropriateATS authority.

5.4.2.4 Longitudinal Separation Minima with Mach Number Technique Based on Time

5.4.2.4.1

Turbojet aircraft shall adhere to the true Mach number approved by ATC and shall request ATC approval beforemaking any changes thereto. If it is essential to make an immediate temporary change in the Mach number (e.g. dueto turbulence), ATC shall be notified as soon as possible that such a change has been made.


a.

b.

1.

2.

—

—

—

—

—

a.

b.

c.

d.

5.4.2.4.2

If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during en-route climbsand descents, pilots of aircraft concerned shall advise ATC at the time of the climb/descent request.

5.4.2.4.3

When the Mach number technique is applied and provided that:the aircraft concerned have reported over the same reporting point and follow the same track or continuouslydiverging tracks until some other form of separation is provided; or

if the aircraft have not reported over the same reporting point and it is possible to ensure, by radar or othermeans, that the appropriate time interval will exist at the common point from which they either follow thesame track or continuously diverging tracks;

minimum longitudinal separation between turbojet aircraft on the same track, whether in level, climbing ordescending flight shall be:

10 minutes; or

between 9 and 5 minutes inclusive, provided that: the preceding aircraft is maintaining a true Machnumber greater than the following aircraft in accordance with the following table:

9 minutes, if the preceding aircraft is Mach 0.02 faster than the following aircraft;





5.4.2.4.4

When the 10-minute longitudinal separation minimum with Mach number technique is applied, the preceding aircraftshall maintain a Mach number equal to or greater than that maintained by the following aircraft.

5.4.2.5 Longitudinal Separation Minima with Mach Number Technique Based on Distance Using RNAV

NOTE:

Guidance material on RNAV operations is contained in the Manual on Required Navigation Performance (RNP), Doc9613. (Reference AIR TRAFFIC CONTROL – Required Navigational Performance RNP Area Navigation (RNAV)).

5.4.2.5.4

RNAV distance-based separation may be applied between RNAV-equipped aircraft when operating on designatedRNAV routes or on ATS routes defined by VOR.

5.4.2.5.5

A 150km (80 NM) RNAV distance-based separation minimum with Mach number technique may be used onsame-direction tracks in lieu of a 10-minute longitudinal separation minimum with Mach number technique, provided:

each aircraft reports its distance to or from the same “on-track” way-point;

separation between aircraft at the same level is checked by obtaining simultaneous RNAV distance readingsfrom the aircraft at frequent intervals to ensure that the minimum will not be infringed;

separation between aircraft climbing or descending is established by obtaining simultaneous RNAV distancereadings from the aircraft; and

in the case of aircraft climbing or descending, one aircraft maintains a level while vertical separation does notexist.

5.4.2.5.6

When the 150km (80 NM) longitudinal separation minimum with Mach number technique is applied, the precedingaircraft shall maintain a true Mach number equal to or greater than that maintained by the following aircraft.

NOTE:

To facilitate application of the procedure where a considerable change of level is involved, a descending aircraft maybe cleared to some convenient level above the lower aircraft, or a climbing aircraft to some convenient level belowthe higher aircraft, to permit a further check on the separation that will obtain while vertical separation does notexist.

5.4.2.5.7

Aircraft on Reciprocal Tracks . Aircraft utilizing RNAV may be cleared to climb or descend to or through the levelsoccupied by other aircraft utilizing RNAV provided it has been positively established by simultaneous RNAV distancereadings to or from the same “on-track” waypoint that the aircraft have passed each other and are at least 150km(80 NM) apart.

5.4.2.6 Longitudinal Separation Minima Based on Distance Using RNAV Where RNP is Specified

NOTE:

Guidance material is contained in Attachment B to Annex 11, the Manual on Required Navigation Performance (RNP)


(Doc 9613), the Air Traffic Services Planning Manual (Doc 9426), and the Manual on Airspace Planning Methodologyfor the Determination of Separation Minima (Doc 9689). (Reference ATC 551)

5.4.2.6.3 Longitudinal Distance-Based Separation Minima in an RNP RNAV Environment Not Using ADS

5.4.2.6.3.1

For aircraft cruising, climbing or descending on the same track, the following separation minimum may be used:

Separation minimum

RNP Type

Communication requirement

Surveillance Requirement

Distance Verification Requirements

93km (50 NM) 10 Direct controller-pilot communications

Procedural position reports

At least every 24 minutes

NOTE:

Where a considerable change of level is involved using distance-based separation, a descending aircraft may becleared to some convenient level above the lower aircraft, or a climbing aircraft to some convenient level below thehigher aircraft (e.g. 1200m (4000 ft) or less) to permit a further check on the separation that will be maintainedwhile vertical separation does not exist.

5.4.6.2.3.2

During the application of the 93km (50 NM) separation minimum, when an aircraft fails to report its position, thecontroller shall take action within 3 minutes to establish communication. If communication has not been establishedwithin 8 minutes of the time the report should have been received, the controller shall take action to apply analternative form of separation.

5.4.2.6.3.3

Where automated position reporting applies, a common time reference shall be used.

5.4.2.6.3.4

Aircraft on reciprocal tracks . Aircraft may be cleared to climb or descend to or through the levels occupied by theother provided that it has been positively established that the aircraft have passed each other and the distancebetween them is equal to at least the applicable separation minimum.

5.4.2.6.4 Longitudinal Distance-Based Separation Minima in an RNP RNAV Environment Using ADS

5.4.2.6.4.3

For aircraft cruising, climbing or descending on the same track, the following separation minima may be used:

Separation minima RNP typeMaximum ADS periodic reporting

interval

93km (50 NM)10 27 minutes

4 32 minutes

55.5km (30 NM) 4 14 minutes

5.4.2.6.4.3.2

The communication system provided to enable the application of the separation minima in 5.4.2.6.4.3 shall allow acontroller, within 4 minutes, to intervene and resolve a potential conflict by contacting an aircraft using the normalmeans of communication. An alternative means shall be available to allow the controller to intervene and resolve theconflict within a total time of 10 minutes, should the normal means of communication fail.

5.4.2.6.4.3.3

When an ADS periodic or waypoint change event report is not received within 3 minutes of the time it should havebeen sent, the report is considered overdue and the controller shall take action to obtain the report as quickly aspossible, normally by ADS or CPDLC. If a report is not received within 6 minutes of the time the original report shouldhave been sent, and there is a possibility of loss of separation with other aircraft, the controller shall take action toresolve any potential conflict(s) as soon as possible. The communication means provided shall be such that theconflict is resolved within a further 7 1/2 minutes.

5.5 SEPARATION OF AIRCRAFT HOLDING IN FLIGHT

5.5.2

Except when lateral separation exists, vertical separation shall be applied between aircraft holding in flight and otheraircraft, whether arriving, departing or en route, whenever the other aircraft concerned are within five minutes flyingtime of the holding area or within a distance prescribed by the appropriate authority. (See Figure 5-34.)

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


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5.6 MINIMUM SEPARATION BETWEEN DEPARTING AIRCRAFT

5.6.1

One-minute separation is required if aircraft are to fly on tracks diverging by at least 45 degrees immediately aftertake-off so that lateral separation is provided (see Figure 5-35). This minimum may be reduced when aircraft areusing parallel runways or when the procedure in Chapter 6, 6.3.3.1, is adopted for operations on diverging runwayswhich do not cross, provided instructions covering the procedure have been approved by the appropriate ATSauthority and lateral separation is effected immediately after take-off.

5.6.2

Two minutes are required between take-offs when the preceding aircraft is 74km/h (40 kt) or more faster than thefollowing aircraft and both aircraft will follow the same track.

5.6.3

Five-minute separation is required while vertical separation does not exist if a departing aircraft will be flown throughthe level of a preceding departing aircraft and both aircraft propose to follow the same track. Action must be taken toensure that the five-minute separation will be maintained or increased while vertical separation does not exist.

5.7 SEPARATION OF DEPARTING AIRCRAFT FROM ARRIVING AIRCRAFT

5.7.1

Except as otherwise prescribed by the appropriate ATS authority, the following separation shall be applied whentake-off clearance is based on the position of an arriving aircraft:

5.7.1.1

If an arriving aircraft is making a complete instrument approach, a departing aircraft may take off:in any direction until an arriving aircraft has started its procedure turn or base turn leading to final approach;

in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach afterthe arriving aircraft has started procedure turn or base turn leading to final approach, provided that thetake-off will be made at least 3 minutes before the arriving aircraft is estimated to be over the beginning ofthe instrument runway.

5.7.1.2

If an arriving aircraft is making a straight-in approach, a departing aircraft may take off:in any direction until 5 minutes before the arriving aircraft is estimated to be over the instrument runway;

in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach of thearriving aircraft:

until 3 minutes before the arriving aircraft is estimated to be over the beginning of the instrumentrunway, or

before the arriving aircraft crosses a designated fix on the approach track; the location of such fix tobe determined by the appropriate ATS authority after consultation with the operators.

5.9 CLEARANCES TO FLY MAINTAINING OWN SEPARATION WHILE IN VISUAL METEOROLOGICALCONDITIONS

NOTE 1:

As indicated in this Section, the provision of vertical or horizontal separation by an air traffic control unit is notapplicable in respect of any specified portion of a flight cleared subject to maintaining own separation and remainingin visual meteorological conditions. It is for the flight so cleared to ensure, for the duration of the clearance, that itis not operated in such proximity to other flights as to create a collision hazard.

NOTE 2:

It is axiomatic that a VFR flight must remain in visual meteorological conditions at all times. Accordingly, theissuance of a clearance to a VFR flight to fly subject to maintaining own separation and remaining in visual


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meteorological conditions has no other object than to signify that, for the duration of the clearance, the provision ofseparation by air traffic control is not entailed.

When so requested by an aircraft and provided it is agreed by the pilot of the other aircraft and so authorized by theappropriate ATS authority, an ATC unit may clear a controlled flight, including departing and arriving flights, operatingin airspace Classes D and E in visual meteorological conditions during the hours of daylight to fly subject tomaintaining own separation to one other aircraft and remaining in visual meteorological conditions. When a controlledflight is so cleared, the following shall apply:

the clearance shall be for a specified portion of the flight at or above 3050m (10,000 ft), during climb ordescent and subject to further restrictions as and when prescribed on the basis of regional air navigationagreements;

if there is a possibility that flight under visual meteorological conditions may become impracticable, an IFRflight shall be provided with alternative instructions to be complied with in the event that flight in visualmeteorological conditions (VMC) cannot be maintained for the term of the clearance;

the pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in VMCwill become impossible, shall inform ATC before entering instrument meteorological conditions (IMC) and shallproceed in accordance with the alternative instructions given.

NOTE:

See also 5.10.1.2.

5.10 ESSENTIAL TRAFFIC INFORMATION

5.10.1 General

5.10.1.1

Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which, inrelation to a particular controlled flight is not, or will not be, separated from other controlled traffic by the appropriateseparation minimum.

5.10.1.2

Essential traffic information shall be given to controlled flights concerned whenever they constitute essential traffic toeach other.

NOTE:

This information will inevitably relate to controlled flights cleared subject to maintaining own separation andremaining in visual meteorological conditions and also whenever the intended separation minimum has beeninfringed.

5.10.2 Information to Be Provided

Essential traffic information shall include:direction of flight of aircraft concerned;

type and wake turbulence category (if relevant) of aircraft concerned;

cruising level of aircraft concerned; andestimated time over the reporting point nearest to where the level will be crossed; or

relative bearing of the aircraft concerned in terms of the 12-hour clock as well as distance from theconflicting traffic; or

actual or estimated position of the aircraft concerned.

6 SEPARATION IN THE VICINITY OF AERODROMES

6.3 PROCEDURES FOR DEPARTING AIRCRAFT

6.3.2 Standard Clearances for Departing Aircraft

6.3.2.1 General

The appropriate ATS authority should, wherever possible, establish standardized procedures for transfer of controlbetween the ATC units concerned, and standard clearances for departing aircraft.

6.3.2.3 Contents

Standard clearances for departing aircraft shall contain the following items:aircraft identification;

clearance limit, normally destination aerodrome;

designator of the assigned SID, if applicable;

initial level, except when this element is included in the SID description;

allocated SSR code;

any other necessary instructions or information not contained in the SID description, e.g. instructions relatingto change of frequency.

6.3.3 Departure Sequence


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6.3.3.1

Departing aircraft may be expedited by suggesting a take-off direction which is not into the wind. It is theresponsibility of the pilot-in-command of an aircraft to decide between making such a take-off or waiting for normaltake-off in a preferred direction.

6.5 PROCEDURES FOR ARRIVING AIRCRAFT

6.5.2 Standard Clearances for Arriving Aircraft

6.5.2.1 General

The appropriate ATS authority should, wherever possible, establish standardized procedures for transfer of controlbetween the ATC units concerned and standard clearances for arriving aircraft.

6.5.2.3 Contents

Standard clearances for arriving aircraft shall contain the following items:aircraft identification;

designator of the assigned STAR;

runway-in-use, except when part of the STAR description;

initial level, except when this element is included in the STAR description; and

any other necessary instructions or information not contained in the STAR description, e.g. change ofcommunications.

6.5.3 Visual Approach

6.5.3.3

An IFR flight may be cleared to execute a visual approach provided that the pilot can maintain visual reference to theterrain and;

the reported ceiling is at or above the approved initial approach level for the aircraft so cleared; or

the pilot reports at the initial approach level or at any time during the instrument approach procedure that themeteorological conditions are such that with reasonable assurance a visual approach and landing can becompleted.

6.5.3.4

Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving anddeparting aircraft.

6.5.4 Instrument Approach

6.5.4.1

The approach control unit shall specify the instrument approach procedure to be used by arriving aircraft. A flightcrew may request an alternative procedure and, if circumstances permit, should be cleared accordingly.

6.5.4.3

If visual reference to terrain is established before completion of the approach procedure, the entire procedure mustnevertheless be executed unless the aircraft requests and is cleared for a visual approach.

6.5.5 Holding

6.5.5.5

Holding and holding pattern entry shall be accomplished in accordance with procedures established by the appropriateATS authority and published in AIPs. If entry and holding procedures have not been published, or if the proceduresare not known to a flight crew, the appropriate air traffic control unit shall specify the designator of the location or aidto be used, the inbound track, radial or bearing, direction of turn in the holding pattern as well as the time of theoutbound leg or the distances between which to hold.

6.5.5.9

If an aircraft is unable to comply with the published or cleared holding procedure, alternative instructions shall beissued.

6.5.6 Approach Sequence

6.5.6.1 General

The following procedures shall be applied whenever approaches are in progress:

6.5.6.1.1

The approach sequence shall be established in a manner which will facilitate arrival of the maximum number ofaircraft with the least average delay. Priority shall be given to:

an aircraft which anticipates being compelled to land because of factors affecting the safe operation of theaircraft (engine failure, shortage of fuel, etc.);

hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention.

aircraft engaged in search and rescue operations; and

other aircraft as may be determined by the appropriate authority.

6.5.6.1.2


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Succeeding aircraft shall be cleared for approach:when the preceding aircraft has reported that it is able to complete its approach without encounteringinstrument meteorological conditions; or

when the preceding aircraft is in communication with and sighted by the aerodrome control tower andreasonable assurance exists that a normal landing can be accomplished; or

when timed approaches are used, the preceding aircraft has passed the defined point inbound and reasonableassurance exists that a normal landing can be accomplished;

NOTE:

See 6.5.6.2.1 concerning timed approach procedures.

when the required longitudinal spacing between succeeding aircraft, as observed by radar, has beenestablished.

6.5.6.1.4

If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement, or forother reasons, such action shall be approved. However, when other holding aircraft indicate intention to continue theirapproach-to-land, the pilot desiring to hold will be cleared to an adjacent fix for holding awaiting weather change orre-routing. Alternatively, the aircraft should be given a clearance to place it at the top of the approach sequence sothat other holding aircraft may be permitted to land. Coordination shall be effected with any adjacent ATC unit orcontrol sector, when required, to avoid conflict with the traffic under the jurisdiction of that unit or sector.

6.5.6.2 Sequencing and Spacing of Instrument Approaches

6.5.6.2.1 Timed Approach Procedures

6.5.6.2.1.1

Subject to approval by the appropriate ATS authority, the following procedure should be utilized as necessary toexpedite the approaches of a number of arriving aircraft:

a suitable point on the approach path, which shall be capable of being accurately determined by the pilot,shall be specified, to serve as a check point in timing successive approaches;

aircraft shall be given a time at which to pass the specified point inbound, which time shall be determined withthe aim of achieving the desired interval between successive landings on the runway while respecting theapplicable separation minima at all times, including the period of runway occupancy.

6.5.6.2.1.2

The time at which aircraft should pass the specified point shall be determined by the unit providing approach controlservice and notified to the aircraft sufficiently in advance to permit the pilot to arrange the flight path accordingly.

6.5.6.2.1.3

Each aircraft in the approach sequence shall be cleared to pass the specified point inbound at the previously notifiedtime, or any revision thereof, after the preceding aircraft has reported passing the point inbound.

6.6 INFORMATION FOR ARRIVING AIRCRAFT

6.6.1

As early as practicable after an aircraft has established communication with the unit providing approach controlservice, the following elements of information, in the order listed, shall be transmitted to the aircraft, with theexception of such elements which it is known the aircraft has already received:

type of approach and runway-in-use

meteorological information, as follows:surface wind direction and speed, including significant variations;

visibility and, when applicable, runway visual range (RVR);

present weather;

cloud below 1500m (5000 ft) or below the highest minimum sector altitude, whichever is greater;cumulonimbus; if the sky is obscured, vertical visibility when available;

air temperature;

dew point temperature, inclusion determined on the basis of a regional air navigation agreement;

altimeter setting(s);

any available information on significant meteorological phenomena in the approach area; and

trend-type landing forecast, when available.

current runway surface conditions, in case of precipitants or other temporary hazards;

changes in the operational status of visual and non visual aids essential for approach and landing.

6.6.4

At the commencement of final approach, the following information shall be transmitted to aircraft:significant changes in the mean surface wind direction and speed;


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NOTE:

Significant changes are specified in Annex 3, Chapter 4. However, if the controller possesses windinformation in the form of components, the significant changes are:

Mean head-wind component: 19km/h (10 kt)

Mean tail-wind component: 4km/h (2 kt)

Mean cross-wind component: 9km/h (5 kt)

the latest information, if any, on wind shear and/or turbulence in the final approach area;

the current visibility representative of the direction of approach and landing or, when provided, the currentrunway visual range value(s) and the trend.

6.6.5

During final approach, the following information shall be transmitted without delay:the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);

significant variations in the current surface wind, expressed in terms of minimum and maximum values;

significant changes in runway surface conditions;

changes in the operational status of required visual or non-visual aids;

changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibilityrepresentative of the direction of approach and landing.

6.7 OPERATIONS ON PARALLEL OR NEAR-PARALLEL RUNWAYS

6.7.2 Departing Aircraft

6.7.2.1 Types of Operation

Parallel runways may be used for independent instrument departures as follows:both runways are used exclusively for departures (independent departures);

one runway is used exclusively for departures while the other runway is used for a mixture of arrivals anddepartures (semi-mixed operation); and

both runways are used for mixed arrivals and departures (mixed operation).

6.7.2.2 Requirements and Procedures for Independent Parallel Departures

Independent IFR departures may be conducted from parallel runways provided:the runway centre lines are spaced by the distance specified in Annex 14, Volume I;

the departure tracks diverge by at least 15 degrees immediately after take-off;

suitable surveillance radar capable of identification of the aircraft within 2km (1.0 NM) from the end of therunway is available; and

ATS operational procedures ensure that the required track divergence is achieved.

6.7.3 Arriving Aircraft

6.7.3.1 Types of Operations

6.7.3.1.1

Parallel runways may be used for simultaneous instrument operations for:independent parallel approaches; or

dependent parallel approaches; or

segregated parallel operations.

6.7.3.2 Requirements and Procedures for Independent Parallel Approaches

6.7.3.2.1

Independent parallel approaches may be conducted to parallel runways provided that:The runway centre lines are spaced by the distance specified in Annex 14, Volume I; and

where runway centre lines are spaced by less than 1310m but not less than 1035m, suitablesecondary surveillance radar (SSR) equipment, with a minimum azimuth accuracy of 0.06 degrees(one sigma), an update period of 2.5 seconds or less, and a high resolution display providing positionprediction and deviation alert, is available; or

where runway centre lines are spaced by less than 1525m but not less than 1310m, SSR equipmentwith performance specifications other than the foregoing may be applied, provided they are equal toor better than those stated under 3. below, and when it is determined that the safety of aircraftoperation would not be adversely affected; or

where runway centre lines are spaced by 1525m or more, suitable surveillance radar with a minimumazimuth accuracy of 0.3 degrees (one sigma) and an update period of 5 seconds or less is available;

Instrument landing system (ILS) and/or microwave landing system (MLS) approaches are being conducted onboth runways;


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the missed approach track for one approach diverges by at least 30 degrees from the missed approach trackof the adjacent approach;

an obstacle survey and evaluation is completed, as appropriate, for the areas adjacent to the final approachsegments;

aircraft are advised of the runway identification and ILS localizer or MLS frequency as early as possible;

radar vectoring is used to intercept the ILS localizer course or the MLS final approach track;

a no-transgression zone (NTZ) at least 610m (2000 ft) wide is established equidistant between extendedrunway centre lines and is depicted on the radar display;

separate radar controllers monitor the approaches to each runway and ensure that when the 300m (1000 ft)vertical separation is reduced:

aircraft do not penetrate the depicted NTZ; and

the applicable minimum longitudinal separation between aircraft on the same ILS localizer course orMLS final approach track is maintained; and

if no dedicated radio channels are available for the radar controllers to control the aircraft until landing:transfer of communication of aircraft to the respective aerodrome controller’s frequency is effectedbefore the higher of two aircraft on adjacent final approach tracks intercepts the ILS glide path or thespecified MLS elevation angle; andthe radar controllers monitoring the approaches to each runway are provided with the capability tooverride transmissions of aerodrome control on the respective radio channels for each arrival flow.

6.7.3.2.2

As early as practicable after an aircraft has established communication with approach control, the aircraft shall beadvised that independent parallel approaches are in force. This information may be provided through the ATISbroadcasts.

6.7.3.2.3

When vectoring to intercept the ILS localizer course or MLS final approach track, the final vector shall enable theaircraft to intercept the ILS localizer course or MLS final approach track at an angle not greater than 30 degrees andto provide at least 2km (1.0 NM) straight and level flight prior to ILS localizer course or MLS final approach trackintercept. The vector shall also enable the aircraft to be established on the ILS localizer course or MLS final approachtrack in level flight for at least 3.7km (2.0 NM) prior to intercepting the ILS glide path or specified MLS elevationangle.

6.7.3.2.4

A minimum of 300m (1000 ft) vertical separation or, subject to radar system and radar display capabilities, aminimum of 5.6km (3.0 NM) radar separation shall be provided until aircraft are established:

inbound on the ILS localizer course and/or MLS final approach track; and

within the normal operating zone (NOZ).

6.7.3.2.5

Subject to radar and display system capabilities, a minimum of 5.6km (3.0 NM) radar separation shall be providedbetween aircraft on the same ILS localizer course or MLS final approach track unless increased longitudinal separationis required due to wake turbulence or for other reasons.

6.7.3.2.6

When assigning the final heading to intercept the ILS localizer course or MLS final approach track, the runway shall beconfirmed, and the aircraft shall be advised of:

its position relative to a fix on the ILS localizer course or MLS final approach track;

the altitude to be maintained until established on the ILS localizer course or MLS final approach track to theILS glide path or specified MLS elevation angle intercept point; and

if required, clearance for the appropriate ILS or MLS approach.

6.7.3.2.8

When an aircraft is observed to overshoot the turn-on or to continue on a track which will penetrate the NTZ, theaircraft shall be instructed to return immediately to the correct track.

6.7.3.2.9

When an aircraft is observed penetrating the NTZ, the aircraft on the adjacent ILS localizer course or MLS finalapproach track shall be instructed to immediately climb and turn to the assigned altitude/height and heading in orderto avoid the deviating aircraft. Where parallel approach obstacle assessment surfaces (PAOAS) criteria are applied forthe obstacle assessment, the air traffic controller shall not issue the heading instruction to the aircraft below 120m(400 ft) above the runway threshold elevation, and the heading instruction shall not exceed 45 degrees trackdifference with the ILS localizer course or MLS final approach track.

6.7.3.2.10

Radar monitoring shall not be terminated until:visual separation is applied, provided procedures ensure that both radar controllers are advised whenevervisual separation is applied;


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the aircraft has landed, or in the case of a missed approach, is at least 2km (1.0 NM) beyond the departureend of the runway and adequate separation with any other traffic is established.

NOTE:

There is no requirement to advise the aircraft that radar monitoring is terminated.

6.7.3.4 Requirements and Procedures for Dependent Parallel Approaches

6.7.3.4.1

Dependent parallel approaches may be conducted to parallel runways provided;the runway centre lines are spaced by the distance specified in Annex 14, Volume I;

the aircraft are radar vectored to intercept the final approach track;

suitable surveillance radar with a minimum azimuth accuracy of 0.3 degrees (one sigma) and update period of5 seconds or less is available;

ILS and/or MLS approaches are being conducted on both runways;

aircraft are advised that approaches are in use to both runways (this information may be provided through theATIS);

the missed approach track for one approach diverges by at least 30 degrees from the missed approach trackof the adjacent approach; and

approach control has an override capability to aerodrome control.

6.7.3.4.2

A minimum of 300m (1000 ft) vertical separation or a minimum of 5.6km (3.0 NM) radar separation shall be providedbetween aircraft during turn-on to parallel ILS localizer courses and/or MLS final approach tracks.

6.7.3.4.3

The minimum radar separation to be provided between aircraft established on the ILS localizer course and/or MLSfinal approach track shall be:

5.6km (3.0 NM) between aircraft on the same ILS localizer course or MLS final approach track unlessincreased longitudinal separation is required due to wake turbulence; and

3.7km (2.0 NM) between successive aircraft on adjacent ILS localizer courses or MLS final approach tracks.

6.7.3.5 Requirements and Procedures for Segregated Parallel Operations

6.7.3.5.1

Segregated parallel operations may be conducted on parallel runways provided:the runway centre lines are spaced by the distance specified in Annex 14, Volume I; and

the nominal departure track diverges immediately after take-off by at least 30 degrees from the missedapproach track of the adjacent approach (see Figure 6-1 below).

6.7.3.5.2

The minimum distance between parallel runway centre lines for segregated parallel operations may be decreased by30m for each 150m that the arrival runway is staggered toward the arriving aircraft, to a minimum of 300m (seeFigure 6-2) and should be increased by 30m for each 150m that the arrival runway is staggered away from thearriving aircraft (see Figure 6-3 below).

6.7.3.5.3

The following types of approaches may be conducted in segregated parallel operations provided suitable surveillanceradar and the appropriate ground facilities conform to the standard necessary for the specific type of approachapproach:

ILS and/or MLS precision;

surveillance radar approach (SRA) or precision approach radar (PAR) approach; and

visual approach.

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


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

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

7 PROCEDURES FOR AERODROME CONTROL SERVICE

7.5 CONTROL OF AERODROME TRAFFIC

7.5.1 General

As the view from the flight deck of an aircraft is normally restricted, the controller shall ensure that instructions andinformation which require the flight crew to employ visual detection, recognition and observation are phrased in aclear, concise and complete manner.

7.5.2 Designated Positions of Aircraft in the Aerodrome Traffic and Taxi Circuits

The following positions of aircraft in the traffic and taxi circuits are the positions where the aircraft normally receiveaerodrome control tower clearances. The aircraft should be watched closely as they approach these positions so thatproper clearances may be issued without delay. Where practicable, all clearances should be issued without waiting forthe aircraft to initiate the call.

Position 1. Aircraft initiates call to taxi for departing flight. Runway-in-use information and taxi clearancesgiven.

Position 2. If there is conflicting traffic, the departing aircraft will be held at this position. Engine run-up will,when required, normally be performed here.

Position 3. Take-off clearance is issued here, if not practicable at position 2.

Position 4. Clearance to land is issued here as practicable.

Position 5. Clearance to taxi to apron is issued here.

Position 6. Parking information issued here, if necessary.

NOTE 1:

Arriving aircraft executing an instrument approach procedure will normally enter the traffic circuit on final exceptwhen visual manoeuvring to the landing runway is required.

NOTE 2:

See Figure 7-1.

7.5.3 Traffic on the Manoeuvring Area


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7.5.3.1 Control of Taxiing Aircraft

7.5.3.1.3 Use of Runway-Holding Positions

7.5.3.1.3.1

Except as provided in 7.5.3.1.3.2 or as prescribed by the appropriate ATS authority, aircraft shall not be held closerto a runway-in-use than at a runway-holding position.

NOTE:

Runway-holding position locations in relation to runways are specified in Annex 14, Volume I, Chapter 5 and arepublished in the INTRODUCTION Section.

7.5.3.1.3.2

Aircraft shall not be permitted to line up and hold on the approach end of a runway-in-use whenever another aircraftis effecting a landing, until the landing aircraft has passed the point of intended holding.

NOTE:

See Figure 7-2.

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

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

7.6 CONTROL OF TRAFFIC IN THE TRAFFIC CIRCUIT

7.6.3 Priority for Landing

7.6.3.2

In cases of emergency it may be necessary, in the interests of safety, for an aircraft to enter a traffic circuit andeffect a landing without proper authorization. Controllers should recognize the possibilities of emergency action andrender all assistance possible.

7.10 REDUCED RUNWAY SEPARATION MINIMA BETWEEN AIRCRAFT USING THE SAME RUNWAY

7.10.1

Provided that an appropriate, documented safety assessment has shown that an acceptable level of safety can bemet, lower minima than those in 7.8.2 and 7.9.1 (not published herein) may be prescribed by the appropriate ATSauthority, after consultation with the operators. The safety assessment shall be carried out for each runway for whichthe reduced minima are intended, taking into account factors such as:

runway length;


b.

c.

a.

b.

c.

a.

b.

c.

d.

e.

f.

g.

a.1.

i.

ii.

2.

i.

ii.

3.i.

ii.

b.1.

2.

3.

aerodrome layout; and

types/categories of aircraft involved.

7.10.2

All applicable procedures related to the application of reduced runway separation minima shall be published in theAeronautical Information Publication as well as in local air traffic control instructions. Controllers shall be providedwith appropriate and adequate training in the use of the procedures.

7.10.3

Reduced runway separation minima shall only be applied during the hours of daylight from 30 minutes after localsunrise to 30 minutes before local sunset.

7.10.4

For the purpose of reduced runway separation, aircraft shall be classified as follows:Category 1 aircraft: single-engine propeller aircraft with a maximum certificated take-off mass of 2000kg orless;

Category 2 aircraft: single-engine propeller aircraft with a maximum certificated take-off mass of more than2000kg but less than 7000kg; and twin-engine propeller aircraft with a maximum certificated take-off mass ofless than 7000kg;Category 3 aircraft: all other aircraft.

7.10.5

Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft.

7.10.6

Reduced runway separation minima shall be subject to the following conditions:wake turbulence separation minima shall be applied;

visibility shall be at least 5km and ceiling shall not be lower than 300m (1000 ft);

tail wind component shall not exceed 5kt;

there shall be available means, such as suitable landmarks, to assist the controller in assessing the distancesbetween aircraft. A surface surveillance system that provides the air traffic controller with position informationon aircraft may be utilized, provided that approval for operational use of such equipment includes a safetyassessment to ensure that all requisite operational and performance requirements are met;

minimum separation continues to exist between two departing aircraft immediately after take-off of thesecond aircraft;

traffic information shall be provided to the flight crew of the succeeding aircraft concerned; and

the braking action shall not be adversely affected by runway contaminants such as ice, slush, snow, water,etc.

7.10.7

Reduced runway separation minima which may be applied at an aerodrome shall be determined for each separaterunway. The separation to be applied shall in no case be less than the following minima:

landing aircraft:a succeeding landing Category I aircraft may cross the runway threshold when the preceding aircraft isa Category 1 or 2 aircraft which either:

has landed and passed a point at least 600m from the threshold of the runway, is in motionand will vacate the runway without back-tracking; or

is airborne and has passed a point at least 600m from the threshold of the runway;

a succeeding landing Category 2 aircraft may cross the runway threshold when the preceding aircraftis a Category 1 or 2 aircraft which either:

has landed and has passed a point at least 1500m from the threshold of the runway, is inmotion and will vacate the runway without backtracking; or


a succeeding landing aircraft may cross the runway threshold when a preceding Category 3 aircraft:has landed and has passed a point at least 2400m from the threshold of the runway, is inmotion and will vacate the runway without backtracking; or


departing aircraft:a Category 1 aircraft may be cleared for take-off when the preceding departing aircraft is a Category 1or 2 aircraft which is airborne and has passed a point at least 600m from the position of thesucceeding aircraft;a Category 2 aircraft may be cleared for take-off when the preceding departing aircraft is a Category 1or 2 aircraft which is airborne and has passed a point at least 1500m from the position of thesucceeding aircraft; and

an aircraft may be cleared for take-off when a preceding departing Category 3 aircraft is airborne andhas passed a point at least 2400m from the position of the succeeding aircraft.


a.

b.

c.

d.

e.

f.1.

2.

3.

4.

g.

h.

i.

a.1.

2.

3.

b.

c.

a.

7.10.7.1

Consideration should be given to increased separation between high performance single-engine aircraft and precedingCategory 1 or 2 aircraft.

7.11 PROCEDURES FOR LOW VISIBILITY OPERATIONS

7.11.2 Procedures for Control of Aerodrome Traffic When Category II/III Approaches Are in Use

7.11.2.1

The appropriate ATS authority shall establish provisions applicable to the start and continuation of precision approachcategory II/III operations as well as departure operations in RVR conditions less than a value of 550m.

7.11.3

Low visibility operations shall be initiated by or through the aerodrome control tower.

7.11.4

The aerodrome control tower shall inform the approach control unit concerned when procedures for precisionapproach category II/III and low visibility operations will be applied and also when such procedures are no longer inforce.

7.11.5

Provisions regarding low visibility operations should specify;the RVR value(s) at which the low visibility operations procedures shall be implemented;

the minimum ILS/MLS equipment requirements for category II/III operations;

other facilities and aids required for category II/III operations, including aeronautical ground lights, whichshall be monitored for normal operation;

the criteria for and the circumstances under which downgrading of the ILS/MLS equipment from categoryII/III operations capability shall be made;

the requirement to report any relevant equipment failure and degradation, without delay, to the flight crewsconcerned, the approach control unit, and any other appropriate organization;

special procedures for the control of traffic on the manoeuvring area, including;the runway-holding positions to be used;

the minimum distance between an arriving and a departing aircraft to ensure protection of thesensitive and critical areas;

procedures to verify that aircraft and vehicles have vacated the runway;

procedures applicable to the separation of aircraft and vehicles;

applicable spacing between successive approaching aircraft;

action(s) to be taken in the event low visibility operations need to be discontinued, e.g. due to equipmentfailures; and

any other relevant procedures or requirements.

NOTE:

Further information regarding the requirements for low visibility operations can be found in the Air Traffic ServicesPlanning Manual (Doc 9426) and the All Weather Operations Manual (Doc 9365).

8 RADAR SERVICES

8.2 PRESENTATION OF RADAR INFORMATION

8.2.1

Radar-derived information available for display to the controller shall, as a minimum, include radar positionindications, radar map information and, when available, information from SSR Mode A, Mode C and Mode S.

8.2.2

The radar system shall provide for a continuously updated presentation of radar-derived information, including radarposition indications.

8.2.3

Radar position indications may be displayed as:radar position symbols (RPS) including:

PSR symbols;

SSR symbols; and

combined PSR/SSR symbols;

PSR blips;

SSR responses.

8.2.4

When applicable, distinct symbols should be used for presentation of:unintentionally duplicated SSR codes;


b.

c.

predicted positions for a non-updated track; and

plot and track data.

8.2.5

Reserved SSR codes, including 7500, 7600 and 7700, operation of IDENT, safety-related alerts and warnings as wellas information related to automated coordination shall be presented in a clear and distinct manner, providing for easeof recognition.

8.2.6

Radar labels should be used to provide, in alphanumeric form, SSR-derived as well as other information which may beavailable.

8.2.7

Radar label information shall as a minimum include the SSR code transmitted by an aircraft or, when code/call signconversion is effected, aircraft identification, and SSR Mode C-derived level information. All label information shall bepresented in a clear and concise manner.

8.2.8

Radar labels shall be associated with their radar position indications in a manner precluding erroneous identificationby or confusion on the part of the controller.

8.5 USE OF SSR TRANSPONDERS

8.5.1

To ensure the safe and efficient use of SSR, pilots and controllers shall strictly adhere to published operatingprocedures. Standard radiotelephony phraseology shall be used and the correct setting of transponder codes shall beensured at all times.

8.5.2 SSR Code Management

8.5.2.1

Codes 7700, 7600 and 7500 shall be reserved internationally for use by pilots encountering a state of emergency,radio communication failure or unlawful interference, respectively.

8.5.2.2

SSR Codes are to be allocated and assigned in accordance with the following principles.

8.5.2.2.1

Codes should be allocated to States or areas in accordance with regional air navigation agreements, taking intoaccount overlapping radar coverage over adjacent airspaces.

8.5.2.2.2

The appropriate ATS authority shall establish a plan and procedures for the allocation of codes to ATS units.

8.5.2.2.3

The plan and procedures should be compatible with those practised in adjacent States.

8.5.2.2.4

The allocation of a code should preclude the use of this code for any other function within the area of coverage of thesame SSR for a prescribed time period.

8.5.2.2.5

To reduce pilot and controller workload and the need for controller/pilot communications, the number of code changesrequired of the pilot should be kept to the minimum.

8.5.2.2.6

Codes shall be assigned to aircraft in accordance with the plan and procedures laid down by the appropriate ATSauthority.

8.5.2.2.7

Where there is a need for individual aircraft identification, each aircraft shall be assigned a discrete code whichshould, whenever possible, be retained throughout the flight.

8.5.2.3

SSR Codes shall be reserved, as necessary, for exclusive use by medical aircraft operating in areas of internationalarmed conflict. SSR Codes shall be allocated by ICAO through its Regional Offices in coordination with Statesconcerned and should be assigned to aircraft for use within the area of conflict.

NOTE:

The term “medical aircraft” refers to aircraft protected under the Geneva Conventions of 1949 and under theProtocol Additional to the Geneva Conventions of 12 August 1949, and relating to the protection of victims ofinternational armed conflicts (Protocol I).

9 FLIGHT INFORMATION SERVICE AND ALERTING SERVICE


a.

b.

a.

b.

c.

d.

a.

b.

9.1 FLIGHT INFORMATION SERVICE

9.1.1 Recording and Transmission of Information on the Progress of Flights

Information on the actual progress of flights, including those of heavy or medium unmanned free balloons, underneither air traffic control service nor air traffic advisory service shall be:

recorded by the air traffic services unit serving the flight information region within which the aircraft is flyingin such a manner that it is available for reference and in case it is requested for search and rescue action;

transmitted by the air traffic services unit receiving the information to other air traffic services unitsconcerned, when so required in accordance with Chapter 10, 10.2.2 (not published herein ).

9.1.2 Transfer of Responsibility for the Provision of Flight Information Service

The responsibility for the provision of flight information service to a flight normally passes from the appropriate ATSunit in an FIR to the appropriate ATS unit in the adjacent FIR at the time of crossing the common FIR boundary.However, when coordination is required in accordance with Chapter 8, 8.2.1, but communication facilities areinadequate, the former ATS unit shall, as far as practicable, continue to provide flight information service to the flightuntil it has established two-way communication with the appropriate ATS unit in the FIR it is entering.

9.1.3 Transmission of Information

9.1.3.1 Means of Transmission

9.1.3.1.1

Except as provided in 9.1.3.2.1, information shall be disseminated to aircraft by one or more of the following meansas determined by the appropriate ATS authority:

the preferred method of directed transmission on the initiative of the appropriate ATS unit to an aircraft,ensuring that receipt is acknowledged; or

a general call, unacknowledged transmission to all aircraft concerned; or

broadcast; or

data link.

NOTE:

It should be recognized that in certain circumstances; e.g., during the last stages of a final approach, it maybe impracticable for aircraft to acknowledge directed transmissions.

9.1.3.1.2

The use of general calls shall be limited to cases where it is necessary to disseminate essential information to severalaircraft without delay; e.g., the sudden occurrence of hazards, a change of the runway-in-use, or the failure of a keyapproach and landing aid.

9.1.3.2 Transmission of Special Air-Reports, SIGMET and AIRMET Information

9.1.3.2.1

Appropriate SIGMET and AIRMET information, as well as special air-reports which have not been used for thepreparation of a SIGMET, shall be disseminated to aircraft by one or more of the means specified in 9.1.3.1.1 aboveas determined on the basis of regional air navigation agreements. Special air-reports shall be disseminated to aircraftfor a period of 60 minutes after their issuance.

9.1.3.2.2

The special air-report, SIGMET and AIRMET information to be passed to aircraft on ground initiative should cover aportion of the route up to one hour’s flying time ahead of the aircraft except when another period has beendetermined on the basis of regional air navigation agreements.

9.1.3.3 Transmission of Information Concerning Volcanic Activity

Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds shall bedisseminated to aircraft by one or more of the means specified in 9.1.3.1.1 above as determined on the basis ofregional air navigation agreements.

9.1.3.4 Transmission of Information Concerning Radioactive Materials and Toxic Chemical Clouds

Information on the release into the atmosphere of radioactive materials or toxic chemicals which could affect airspacewithin the area of responsibility of the ATS unit shall be transmitted to aircraft by one or more of the means specifiedin 9.1.3.1.1 above.

9.1.3.5 Transmission of SPECI and Amended TAF

9.1.3.5.1

Special reports in the SPECI code form and amended TAF shall be transmitted on request and supplemented by:directed transmission from the appropriate air traffic services unit of selected special reports and amendedTAF for the departure, destination and its alternate aerodromes, as listed in the flight plan; or

a general call on appropriate frequencies for the unacknowledged transmission to affected aircraft of selectedspecial reports and amended TAF; or


c.

a.

1.

2.

3.

4.

5.

b.

c.

a.

b.

c.

continuous or frequent broadcast or the use of data link to make available current METAR and TAF in areasdetermined on the basis of regional air navigation agreements where traffic congestion dictates. VOLMETbroadcasts and/or D-VOLMET should be used to serve this purpose (see Annex 11, 4.4).

9.1.3.6 Transmission of Information on Heavy or Medium Unmanned Free Balloons

Appropriate information on heavy or medium unmanned free balloons shall be disseminated to aircraft by one ormore of the means specified in 9.1.3.1.1 above.

9.1.3.7 Transmission of Information to Supersonic Aircraft

The following information shall be available at appropriate ACC’s or flight information centres for aerodromesdetermined on the basis of regional air navigation agreements and shall be transmitted on request to supersonicaircraft prior to commencement of deceleration/descent from supersonic cruise:

current meteorological reports and forecasts, except that where communications difficulties are encounteredunder conditions of poor propagation, the elements transmitted may be limited to:

mean surface wind, direction and speed (including gusts);

visibility or runway visual range;

amount and height of base of low clouds;

other significant information;

if appropriate, information regarding expected changes;

operationally significant information on the status of facilities relating to the runway in use, including theprecision approach category in the event that the lowest approach category promulgated for the runway is notavailable;

sufficient information on the runway surface conditions to permit assessment of the runway braking action.

9.1.4 Air Traffic Advisory Service

9.1.4.1 Objective and Basic Principles

9.1.4.1.1

The objective of the air traffic advisory service is to make information on collision hazards more effective than itwould be in the mere provision of flight information service. It may be provided to aircraft conducting IFR flights inadvisory airspace or on advisory routes (Class “F” airspace). Such areas or routes will be specified by the Stateconcerned.

9.1.4.1.2

Taking into account the consideration detailed in 2.4 of Annex 11, air traffic advisory service should only beimplemented where the air traffic services are inadequate for the provision of air traffic control, and the limited adviceon collision hazards otherwise provided by flight information service will not meet the requirement. Where air trafficadvisory service is implemented, this should be considered normally as a temporary measure only until such time asit can be replaced by air traffic control service.

9.1.4.1.3

Air traffic advisory service does not afford the degree of safety and cannot assume the same responsibilities as airtraffic control service in respect of the avoidance of collisions, since information regarding the disposition of traffic inthe area concerned available to the unit providing air traffic advisory service may be incomplete. To make this quiteclear, air traffic advisory service does not deliver “clearances” but only “advisory information” and it uses the words“advise” or “suggest” when a course of action is proposed to an aircraft.

NOTE:

See 9.1.4.2.2.

9.1.4.2 Aircraft

9.1.4.2.1 Aircraft Using the Air Traffic Advisory Service

IFR flights electing to use or required by the appropriate ATS authority on the basis of regional air navigationagreements to use the air traffic advisory service when operating within Class “F” airspace are expected to complywith the same procedures as those applying to controlled flights except that:

the flight plan and changes thereto are not subjected to a clearance, since the unit furnishing air trafficadvisory service will only provide advice on the presence of essential traffic or suggestions as to a possiblecourse of action;it is for the aircraft to decide whether or not it will comply with the advice or suggestion received and toinform the unit providing air traffic advisory service, without delay, of its decision;

air-ground contacts shall be made with the air traffic services unit designated to provide air traffic advisoryservice within the advisory airspace or portion thereof.

NOTE:

See Chapter 4, 4.4.2, for procedures governing submission of a flight plan.

9.1.4.2.2 Aircraft Not Using the Air Traffic Advisory Service


9.1.4.2.2.1

Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory service,shall nevertheless submit a flight plan, and notify changes made thereto to the unit providing that service.

NOTE:

See Chapter 4, 4.4.2, for procedures governing submission of a flight plan.

9.1.4.2.2.2

IFR flights intending to cross an advisory route should do so as nearly as possible at an angle of 90 degrees to thedirection of the route and at a level, appropriate to its track, selected from the table of cruising levels prescribed foruse by IFR flights operating outside controlled airspace.

9.1.4.3 Air Traffic Services Units

NOTE:

The efficiency of air traffic advisory service will depend largely on the procedures and practices in use. Itsestablishment in line with the organization, procedures and equipment of area control service, taking into accountthe basic differences of the two services, as indicated in 9.1.4.2.1.1, will help to ensure a high degree of efficiencyand promote uniformity in the various provisions of air traffic advisory service. For example, exchange ofinformation by the units concerned on the progress of an aircraft from one advisory area into an adjacent controlarea or terminal control area, and vice versa, will help to relieve pilots from repeating details of their flight plansalready filed; also, use of standard air traffic control phraseology, preceded by the word “suggest” or “advise”, willfacilitate the pilot’s understanding of air traffic advisory service intelligence.

9.1.4.3.1

An air traffic services unit providing air traffic advisory service shall:

9.1.4.3.1.1

Advise the aircraft to depart at the time specified and to cruise at the levels indicated in the flight plan if it does notforesee any conflict with other known traffic.

9.1.4.3.1.2

Suggest to aircraft a course of action by which a potential hazard may by avoided, giving priority to an aircraftalready in advisory airspace over other aircraft desiring to enter such advisory airspace.

9.1.4.3.1.3

Pass to aircraft traffic information comprising the same information as that prescribed for area control service.

9.2 ALERTING SERVICE

9.2.1 Aircraft

NOTE:

Whenever applied, the procedures for the provision of air traffic control service or air traffic advisory service takethe place of the following procedures, except when relevant procedures do not call for more than hourly positionreports, in which case the Operations Normal procedure applies.

9.2.1.1

When so required by the appropriate ATS to facilitate the provision of alerting and search and rescue services, anaircraft, prior to and when operating within or into designated areas or along designated routes, shall comply with theprovisions detailed in Annex 2, Chapter 3, concerning the submission, completion, changing and closing of a flightplan.

9.2.1.2

In addition to the above, aircraft equipped with suitable two-way radio communication shall report during the periodtwenty to forty minutes following the time of last contact, whatever the purpose of such contact, merely to indicatethat the flight is progressing according to plan, such report to comprise identification of the aircraft and the words“Operations normal” or the signal QRU.

9.2.1.3

The “Operations normal” message shall be transmitted air-ground to an appropriate air traffic services unit (e.g.,normally to the aeronautical telecommunication station serving the air traffic services unit in charge of the FIR inwhich the aircraft is flying, otherwise to another aeronautical telecommunication station to be retransmitted asrequired to the air traffic services unit in charge of the FIR).

9.2.1.4

It may be advisable, in case of a SAR operation of a substantial duration, to promulgate by NOTAM the lateral andvertical limits of the area of SAR action, and to warn aircraft not engaged in actual SAR operations and not controlledby air traffic control to avoid such areas unless otherwise authorized by the appropriate ATS unit.

9.2.2 Air Traffic Services Units

9.2.2.1


a.

b.

c.1.

2.

—

—

—

—

a.

b.

c.

When no report from an aircraft has been received within a reasonable period of time (which may be a specifiedinterval prescribed on the basis of regional air navigation agreements) after a scheduled or expected reporting time,the ATS unit shall, within the stipulated period of thirty minutes, endeavor to obtain such report in order to be in aposition to apply the provisions relevant to the “Uncertainty Phase” (Annex 11, 5.2.1 refers) should circumstanceswarrant such application.

9.2.2.2

When alerting service is required in respect of a flight operated through more than one FIR or control area, and whenthe position of the aircraft is in doubt, responsibility for coordinating such service shall rest with the ATS unit of theFIR or control area:

within which the aircraft was flying at the time of last air-ground radio contact;

that the aircraft was about to enter when last air-ground contact was established at or close to the boundaryof two FIRs or control areas;

within which the aircraft’s intermediate stop or final destination point is located:if the aircraft was not equipped with suitable two-way radio communications equipment; or

was not under obligation to transmit position reports.

9.2.2.3

The unit responsible for alerting service in accordance with 9.2.2.2, shall:notify units providing alerting service in other affected FIRs or control areas of the emergency phase orphases, in addition to notifying the rescue coordination centre associated with it;

request those units to assist in the search for any useful information pertaining to the aircraft presumed to bein an emergency, by all appropriate means and especially those indicated in 5.3 of Annex 11 (Use ofCommunication Facilities);

collect the information gathered during each phase of the emergency and, after verifying it as necessary,transmit it to the rescue coordination centre;

announce the termination of the state of emergency as circumstances dictate.

12 PHRASEOLOGIES

12.2 GENERAL

12.2.1

Most phraseologies contained in Section 12.3 of this Chapter show the text of a complete message without call signs.They are not intended to be exhaustive, and when circumstances differ, pilots, ATS personnel and other groundpersonnel will be expected to use plain language which should be as clear and concise as possible, to the levelspecified in the ICAO language proficiency requirements contained in Annex 1—Personnel Licensing (not publishedherein), in order to avoid possible confusion by those persons using a language other than one of their nationallanguages.

12.2.2

The phraseologies are grouped according to types of air traffic service for convenience of reference. However, usersshall be familiar with, and use as necessary, phraseologies from groups other than those referring specifically to thetype of air traffic service being provided. All phraseologies shall be used in conjunction with call signs (aircraft, groundvehicle, ATC or other) as appropriate. In order that the phraseologies listed should be readily discernible in Section12.3, call signs have been omitted. Provisions for the compilation of RTF messages, call signs and procedures arecontained in Annex 10, Volume II, Chapter 5.

NOTE:

Extracts from paragraph 5.2 “Radiotelephony Procedures” are published as Appendix A at the end of this chapter.

12.2.3

Section 12.3 includes phrases for use by pilots, ATS personnel and other ground personnel.

12.2.4

During operations in or vertical transit through reduced vertical separation minimum (RVSM) airspace with aircraft notapproved for RVSM operations, pilots shall report non-approved status in accordance with 12.3.1.12 c) as follows:

at initial call on any channel within RVSM airspace;

in all requests for level changes; and

in all read-backs of level clearances.

12.2.5

Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting RVSM non-approvedstatus.

12.2.6

Phraseologies for the movement of vehicles, other than tow-tractors, on the manoeuvring area shall be the same asthose used for the movement of aircraft, with the exception of taxi instructions, in which case the word “PROCEED”shall be substituted for the word “TAXI” when communicating with vehicles.

12.2.7


a.

b.

c.

d.

a.

b.

c.

Conditional phrases, such as “behind landing aircraft” or “after departing aircraft”, shall not be used for movementsaffecting the active runway(s), except when the aircraft or vehicles concerned are seen by the appropriate controllerand pilot. The aircraft or vehicle causing the condition in the clearance issued shall be the first aircraft/vehicle to passin front of the other aircraft concerned. In all cases a conditional clearance shall be given in the following order andconsist of:

identification;

the condition;

the clearance; and.

brief reiteration of the condition,

For Example: “SAS 941, BEHIND DC9 ON SHORT FINAL, LINE UP BEHIND”.

NOTE:

This implies the need for the aircraft receiving the conditional clearance to identify the aircraft or vehicle causing theconditional clearance.

12.2.8

The phraseology in Section 12.3 does not include phrases and regular radiotelephony procedure words contained inAnnex 10, Volume II.

12.2.9

Words in parentheses indicate that specific information, such as a level, a place or a time, etc., must be inserted tocomplete the phrase, or alternatively that optional phrases may be used. Words in square parentheses indicateoptional additional words or information that may be necessary in specific instances.

12.2.10

Examples of the application of the phraseologies may be found in the Manual of Radiotelephony (Doc 9432).

12.3 PHRASEOLOGIES

12.3.1 General

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in Bold Type)

12.3.1.1 Description of Levels [subsequentlyreferred to as “(level)”]

FLIGHT LEVEL (number) ; or

(number) METRES; or

(number) FEET.

12.3.1.2 Level Changes, Reports and Rates

. . . instruction that a climb (or descent) to alevel within the vertical range defined is to

commence

CLIMB (or DESCEND); followed as

. . . for SST aircraft only


b.

c.

d.

e.

f.

g.

h.

i.

j.

k.

l.

m.

n.

o.

p.

q.

r.

s.

t.

u.

v.


MAINTAIN AT LEAST (number )METRES (or FEET) ABOVE (or BELOW)(aircraft call sign );

REQUEST LEVEL (or FLIGHT LEVEL orALTITUDE) CHANGE FROM (name of unit ) AT (time or significant point);

STOP CLIMB (or DESCENT) AT (level);

CONTINUE CLIMB (or DESCENT) TO(level );

EXPEDITE CLIMB (or DESCENT)[UNTIL PASSING (level )];

WHEN READY CLIMB (or DESCEND) TO(level );

EXPECT CLIMB (or DESCENT) AT(time or significant point );

REQUEST DESCENT AT ( time ) ;

. . . to require action at a specific time orplace

IMMEDIATELY;

AFTER PASSING (significant point );

AT (time or significant point );

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

. . . to require an aircraft to climb or descendmaintaining own separation and VMC

MAINTAIN OWN SEPARATION AND VMC [FROM (level )] [TO (level )];

MAINTAIN OWN SEPARATION AND VMC ABOVE (or BELOW, or TO) (level);

. . . when there is doubt that an aircraft cancomply with a clearance or instruction

IF UNABLE (alternative instructions) AND ADVISE;

. . . when a pilot is unable to comply with aclearance or instruction

UNABLE;

. . . after modifying vertical speed to complywith an ACAS resolution advisory (pilot and

controller interchange)

TCAS CLIMB (or DESCENT );

(acknowledgment );

. . . after ACAS “Clear of Conflict” isannunciated (pilot and controller interchange)

RETURNING TO (assigned clearance );

(acknowledgment ) (or alternative instructions );

. . . after the response to an ACAS resolutionadvisory is completed (pilot and controller

interchange)

TCAS CLIMB (or DESCENT ),RETURNING TO (assigned


w.

x.

y.

z.

aa.

a.

b.

c.

d.

e.

f.

g.

h.

i.

j.

a.

b.


clearance );


. . . after returning to clearance afterresponding to an ACAS resolution advisory

(pilot / controller interchange)

TCAS CLIMB (or DESCENT ),COMPLETED (assigned clearance )RESUMED;


. . . when unable to comply with a clearancebecause of an ACAS resolution advisory (pilot

/ controller interchange)

UNABLE, TCAS RESOLUTION ADVISORY ;

(acknowledgment );

12.3.1.3 Transfer of Control and/or Frequency Change

CONTACT (unit call sign )(frequency ) [NOW];

AT (or OVER) (time or place ) [orWHEN] [PASSING/LEAVING/REACHING(level )] CONTACT (unit call sign )(frequency );

IF NO CONTACT (instructions );

NOTE:

An aircraft may be requested to “STAND BY”on a frequency when it is intended that theATS unit will initiate communications soonand to “MONITOR” a frequency wheninformation is being broadcast thereon.

STAND-BY (frequency ) FOR (unit call sign );

REQUEST CHANGE TO ( frequency );

FREQUENCY CHANGE APPROVED;

MONITOR (unit call sign )(frequency );

MONITORING ( frequency ) ;

WHEN READY CONTACT (unit call sign ) (frequency );

REMAIN THIS FREQUENCY.

12.3.1.4 8.33 kHz Channel Spacing

NOTE:

In this paragraph, the term “point” is usedonly in the context of naming the 8.33 kHzchannel spacing concept and does notconstitute any change to existing ICAOprovisions or phraseology regarding the useof the term “decimal.”

. . . to request confirmation of 8.33 kHzcapability

CONFIRM EIGHT POINT THREE THREE;

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


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

. . . to request UHF capability CONFIRM UHF;

. . . to indicate UHF capability AFFIRM UHF;

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

. . . to request status in respect of 8.33 kHzexemption

CONFIRM EIGHT POINT THREE THREEEXEMPTED;

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

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

. . . to indicate that a certain clearance isgiven because otherwise a non-equipped

and/or non-exempted aircraft would enterairspace of mandatory carriage

DUE EIGHT POINT THREE THREE REQUIREMENT.

12.3.1.5 Change of Call Sign

. . . to instruct an aircraft to change its type ofcall sign

CHANGE YOUR CALL SIGN TO (new call sign ) [UNTIL FURTHERADVISED];

. . . to advise an aircraft to revert to the callsign indicated in the flight plan

REVERT TO FLIGHT PLAN CALL SIGN (call sign ) [AT (significant point )].

12.3.1.6 Traffic Information

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

NO REPORTED TRAFFIC;

. . . to acknowledge traffic information LOOKING OUT ;

TRAFFIC IN SIGHT ;

NEGATIVE CONTACT [ reasons ] ;

[ADDITIONAL] TRAFFIC (direction )BOUND (type of aircraft ) (level )ESTIMATED (or OVER) (significant point ) AT (time );

TRAFFIC IS (classification )UNMANNED FREE BALLOON(S) WAS [or ESTIMATED] OVER (place ) AT(time ) REPORTED (level(s) ) [orLEVEL UNKNOWN] MOVING (direction) (other pertinent information, ifany ).


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12.3.1.7 Meteorological Conditions [SURFACE] WIND (number )DEGREES (speed ) (units );

WIND AT (level ) (number ) DEGREES(number ) KILOMETRES PER HOUR(or KNOTS);

NOTE:

Wind is always expressed by givingthe mean direction and speed and any significant variations thereof.

VISIBILITY (distance ) (units )[direction ];

RUNWAY VISUAL RANGE (or RVR)[RUNWAY (number )] (distance )(units );

RUNWAY VISUAL RANGE (or RVR)[RUNWAY (number )] NOT AVAILABLE(or NOT REPORTED);

. . . for multiple RVR observations RUNWAY VISUAL RANGE (or RVR)[RUNWAY (number )] (first position) (distance ) (units ), (second position ) (distance ) (units ), (third position ) (distance ) (units );

NOTE 1:

Multiple RVR observations are always representative of the touchdownzone, midpoint zone and the roll-out / stop end zone respectively.

NOTE 2:

Where reports for three locations aregiven, the indication of these locations may be omitted, providedthat the reports are passed in the order of touchdown zone, followed bythe midpoint zone and ending with the roll-out/stop end zone report.

. . . in the event that RVR information on anyone position is not available this informationwill be included in the appropriate sequence

RUNWAY VISUAL RANGE (or RVR)[RUNWAY (number )] (first position) (distance ) (units ), (second position ) NOT AVAILABLE, (thirdposition ) (distance ) (units );

PRESENT WEATHER (details );

CLOUD (amount , [(type )] and height of base ) (units ) (or SKYCLEAR);

NOTE:

Details of the means to describe theamount and type of cloud are in


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Chapter 11, 11.4.3.2.3.5.

CAVOK;

NOTE:

CAVOK pronounced CAV-O-KAY.

TEMPERATURE [MINUS] (number )(and/or DEW-POINT [MINUS](number ));

QNH (number ) [(units )];

QFE (number ) [(units )];

(aircraft type ) REPORTED(description ) ICING (orTURBULENCE) [IN CLOUD] (area )(time );

REPORT FLIGHT CONDITIONS.

12.3.1.8 Position Reporting NEXT REPORT AT (significant point );

. . . to omit position reports until a specifiedposition

OMIT POSITION REPORTS [UNTIL (specify )];

RESUME POSITION REPORTING.

12.3.1.9 Additional Reports REPORT PASSING (significant point);

. . . to request a report at a specified place ordistance

REPORT (distance ) FROM (name of DME station ) DME;

REPORT PASSING (three digits )RADIAL (name of VOR ) VOR;

. . . to request a report of present position REPORT DISTANCE FROM (significant point );

REPORT DISTANCE FROM (name of DME station ) DME.

12.3.1.10 Aerodrome Information [(location )] RUNWAY SURFACECONDITION RUNWAY (number )(condition );

[(location )] RUNWAY SURFACECONDITION RUNWAY (number ) NOTCURRENT;

LANDING SURFACE (condition );

CAUTION CONSTRUCTION WORK (location );


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CAUTION (specify reasons ) RIGHT(or LEFT), (or BOTH SIDES) OFRUNWAY [number ];

CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any necessary advice );

RUNWAY REPORT AT (observation time ) RUNWAY (number ) (type of precipitant ) UP TO (depth of deposit ) MILLIMETERS. BRAKINGACTION GOOD (or MEDIUM TO GOOD,or MEDIUM, or MEDIUM TO POOR, orPOOR or UNRELIABLE) [and/orBRAKING COEFFICIENT (equipment and number )];

BRAKING ACTION REPORTED BY (aircraft type ) AT (time ) GOOD (orMEDIUM, or POOR);

BRAKING ACTION [(location )](measuring equipment used ),RUNWAY (number ), TEMPERATURE[MINUS} (number ), WAS (reading )AT (time );

RUNWAY (or TAXIWAY) (number )WET [or DAMP, WATER PATCHES,FLOODED (depth ), or SNOWREMOVED (length and width as applicable ), or TREATED, orCOVERED WITH PATCHES OF DRYSNOW (or WET SNOW, or COMPACTEDSNOW, or SLUSH, or FROZEN SLUSH,or ICE, or ICE UNDERNEATH, or ICEAND SNOW, or SNOWDRIFTS orFROZEN RUTS AND RIDGES)];

TOWER OBSERVES (weather information );

PILOT REPORTS (weather information );

12.3.1.11 Operational Status of Visual andNon-Visual Aids

(specify visual or non-visual aid )RUNWAY (number ) (description of deficiency );

(type) LIGHTING (unserviceability)

MLS/ILS CATEGORY (category )(serviceability state );

TAXIWAY LIGHTING (description of deficiency );

(type of visual approach slopeindicator ) RUNWAY (number )(description of deficiency );

12.3.1.12 Reduced Vertical Separation Minimum (RVSM) Operations


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. . . to ascertain RVSM approval status of anaircraft

CONFIRM RVSM APPROVED;

. . . to report RVSM approved status AFFIRM RVSM;

. . . to report RVSM non-approved statusfollowed by supplementary information

NEGATIVE RVSM [(supplementary information, e.g. State Aircraft )];

NOTE:

See 12.2.4 and 12.2.5 for proceduresrelating to operations in RVSM airspace by aircraft with non-approved status.

. . . to deny ATC clearance into RVSM airspace UNABLE ISSUE CLEARANCE INTORVSM AIRSPACE, MAINTAIN [orDESCEND TO, or CLIMB TO] (level );

. . . to report when severe turbulence affectsthe capability of an aircraft to maintain height-keeping requirements for RVSM

UNABLE RVSM DUE TURBULENCE;

. . . to report that the equipment of an aircrafthas degraded below minimum aviation system

performance standards

UNABLE RVSM DUE EQUIPMENT;

. . . to request an aircraft to provideinformation as soon as RVSM-approved status

has been regained or the pilot is ready toresume RVSM operations

REPORT WHEN ABLE TO RESUME RVSM;

. . . to request confirmation that an aircrafthas regained RVSM-approved status or a pilot

is ready to resume RVSM operations

CONFIRM ABLE TO RESUME RVSM;

. . . to report ability to resume RVSMoperations after an equipment or

weather-related contingency

READY TO RESUME RVSM.

12.3.1.13 GNSS Service Status GNSS REPORTED UNRELIABLE (orGNSS MAY NOT BE AVAILABLE [DUETO INTERFERENCE]);

IN THE VICINITY OF (location ) (radius )[BETWEEN (levels )]; or

IN THE AREA OF (description ) (or IN (name) FIR) [BETWEEN (levels )];

BASIC GNSS (or SBAS, or GBAS)UNAVAILABLE FOR (specify operation ) [FROM (time ) TO (time )(or UNTIL FURTHER NOTICE)];

BASIC GNSS UNAVAILABLE [DUE TO (reason e.g. LOSS OF RAIM or RAIM ALERT )];

GBAS (or SBAS ) UNAVAILABLE .


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12.3.1.14 Degradation of Aircraft Navigation Performance

UNABLE RNP (specify type ) (or RNAV) [DUETO (reason e.g. LOSS OF RAIM or RAIMALERT)].

12.3.2 Area Control Services

CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

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

(aircraft call sign ) CLEARED TO;

RECLEARED (amended clearance details ) [RESTOF CLEARANCE UNCHANGED];

RECLEARED (amended route portion ) TO(significant point of original route ) [REST OFCLEARANCE UNCHANGED];

ENTER CONTROLLED AIRSPACE (or CONTROLZONE) [VIA (significant point or route )] AT(level ) [AT (time )];

LEAVE CONTROLLED AIRSPACE (or CONTROL ZONE)[VIA (significant point or route )] AT (level ) (orCLIMBING, or DESCENDING);

JOIN (specify ) AT (significant point ) AT (level )[AT (time )].

12.3.2.2 Indication of Route and ClearanceLimit

FROM (location ) TO (location );

TO (location ), followed as necessary by :

DIRECT;

VIA (route and/or significant points );

VIA FLIGHT PLANNED ROUTE;

NOTE:

Conditions associated with the use of thisphrase are in Chapter 4, 4.5.7.2.

VIA (distance ) DME ARC (direction ) OF(name of DME station );

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

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

MAINTAIN (level ) UNTIL PASSING (significant point );

MAINTAIN (level ) UNTIL (minutes ) AFTERPASSING (significant point );

MAINTAIN (level ) UNTIL (time );

MAINTAIN (level ) UNTIL ADVISED BY (name of unit );


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MAINTAIN (level ) UNTIL FURTHER ADVISED;

MAINTAIN (level ) WHILE IN CONTROLLEDAIRSPACE;

MAINTAIN BLOCK (level ) TO (level ).

NOTE:

The term “MAINTAIN” is not to be used in lieu of“DESCEND” or “CLIMB” when instructing an aircraftto change level.

12.3.2.4 Specification of Cruising Levels CROSS (significant point ) AT (or ABOVE, orBELOW) (level );

CROSS (significant point ) AT (time ) OR LATER(or BEFORE) AT (level );

CRUISE CLIMB BETWEEN (levels ) (or ABOVE)(level );

CROSS (distance ) DME [(direction )] OF (name of DME station ) (or (distance ) [(direction )] OF(significant point ) AT (or ABOVE or BELOW)(level ).

12.3.2.5 Emergency Descent EMERGENCY DESCENT ( intentions ) ;

ATTENTION ALL AIRCRAFT IN THE VICINITY OF [orAT] (significant point or location ) EMERGENCYDESCENT IN PROGRESS FROM (level ) (followed asnecessary by specific instructions, clearances, traffic information, etc.).

12.3.2.6 If Clearance Cannot be IssuedImmediately upon Request

EXPECT CLEARANCE (or type of clearance ) AT (time ).

12.3.2.7 When Clearance for Deviation Cannot be Issued

UNABLE, TRAFFIC (direction ) BOUND (type of aircraft )(level ) ESTIMATED (or OVER) (significant point ) AT (time) CALL SIGN (call sign ) ADVISE INTENTIONS.

12.3.2.8 Separation Instructions CROSS (significant point ) AT (time ) [OR LATER(or OR BEFORE)];

ADVISE IF ABLE TO CROSS (significant point ) AT(time );

MAINTAIN MACH (number ) [OR GREATER (or ORLESS)] [UNTIL (significant point )];

DO NOT EXCEED MACH (number ).

12.3.2.9 Instructions Associated withFlying a Track (Offset), Parallel to the Cleared Route

ADVISE IF ABLE TO PROCEED PARALLEL OFFSET;

PROCEED OFFSET (distance) RIGHT/LEFT OF (route)(track) [CENTRE LINE] [AT (significant point ortime)] [UNTIL (significant point or time)];

CANCEL OFFSET (instructions to rejoin cleared flight route or other information ).

12.3.3 Approach Control Service


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12.3.3.1 Departure Instructions [AFTER DEPARTURE] TURN RIGHT (or LEFT)HEADING (three digits ) (or CONTINUE RUNWAYHEADING) (or TRACK EXTENDED CENTRE LINE) TO(level or significant point ) [(other instructions as required )];

AFTER REACHING (or PASSING) (level or significant point ) (instructions );

TURN RIGHT (or LEFT) HEADING (three digits ) TO(level ) [TO INTERCEPT (track, route, airway,etc. )];

(standard departure name and number )DEPARTURE;

TRACK (three digits ) DEGREES [MAGNETIC (orTRUE)] TO (or FROM) (significant point ) UNTIL(time, or REACHING (fix or significant point orlevel) ) [BEFORE PROCEEDING ON COURSE];

CLEARED VIA (designation ).

NOTE:

Conditions associated with the use of this phraseare in Chapter 4, 4.5.7.2.

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

CLEARED TO (clearance limit ) VIA (designation);

CLEARED (or PROCEED) VIA (details of route to be followed );

CLEARED (type of approach ) APPROACH[RUNWAY (number )];

CLEARED (type of approach ) RUNWAY (number )FOLLOWED BY CIRCLING TO RUNWAY (number );

CLEARED APPROACH [RUNWAY (number )];

COMMENCE APPROACH AT (time );

REQUEST STRAIGHT-IN [( type of approach )] APPROACH [RUNWAY ( number )] ;

CLEARED STRAIGHT-IN [(type of approach )]APPROACH [RUNWAY (number)];

REPORT VISUAL:

REPORT RUNWAY [LIGHTS] IN SIGHT;

REQUEST VISUAL APPROACH ;

CLEARED VISUAL APPROACH RUNWAY (number );

REPORT (significant point ) [OUTBOUND, or INBOUND];

REPORT COMMENCING PROCEDURE TURN;

REQUEST VMC DESCENT;


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MAINTAIN OWN SEPARATION;

MAINTAIN VMC;

ARE YOU FAMILIAR WITH (name ) APPROACHPROCEDURE;

REQUEST ( type of approach ) APPROACH [RUNWAY ( number )].

REQUEST ( MLS/RNAV plain language designator ) ;

CLEARED (MLS/RNAV plain language designator).

12.3.3.3 Holding Clearances

. . . visual HOLD VISUAL [OVER] (position ), (or BETWEEN(two prominent landmarks) );

. . . published holding procedures overa facility or fix

CLEARED (or PROCEED) TO (significant point, name of facility or fix ) [MAINTAIN (or CLIMB orDESCEND TO) (level ) HOLD [(direction)] ASPUBLISHED EXPECT APPROACH CLEARANCE (orFURTHER CLEARANCE) AT (time );

REQUEST HOLDING INSTRUCTIONS;

. . . when a detailed holding clearanceis required

CLEARED (or PROCEED) TO (significant point, name of facility or fix ) [(MAINTAIN (or CLIMB orDESCEND TO) (level )] HOLD [(direction )][(specified ) RADIAL, COURSE, INBOUND TRACK(three digits ) DEGREES] [RIGHT (or LEFT) HANDPATTERN] [OUTBOUND TIME (number ) MINUTES]EXPECT APPROACH CLEARANCE (or FURTHERCLEARANCE) AT (time ) (additional instructions, if necessary );

CLEARED TO THE (three digits ) RADIAL OF THE(name ) VOR AT (distance ) DME FIX [MAINTAIN(or CLIMB or DESCEND TO) (level )] HOLD[(direction )] [RIGHT (or LEFT) HAND PATTERN][OUTBOUND TIME (number ) MINUTES] EXPECTAPPROACH CLEARANCE (or FURTHER CLEARANCE)AT (time ) (additional instructions, if necessary);

CLEARED TO THE (three digits ) RADIAL OF THE(name ) VOR AT (distance ) DME FIX [MAINTAIN(or CLIMB or DESCEND TO) (level )] HOLDBETWEEN (distance ) AND (distance ) DME [RIGHT(or LEFT) HAND PATTERN] EXPECT APPROACHCLEARANCE (or FURTHER CLEARANCE) AT (time )(additional instructions, if necessary );

12.3.3.4 Expected Approach Time NO DELAY EXPECTED;

EXPECTED APPROACH TIME (time );

REVISED EXPECTED APPROACH TIME (time );

DELAY NOT DETERMINED (reasons ).


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12.3.4 Phraseologies for use on and in the Vicinity of the Aerodrome


12.3.4.1 Identification of Aircraft SHOW LANDING LIGHT.

12.3.4.2 Acknowledgment by VisualMeans

ACKNOWLEDGE BY MOVING AILERONS (orRUDDER);

ACKNOWLEDGE BY ROCKING WINGS;

ACKNOWLEDGE BY FLASHING LANDING LIGHTS.

12.3.4.3 Starting Procedures

. . . to request permission to startengines

[ aircraft location ] REQUEST START UP;

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

. . . ATC replies START UP APPROVED;

START UP AT (time );

EXPECT START UP AT (time );

START UP AT OWN DISCRETION;

EXPECT DEPARTURE (time ) START UP AT OWNDISCRETION.

12.3.4.4 Push Back Procedures

NOTE:

When local procedures soprescribe, authorization for push back should be obtained from thecontrol tower.

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

PUSHBACK APPROVED;

STANDBY;

PUSHBACK AT OWN DISCRETION;

EXPECT (number ) MINUTES DELAY DUE (reason );

12.3.4.5 Towing Procedures * REQUEST TOW [ company name ] ( aircraft type ) FROM ( location) TO ( location ) ;

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

HOLD POSITION;

STANDBY.

* Denotes Transmission from Aircraft/Tow VehicleCombination


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12.3.4.6 To Request Time Check and/or Aerodrome Data for Departure

REQUEST TIME CHECK;

TIME (time )

. . . when no ATIS broadcast is available

REQUEST DEPARTURE INFORMATION;

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

NOTE:

If multiple visibility and RVR observations areavailable, those that represent the roll-out/stopend zone should be used for take-off.

12.3.4.7 Taxi Procedures

. . . for departure [ aircraft type ] [ wake turbulence category if“heavy” ] [ aircraft location ] REQUEST TAXI (intentions ) ;

[ aircraft type ] [ wake turbulence category if“heavy” ] [ aircraft location ] ( flight rules ) TO ( aerodrome of destination ) REQUEST TAXI (intentions ) ;

TAXI TO HOLDING POINT [number ] [RUNWAY(number )] [HOLD SHORT OF RUNWAY (number )(or CROSS RUNWAY (number ))] [TIME (time )];

. . . where detailed taxi instructionsare required

[ aircraft type ] [ wake turbulence category if“heavy” ] REQUEST DETAILED TAXI INSTRUCTIONS;

TAXI TO HOLDING POINT [(number )] [RUNWAY(number)] VIA (specific route to be followed )[TIME (time )] [HOLD SHORT OF RUNWAY (number)] (or CROSS RUNWAY (number ))];

. . . where aerodrome information isnot available from an alternative

source such as ATIS

TAXI TO HOLDING POINT [(number )] (followed by aerodrome information as applicable ) [TIME(minutes )];

TAKE (or TURN) FIRST (or SECOND) LEFT (orRIGHT);

TAXI VIA (identification of taxiway );

TAXI VIA RUNWAY (number );

TAXI TO TERMINAL (or other location, e.g.GENERAL AVIATION AREA) [STAND (number )];

. . . for helicopter operations REQUEST AIR-TAXIING FROM ( or VIA) TO (location or routing as appropriate );

AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel,etc.) ];


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AIR-TAXI VIA (direct, as requested, or specified route ) TO (location, heliport, operating ormovement area, active or inactive runway ).AVOID (aircraft or vehicles or personnel );

. . . after landing REQUEST BACKTRACK;

BACKTRACK APPROVED;

BACKTRACK RUNWAY (number );

. . . general [ aircraft location ] REQUEST TAXI TO (destination on aerodrome );

TAXI STRAIGHT AHEAD;

TAXI WITH CAUTION;

GIVE WAY TO (description and position of other aircraft );

GIVING WAY TO ( traffic );

TRAFFIC ( or type of aircraft ) IN SIGHT;

TAXI INTO HOLDING BAY;

FOLLOW (description of other aircraft or vehicle);

VACATE RUNWAY;

RUNWAY VACATED;

EXPEDITE TAXI [reason ];

EXPEDITING;

[CAUTION] TAXI SLOWER [reason ];

SLOWING DOWN.

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

*HOLD POSITION;

*HOLD (distance ) FROM (position );

. . . to hold not closer to a runway than specified in Chapter 7,

7.5.3.1.3.1.

*HOLD SHORT OF (position );

**HOLDING

**HOLDING SHORT.

* Requires specific acknowledgment from the pilot.

** The procedure words ROGER and WILCO areinsufficient acknowledgment of the instructions HOLD,HOLD POSITION and HOLD SHORT OF (position). Ineach case the acknowledgment shall be by the phraseology HOLDING or HOLDING SHORT, asappropriate.


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

NOTE:

If the control tower is unable to see the crossingaircraft (e.g., night, low visibility, etc.), theinstruction should always be accompanied by arequest to report when the aircraft has vacated the runway.

CROSS RUNWAY (number ) [REPORT VACATED];

EXPEDITE CROSSING RUNWAY (number ) TRAFFIC(aircraft type ) (distance ) KILOMETERS (orMILES) FINAL;

TAXI TO HOLDING POSITION [number] [RUNWAY(number)] VIA (specific route to be followed), [HOLD SHORT OF RUNWAY (number)] or [CROSS RUNWAY(number)];

NOTE:

The pilot will, when requested,report “RUNWAY VACATED” whenthe aircraft is well clear of therunway.

RUNWAY VACATED.

12.3.4.10 Preparation for Take-Off UNABLE TO ISSUE (designator ) DEPARTURE(reasons );

REPORT WHEN READY [FOR DEPARTURE];

ARE YOU READY [FOR DEPARTURE]?;

ARE YOU READY FOR IMMEDIATE DEPARTURE?;

READY:

. . . if unable to issue take-offclearance

WAIT [reason ];

. . . clearance to enter runway andawait take-off clearance

LINE UP AND WAIT;

LINE UP RUNWAY (number );

LINE UP. BE READY FOR IMMEDIATE DEPARTURE;

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

Provisions concerning the use of conditionalclearances are contained in 12.2.4

. . . acknowledgment of aconditional clearance

( condition ) LINING UP (brief reiteration of the condition) ;

. . . confirmation or otherwise of the readback of conditional clearance

[THAT IS] CORRECT (or NEGATIVE) [I SAYAGAIN]... (as appropriate ).


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12.3.4.11 Take-off Clearance RUNWAY (number ) CLEARED FOR TAKE-OFF[REPORT AIRBORNE];

. . . when reduced runwayseparation is used

(traffic information) RUNWAY (number )CLEARED FOR TAKE-OFF;

. . . when take-off clearance has notbeen complied with

TAKE OFF IMMEDIATELY OR VACATE RUNWAY [(instructions )];

TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;

. . . to cancel a take-off clearance HOLD POSITION, CANCEL TAKE-OFF I SAY AGAINCANCEL TAKE-OFF (reasons );

*HOLDING;

. . . to stop a take-off after anaircraft has commenced take-off roll

STOP IMMEDIATELY (repeat aircraft call sign)STOP IMMEDIATELY;

*STOPPING;

. . . for helicopter operations CLEARED FOR TAKE-OFF [FROM (location )](present position, taxiway, final approach andtake-off area, runway and number );

REQUEST DEPARTURE INSTRUCTIONS;

AFTER DEPARTURE TURN RIGHT (or LEFT, orCLIMB) (instructions as appropriate ).

* HOLDING and STOPPING are the proceduralresponses to e. and g respectively.

12.3.4.12 Turn or Climb Instructions After Take-Off

REQUEST RIGHT ( or LEFT) TURN ;

RIGHT (or LEFT) TURN APPROVED;

WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;

. . . to request airborne time REPORT AIRBORNE;

AIRBORNE (time );

AFTER PASSING (level ) (instructions );

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

. . . when a specific track is to be followed

TRACK EXTENDED CENTRE LINE (instructions );

CLIMB STRAIGHT AHEAD (instructions ).

12.3.4.13 Entering an Aerodrome TrafficCircuit

[ aircraft type ] ( position ) ( level ) FOR LANDING ;

JOIN (direction of circuit ) (position in circuit )(runway number ) [SURFACE] WIND (direction and speed ) (units ) [TEMPERATURE [MINUS](number )] QNH (or QFE) (number ) [(units )]


c.

d.

e.

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b.

a.

b.

c.

d.

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b.

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e.

f.

g.

h.

i.


[TRAFFIC (detail )];

MAKE STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed ) (units )[TEMPERATURE [MINUS] (number )] QNH (or QFE)(number ) [(units )] [TRAFFIC (detail )];

. . . when ATIS information is available

( aircraft type ) ( position ) ( level ) INFORMATION ( ATIS identification ) FOR LANDING ;

JOIN (position in circuit ) [RUNWAY (number )QNH (or QFE) (number ) [(units )] [TRAFFIC(detail )].

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

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

12.3.4.15 Approach Instructions MAKE SHORT APPROACH;

NOTE:

The report “LONG FINAL” is madewhen aircraft turn on to finalapproach at a distance greaterthan 7km (4 NM) from touchdownor when an aircraft on a straight-inapproach is 15km (8 NM) fromtouchdown. In both cases a report“FINAL” is required at 7km (4 NM)from touchdown.

MAKE LONG APPROACH (or EXTEND DOWNWIND);

REPORT BASE (or FINAL, or LONG FINAL);

CONTINUE APPROACH [PREPARE FOR POSSIBLE GOAROUND].

12.3.4.16 Landing Clearance RUNWAY (number ) CLEARED TO LAND;

. . . when reduced runwayseparation is used

(traffic information ) RUNWAY (number )CLEARED TO LAND;

. . . special operations CLEARED TOUCH AND GO;

MAKE FULL STOP;

. . . to make an approach along, orparallel to a runway, descending to

an agreed minimum level

REQUEST LOW APPROACH ( reasons ) ;

CLEARED LOW APPROACH [RUNWAY (number )][(altitude restriction if required ) (go around instructions )];

. . . to fly past the control tower orother observation point for the purpose of visual inspection by

persons on the ground

REQUEST LOW PASS ( reasons ) ;

CLEARED LOW PASS [as in f.] ;

. . . for helicopter operations REQUEST STRAIGHT-IN ( or CIRCLING APPROACH, LEFT ( or RIGHT) TURN TO (location );


j.

a.

b.

c.

a.

b.

a.

b.

c.

d.

e.

f.

g.

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b.

c.

d.

e.

f.

g.


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

12.3.4.17 Delaying Aircraft CIRCLE THE AERODROME;

ORBIT (RIGHT, or LEFT) [FROM PRESENTPOSITION];

MAKE ANOTHER CIRCUIT.

12.3.4.18 Missed Approach GO AROUND;

GOING AROUND.

12.3.4.19 Information to Aircraft

. . . when pilot requested visual inspection of landing gear

LANDING GEAR APPEARS DOWN;

RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (orDOWN);

WHEELS APPEAR UP;

RIGHT (or LEFT, or NOSE) WHEEL DOES NOTAPPEAR UP (or DOWN);

. . . wake turbulence CAUTION WAKE TURBULENCE [FROM ARRIVING (ORDEPARTING) (type of aircraft)] [(additional information as required)];

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

. . . propeller-driven aircraft slipstream

CAUTION SLIPSTREAM.

12.3.4.20 Runway Vacating and Communications After Landing

CONTACT GROUND (frequency );

WHEN VACATED CONTACT GROUND (frequency );

EXPEDITE VACATING;

YOUR STAND (or GATE) (designation );

TAKE (or TURN) FIRST (or SECOND, orCONVENIENT) LEFT (or RIGHT) AND CONTACTGROUND (frequency ).

. . . for helicopter operations AIR-TAXI TO HELICOPTER STAND (or) HELICOPTER PARKING POSITION (area );

AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel,


h.

a.

b.

c.

a.

b.

a.

b.

a.

b.

a.

b.

c.


etc. );

AIR TAXI VIA (direct, as requested, or specified route ) TO (location, heliport, operating ormovement area, active or inactive runway ).AVOID (aircraft or vehicles or personnel ).

12.4 RADAR PHRASEOLOGIES

12.4.3 Secondary Surveillance Radar Phraseologies


12.4.3.1 To Request the Capability of theSSR Equipment

ADVISE TRANSPONDER CAPABILITY;

TRANSPONDER ( as shown in the flight plan ) ;

NEGATIVE TRANSPONDER.

12.4.3.2 To Instruct Setting ofTransponder

FOR DEPARTURE SQUAWK (code );

SQUAWK (code ).

12.4.3.3 To Request the Pilot to Reselectthe Assigned Mode and Code

RESET SQUAWK [(mode )] (code );

RESETTING ( mode ) ( code ) .

12.4.3.4 To Request Reselection ofAircraft Identification

RESET MODE S IDENTIFICATION.

12.4.3.5 To Request the Pilot to Confirmthe Code Selected on theAircraft’s Transponder

CONFIRM SQUAWK (code );

SQUAWKING ( code ) .

12.4.3.6 To Request the Operation of theIDENT Feature

SQUAWK [(code )] [AND] IDENT;

SQUAWK LOW;

SQUAWK NORMAL.

12.4.3.7 To Request TemporarySuspension of Transponder Operation

SQUAWK STANDBY.

12.4.3.8 To Request Emergency Code SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].

12.4.3.9 To Request Termination ofTransponder Operation

STOP SQUAWK.

12.4.3.10 To Request Transmission ofPressure Altitude

SQUAWK CHARLIE.

12.4.3.11 To Request Pressure SettingCheck and Confirmation of Level

CHECK ALTIMETER SETTING AND CONFIRM (level ).

12.4.3.12 To Request Termination ofPressure Altitude Transmission Because of Faulty Operation

STOP SQUAWK CHARLIE WRONG INDICATION.

12.4.3.13 To Request Altitude Check CONFIRM (level)

13 AUTOMATIC DEPENDENT SURVEILLANCE (ADS) SERVICES


a.

b.

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NOTE:

Chapter 13 applies to contract ADS only.

13.1 GENERAL

The provision of air traffic services to aircraft, based on information received from aircraft via ADS, is generallyreferred to as the provision of ADS services.

13.2 ADS GROUND SYSTEM CAPABILITIES

13.2.3

Several significant functional requirements are necessary to permit the effective implementation of an ADS service ina CNS/ATM environment. Ground systems shall provide for:

the transmitting, receiving, processing and displaying of ADS messages related to flights equipped for andoperating within environments where ADS services are being provided;

the display of safety-related alerts and warnings;

position monitoring (the aircraft’s current position as derived from ADS reports is displayed to the controllerfor air traffic situation monitoring);

conformance monitoring (the ADS reported current position or projected profile is compared to the expectedaircraft position, which is based on the current flight plan. Along track, lateral and vertical deviations thatexceed a pre-defined tolerance limit will permit an out-of-conformance alert to be issued to the controller);

flight plan update (e.g. longitudinal variations that exceed pre-defined tolerance limits will be used to adjustexpected arrival times at subsequent fixes);

intent validation (intent data contained in ADS reports, such as extended projected profile, are compared withthe current clearance and discrepancies are identified);

conflict detection (the ADS data can be used by the ADS ground system automation to identify violations ofseparation minima);

conflict prediction (the ADS position data can be used by the ADS ground system automation to identifypotential violations of separation minima);

tracking (the tracking function is intended to extrapolate the current position of the aircraft based on ADSreports);

wind estimation (ADS reports containing wind data may be used to update wind forecasts and hence expectedarrival times at waypoints); and

flight management (ADS reports may assist automation in generating optimum conflict-free clearances tosupport possible fuel-saving techniques, such as cruise climbs, requested by the operators).

NOTE:

The use of ADS does not relieve the controller of the obligation to continuously monitor the traffic situation.

13.4 USE OF ADS IN THE PROVISION OF AIR TRAFFIC CONTROL SERVICE

13.4.1 General

13.4.1.1

ADS may be used in the provision of an air traffic control service, provided identification of the aircraft isunambiguously established.

13.4.1.2

Flight data processing of ADS data may be used in the provision of an air traffic control service, provided thecorrelation between the ADS data downlinked by that aircraft and the flight plan details held for the aircraft has beenaccomplished.

NOTE:

A combination of information received from the aircraft may be necessary to ensure unambiguous correlation, e.g.departure aerodrome, estimated off-block time (EOBT), and destination aerodrome might be used.

13.4.2 Presentation of ADS Data

13.4.2.3

ADS information available to the controller on a situation display shall, as a minimum, include ADS position indicationsand map information.

13.4.2.3.1

When applicable, distinct symbols should be used for presentation of such items as:ADS position;

combined ADS/SSR position;

combined ADS/PSR position;

combined ADS/SSR/PSR position; or

predicted positions for a non-updated track.


13.4.2.3.2

Labels used to provide ADS-derived information and any other information that may be available shall, as a minimum,be displayed in alphanumeric form.

13.5 USE OF ADS IN THE APPLICATION OF SEPARATION MINIMA

13.5.2 Determination of Level Occupancy

13.5.2.1

The tolerance value which shall be used to determine that the ADS level information displayed to the controller isaccurate shall be +/- 60m (+/- 200 ft) in RVSM airspace. In other airspace, it shall be +/- 90m (+/- 300 ft), exceptthat appropriate ATS authorities may specify a smaller criterion, but not less than +/- 60m (+/- 200 ft), if this isfound to be more practical.

13.5.2.2

If the ADS level information is not within the approved tolerance value, the information must be validated by voice orCPDLC. Where it has been established that the ADS level information is incorrect, the appropriate ATS authority shalldetermine the action to be taken regarding the display and use of this information.

13.5.2.3

An aircraft cleared to leave a level is considered to have commenced its manoeuvre and vacated the previouslyoccupied level when the ADS level information indicates a change of more than 90m (300 ft) in the anticipateddirection from its previously assigned level, or verification has been made by receipt of a CPDLC or voice report fromthe pilot.

13.5.2.4

An aircraft that is climbing or descending is considered to have crossed a level when the ADS level informationindicates that it has passed this level in the required direction by more than 90m (300 ft) or that verification has beenmade by receipt of a CPDLC or voice report from the pilot.

13.5.2.5

An aircraft that is climbing or descending is considered to have reached the level to which it has been cleared whenverification has been made by receipt of the assigned level by CPDLC or a voice report from the pilot. The aircraftmay then be considered to be maintaining this level for as long as the ADS level information remains within theappropriate tolerance values as specified in 13.5.2.1.

NOTE:

A level range deviation event contract may be used to monitor the continued compliance of the aircraft with theappropriate level tolerance values.

14 CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC)

14.1 GENERAL

14.1.1

The CPDLC application provides a means of communication between the controller and pilot, using data link for ATCcommunication.

14.1.2

This application includes a set of clearance/information/request message elements which correspond to thephraseologies used in the radiotelephony environment.

14.1.2.1

The controller shall be provided with the capability to issue level assignments, crossing constraints, lateral deviations,route clearances and amendments thereto, speed assignments, radio frequency assignments, and requests forinformation via CPDLC.

14.1.2.2

The pilot shall be provided with the capability to respond to messages, to request clearances and information, toreport information, and to declare or cancel an emergency.

14.1.2.3

The pilot and controller shall be provided with the capability to exchange messages which do not conform to definedformats (i.e., free text messages).

14.1.3

Ground and airborne systems shall allow for messages to be appropriately displayed, printed when required andstored in a manner that permits timely and convenient retrieval should such action be necessary.

14.1.4

Whenever textual presentation is required, the English language shall be displayed as a minimum.

14.2 ESTABLISHMENT OF CPDLC

14.2.1

CPDLC shall be established in sufficient time to ensure that the aircraft is communicating with the appropriate ATC


a.

b.

c.

unit. Information concerning when and, where applicable, where, the air or ground system should establish CPDLC,shall be published in Aeronautical Information Publications.

14.2.2 Airborne-Initiated CPDLC

14.2.2.1

When an ATC unit receives an unexpected request for CPDLC from an aircraft, the circumstances leading to therequest shall be obtained from the aircraft to determine further action.

14.2.2.2

When the ATC unit rejects a request for CPDLC, it shall provide the pilot with the reason for the rejection using anappropriate CPDLC message

14.2.3 ATC Unit-Initiated CPDLC

14.2.3.1

An ATC unit shall only establish CPDLC with an aircraft if the aircraft has no CPDLC link established, or whenauthorized by the ATC unit currently having CPDLC established with the aircraft.

14.2.3.2

When a request for CPDLC is rejected by an aircraft, the reason for the rejection shall be provided using CPDLCdownlink message element NOT CURRENT DATA AUTHORITY or message element NOT AUTHORIZED NEXT DATAAUTHORITY, as appropriate. Local procedures shall dictate whether the reason for rejection is presented to thecontroller. No other reasons for airborne rejection of ATC unit-initiation of CPDLC shall be permitted.

15 PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE AND CONTINGENCIES

[See EMERGENCY Section for related information]

15.1 EMERGENCY PROCEDURES

15.1.1 General

15.1.1.1

The various circumstances surrounding each emergency situation preclude the establishment of exact detailedprocedures to be followed. The procedures outlined herein are intended as a general guide to air traffic servicespersonnel. Air traffic control units shall maintain full and complete co-ordination, and personnel shall use their best inhandling emergency situations.

15.1.2 Priority

An aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, shallbe given priority over other aircraft.

15.1.3 Unlawful Interference and Aircraft Bomb Threat

15.1.3.1

Air traffic services personnel shall be prepared to recognize any indication of the occurrence of unlawful interferencewith an aircraft.

15.1.3.2

Whenever unlawful interference with an aircraft is suspected, and where automatic distinct display of SSR Mode ACode 7500 and Code 7700 is not provided, the radar controller shall attempt to verify his/her suspicion by setting theSSR decoder to Mode A Code 7500 and thereafter to Code 7700.

NOTE:

An aircraft equipped with an SSR transponder is expected to operate the transponder on Mode A Code 7500 toindicate specifically that it is the subject of unlawful interference. The aircraft may operate the transponder on ModeA Code 7700, to indicate that it is threatened by grave and imminent danger and requires immediate assistance.

15.1.3.3

Whenever unlawful interference with an aircraft is known or suspected or a bomb threat warning has been received,ATS units shall promptly attend to requests by, or to anticipated needs of, the aircraft, including requests for relevantinformation relating to air navigation facilities, procedures and services along the route of flight and at any aerodromeof intended landing, and shall take such action as is necessary to expedite the conduct of all phases of the flight.

15.1.3.3.1

ATS units shall also:transmit, and continue to transmit, information pertinent to the safe conduct of the flight, without expecting areply from the aircraft;

monitor and plot the progress of the flight with the means available and coordinate transfer of control withadjacent ATS units without requiring transmissions or other responses from the aircraft, unlesscommunication with the aircraft remains normal;inform, and continue to keep informed, appropriate ATS units, including those in adjacent FIRs, which may beconcerned with the progress of the flight;


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NOTE:

In applying this provision, account must be taken of all the factors which may affect the progress of theflight, including fuel endurance and the possibility of sudden changes in route and destination. The objectiveis to provide, as far in advance as is practicable in the circumstances, each ATS unit with appropriateinformation as to the expected or possible penetration of the aircraft into its area of responsibility.

notify:the operator or its designated representative;

the appropriate rescue coordination centre in accordance with appropriate alerting procedures;

the designated security authority.

NOTE:

It is assumed that the designated security authority and/or the operator will in turn notify otherparties concerned in accordance with pre-established procedures.

relay appropriate messages, relating to the circumstances associated with the unlawful interference, betweenthe aircraft and designated authorities.

15.1.4 Emergency Descent

[See Emergency Section]

15.2 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AIRSPACE

15.2.1 Introduction

15.2.1.1

Although all possible contingencies cannot be covered, the procedures in 15.2.2 and 15.2.3 provide for the morefrequent cases such as:

inability to maintain assigned flight level due to meteorological conditions, aircraft performance orpressurization failure;

en route diversion across the prevailing traffic flow; and

loss of, or significant reduction in, the required navigation capability when operating in an airspace where thenavigation performance accuracy is a prerequisite to the safe conduct of flight operations.

15.2.1.2

With regard to 15.2.1.1 a) and b), the procedures are applicable primarily when rapid descent and/or turnback ordiversion is required. The pilot’s judgement shall determine the sequence of actions to be taken, having regard to theprevailing circumstances. Air traffic control shall render all possible assistance.

15.2.2 General Procedures

15.2.2.1

If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an aircraft is unable tomaintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained,whenever possible, prior to initiating any action.

15.2.2.2

The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three times shall be usedas appropriate. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot andthe overall air traffic situation.

15.2.2.3

If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time and, until arevised clearance is received, the pilot shall:

leave the assigned route or track by initially turning 90 degrees to the right or to the left. When possible, thedirection of the turn should be determined by the position of the aircraft relative to any organized route ortrack system. Other factors which may affect the direction of the turn are:

the direction to an alternate airport, terrain clearance;

any lateral offset being flown; and

the flight levels allocated on adjacent routes or tracks;

following the turn, the pilot should:if unable to maintain the assigned flight level, initially minimize the rate of descent to the extent thatis operationally feasible;

take account of other aircraft being laterally offset from its track;

acquire and maintain in either direction a track laterally separated by 28km (15 NM) from the assignedroute; and

once established on the offset track, climb or descend to select a flight level which differs from thosenormally used by 150m (500 ft);


c.

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b.

a.

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e.

establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraftidentification, flight level, position (including the ATS route designator or the track code, as appropriate) andintentions on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency123.45 MHz);

maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped);

turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

keep the SSR transponder on at all times; and

take action as necessary to ensure the safety of the aircraft.

15.2.2.3.1

When leaving the assigned track to acquire and maintain the track laterally separated by 28km (15 NM), the flightcrew, should, where practicable, avoid bank angles that would result in overshooting the track to be acquired,particularly in airspace where a 55.5km (30 NM) lateral separation minimum is applied.

15.2.2.4 Extended Range Operations by Aeroplanes with Two-Turbine Power-Units (ETOPS)

If the contingency procedures are employed by a twin-engine aircraft as a result of an engine shutdown or failure ofan ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of thetype of aircraft involved, and request expeditious handling.

15.2.3 Weather Deviation Procedures

15.2.3.1 General

NOTE:

The following procedures are intended for deviations around adverse meteorological conditions.

15.2.3.1.1

When the pilot initiates communications with ATC, a rapid response may be obtained by stating “WEATHERDEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary,the pilot should initiate the communications using the urgency call “PAN PAN” (preferably spoken three times).

15.2.3.1.2

The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has beencompleted and the aircraft has returned to its cleared route.

15.2.3.2 Actions to be Taken When Controller-Pilot Communications are Established

15.2.3.2.1

The pilot should notify ATC and request clearance to deviate from track, advising, when possible, the extent of thedeviation expected.

15.2.3.2.3

The pilot should take the following actions:comply with the ATC clearance issued; or

advise ATC of intentions and execute the procedures detailed in 15.2.3.3.

15.2.3.3 Actions to be Taken if a Revised ATC Clearance Cannot be Obtained

NOTE:

The provisions of this section apply to situations where a pilot needs to exercise the authority of a pilot-in-commandunder the provisions of Annex 2, 2.3.1.

If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior clearance cannotbe obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, thepilot shall take the following actions:

if possible, deviate away from an organized track or route system;

establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraftidentification, flight level, position (including ATS route designator or the track code) and intentions, on thefrequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency 123.45 MHz);watch for conflicting traffic both visually and by reference to ACAS (if equipped);

NOTE:

If, as a result of actions taken under the provisions of 15.2.3.3.1 b) and c), the pilot determines that there isanother aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected toadjust the path of the aircraft, as necessary, to avoid conflict.

turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

for deviations of less than 19km (10 NM) remain at a level assigned by ATC;


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for deviations greater than 19km (10 NM), when the aircraft is approximately 19km (10 NM) from track,initiate a level change in accordance with Table 1;

Table 1

Route centre line track Deviations > 19km (10NM)

Level change

EAST

000˚ – 179˚ magnetic

LEFT

RIGHT

DESCEND 90m (300 ft)

CLIMB 90m (300 ft)

WEST

180˚ – 359˚ magnetic

LEFT

RIGHT

CLIMB 90m (300 ft)

DESCEND 90m (300 ft)

when returning to track, be at its assigned flight level when the aircraft is within approximately 19km (10 NM)of the centre line; and

if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. Ifcontact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

15.2.4 Procedures for Strategic Lateral Offsets in Oceanic and Remote Continental Airspace

NOTE 1:

Annex 2, 3.6.2.1.1 requires authorization for the application of strategic lateral offsets from the appropriate ATSauthority responsible for the airspace concerned.

NOTE 2:

The following incorporates lateral offset procedures for both the mitigation of the increasing lateral overlapprobability due to increased navigation accuracy, and wake turbulence encounters.

NOTE 3:

The use of highly accurate navigation systems (such as the global navigation satellite system (GNSS)) by anincreasing proportion of the aircraft population has had the effect of reducing the magnitude of lateral deviationsfrom the route centre line and, consequently, increasing the probability of a collision, should a loss of verticalseparation between aircraft on the same route occur.

15.2.4.1

The following shall be taken into account by the appropriate ATS authority when authorizing the use of strategiclateral offsets in a particular airspace:

strategic lateral offsets shall only be authorized in en route oceanic or remote continental airspace. Wherepart of the airspace in question is within radar coverage, transiting aircraft should normally be allowed toinitiate or continue offset tracking;

strategic lateral offsets may be authorized for the following types of routes (including where routes or routesystems intersect):

uni-directional and bi-directional routes; and

parallel route system where the spacing between route centre lines is not less than 55.5km (30 NM);

in some instances it may be necessary to impose restrictions on the use of strategic lateral offsets, e.g.,where their application may be inappropriate for reasons related to obstacle clearance;

strategic lateral offset procedures should be implemented on a regional basis after coordination between allStates involved;

the routes or airspace where application of strategic lateral offsets is authorized, and the procedures to befollowed by pilots, shall be promulgated in aeronautical information publications (AIPs); and

air traffic controllers shall be made aware of the airspace within which strategic lateral offsets are authorized.

15.2.4.1.1

The decision to apply a strategic lateral offset shall be the responsibility of the flight crew. The flight crew shall onlyapply strategic lateral offsets in airspace where such offsets have been authorized by the appropriate ATS authorityand when the aircraft is equipped with automatic offset tracking capability.

15.2.4.1.2

The strategic lateral offset shall be established at a distance of 1.85km (1 NM) or 3.7km (2 NM) to the right of thecentre line relative to the direction of flight.

NOTE 1:

Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.45 MHz to coordinate offsets.


a.1.

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NOTE 2:

The strategic lateral offset procedure has been designed to include offsets to mitigate the effects of wake turbulenceof preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centre line,1.85km (1 NM) or 3.7km (2 NM) right offset) may be used.

NOTE 3:

Pilots are not required to inform ATC that a strategic lateral offset is being applied.

15.3 AIR-GROUND COMMUNICATION FAILURE

15.3.1

Action by air traffic control units when unable to maintain two-way communication with an aircraft operating in acontrol area or control zone shall be as outlined in the paragraphs which follow.

15.3.2

As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the aircraftis able to receive transmissions from the air traffic control unit by requesting it to execute a specified manoeuvrewhich can be observed by radar or to transmit, if possible, a specified signal in order to indicate acknowledgment.

15.3.3

If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be maintainedbetween the aircraft having the communication failure and other aircraft, based on the assumption that the aircraftwill:

If in visual meteorological conditions:continue to fly in visual meteorological conditions;

land at the nearest suitable aerodrome; and

report its arrival by the most expeditious means to the appropriate air traffic control unit; or

If in instrument meteorological conditions or when conditions are such that it does not appear feasible tocomplete the flight in accordance with a.:

unless otherwise prescribed on the basis of a regional air navigation agreement, in airspace whereradar is not used in the provision of air traffic control, maintain the last assigned speed and level, or aminimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report itsposition over a compulsory reporting point and thereafter adjust level and speed in accordance withthe filed flight plan;

in airspace where radar is used in the provision of air traffic control, maintain the last assigned speedand level, or minimum flight altitude if higher, for a period of 7 minutes following:

the time the last assigned level or minimum flight altitude is reached; or

the time the transponder is set to Code 7600; or

the aircraft’s failure to report its position over a compulsory reporting point;

whichever is later and thereafter adjust level and speed in accordance with the filed flight plan;

when being radar vectored or having been directed by ATC to proceed offset using RNAV without aspecified limit, proceed in the most direct manner possible to rejoin the current flight plan route nolater than the next significant point, taking into consideration the applicable minimum flight altitude;

proceed according to the current flight plan route to the appropriate designated navigation aid or fixserving the destination aerodrome and, when required to ensure compliance with 5. below, hold overthis aid or fix until commencement of descent;

commence descent from the navigation aid or fix specified in 4. at, or as close as possible to, theexpected approach time last received and acknowledged; or, if no expected approach time has beenreceived and acknowledged, at, or as close as possible to, the estimated time of arrival resulting fromthe current flight plan;

complete a normal instrument approach procedure as specified for the designated navigation aid orfix; and

land, if possible, within 30 minutes after the estimated time of arrival specified in 5. or the lastacknowledged expected approach time, whichever is later.

NOTE:

As evidenced by the meteorological conditions prescribed therein, 15.3.3 a. relates to all controlledflights, whereas 15.3.3 b. relates only to IFR flights.

15.3.4

Action taken to ensure suitable separation shall cease to be based on the assumption stated in 15.3.3 when:it is determined that the aircraft is following a procedure differing from that in 15.3.3; or

through the use of electronic or other aids, air traffic control units determine that action differing from thatrequired by 15.3.3 may be taken without impairing safety; or

positive information is received that the aircraft has landed.


a.

b.

a.

b.

c.

a.

b.

15.3.5

As soon as it is known that two-way communication has failed, appropriate information describing the action taken bythe air traffic control unit, or instructions justified by any emergency situation, shall be transmitted blind for theattention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening,including the voice frequencies of available radio navigation or approach aids. Information shall also be givenconcerning:

meteorological conditions favorable to a cloud-breaking procedure in areas where congested traffic may beavoided; and

meteorological conditions at suitable aerodromes.

15.3.6

Pertinent information shall be given to other aircraft in the vicinity of the presumed position of the aircraftexperiencing the failure.

15.3.7

As soon as it is known that an aircraft which is operating in its area of responsibility is experiencing an apparent radiocommunication failure, an air traffic services unit shall forward information concerning the radio communicationfailure to all air traffic services units concerned along the route of flight. The ACC in whose area the destinationaerodrome is located shall take steps to obtain information on the alternate aerodrome(s) and other relevantinformation specified in the filed flight plan, if such information is not available.

15.3.9

When an air traffic control unit receives information that an aircraft, after experiencing a communication failure hasre-established communication or has landed, that unit shall inform the air traffic services unit in whose area theaircraft was operating at the time the failure occurred, and other air traffic services units concerned along the route offlight, giving necessary information for the continuation of control if the aircraft is continuing in flight.

15.3.10

If the aircraft has not reported within thirty minutes after:the estimated time of arrival furnished by the pilot;

the estimated time of arrival calculated by the ACC; or

the last acknowledged expected approach time;

whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft operators, or theirdesignated representatives, and pilots-in-command of any aircraft concerned and normal control resumed if they sodesire. It is the responsibility of the aircraft operators, or their designated representatives, and pilots-in-command ofaircraft to determine whether they will resume normal operations or take other action.

15.6 ATC CONTINGENCIES

15.6.3 Procedures in Regard to Aircraft Equipped with Airborne Collision Avoidance Systems (ACAS)

15.6.3.1

The procedures to be applied for the provision of air traffic services to aircraft equipped with ACAS shall be identicalto those applicable to non-ACAS equipped aircraft. In particular, the prevention of collisions, the establishment ofappropriate separation and the information which might be provided in relation to conflicting traffic and to possibleavoiding action shall conform with the normal ATS procedures and shall exclude consideration of aircraft capabilitiesdependent on ACAS equipment.

15.6.3.2

When a pilot reports a manoeuvre induced by an ACAS resolution advisory (RA), the controller shall not attempt tomodify the aircraft flight path until the pilot reports returning to the terms of the current air traffic control instructionor clearance but shall provide traffic information as appropriate.

15.6.3.3

Once an aircraft departs from its clearance in compliance with a resolution advisory, the controller ceases to beresponsible for providing separation between that aircraft and any other aircraft affected as a direct consequence ofthe manoeuvre induced by the resolution advisory. The controller shall resume responsibility for providing separationfor all the affected aircraft when:

the controller acknowledges a report from the flight crew that the aircraft has resumed the current clearance;or

the controller acknowledges a report from the flight crew that the aircraft is resuming the current clearanceand issues an alternative clearance which is acknowledged by the flight crew.

15.6.3.5

Following an RA event, or other significant ACAS event, pilots and controllers should complete an air traffic incidentreport.

NOTE 1:

The ACAS capability of an aircraft will not be known to air traffic controllers.


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NOTE 2:

Operating procedures for use of ACAS are contained in PANS-OPS Doc 8168, Vol I, Part VIII, Chapter 3 (see AIRTRAFFIC CONTROL – International Civil Aviation Organization Flight Procedures).

16 MISCELLANEOUS PROCEDURES

16.3 AIR TRAFFIC INCIDENT REPORT

16.3.1

An air traffic incident report should be submitted, normally to the air traffic services unit concerned, for incidentsspecifically related to the provision of air traffic services involving such occurrences as aircraft proximity (AIRPROX) orother serious difficulty resulting in a hazard to aircraft, caused by; e.g., faulty procedures, non-compliance withprocedures, or failure of ground facilities.

16.3.2

Procedures should be established for the reporting of aircraft proximity incidents and their investigation to promotethe safety of aircraft. The degree of risk involved in an aircraft proximity should be determined in the incidentinvestigation and classified a “risk of collision”, “safety not assured”, “no risk of collision” or “risk not determined”.

16.3.3

When an accident / incident investigative authority conducts an investigation of an aircraft proximity incident, the airtraffic services aspects should be included.

NOTE:

A model air traffic incident report form together with instructions for its completion is at Appendix 4. Furtherinformation regarding air traffic incidents is contained in the Air Traffic Services Planning Manual, Doc 9426 (notpublished herein).

16.4 USE OF REPETITIVE FLIGHT PLANS (RPLs)

16.4.1 General

16.4.1.1

RPLs shall not be used for flights other than IFR flights operated regularly on the same day(s) of consecutive weeksand on at least ten occasions or every day over a period of at least ten consecutive days. The elements of each flightplan shall have a high degree of stability.

NOTE:

For permissible incidental changes to RPL data affecting the operation for one particular day, and not intended to bea modification of the listed RPL, see 16.4.4.2.2 and 16.4.4.2.3 below.

16.4.1.2

RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome. RPL procedures shallbe applied only when all ATS authorities concerned with the flights have agreed to accept RPLs.

16.4.1.3

The use by States of RPLs for international flight shall be subject to the provision that the affected adjacent Stateseither already use RPLs or will use them at the same time. The procedures for use between States shall be thesubject of bilateral, multilateral or regional air navigation agreement as appropriate.

16.4.2 Procedures for Submission of RPLs by Operators

16.4.2.1

Conditions governing submission, notification of changes, or cancellation of RPLs shall be the subject of appropriatearrangements between operators and the ATS authority concerned or of regional air navigation agreements.

16.4.2.2

An RPL shall comprise information regarding such of the following items as are considered relevant by the appropriateATS authority:

validity period of the flight plan

days of operation

aircraft identification

aircraft type and wake turbulence category

MLS capability

departure aerodrome

off-block time

cruising speed(s)

cruising level(s)

route to be followed

destination aerodrome


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total estimated elapsed time

indication of the location where the following information may be obtained immediately upon request:alternate aerodromes

fuel endurance

total number of persons on board

emergency equipment

other information

16.4.3 Submission of Total Listings

16.4.3.1

RPLs shall be submitted in the form of listings containing the required flight plan data using an RPL listing formspecially designed for the purpose or by means of other media suitable for electronic data processing. The method ofsubmission shall be determined by local or regional agreement.

NOTE:

A model RPL listing form is contained in Appendix 2.

16.4.3.2

Initial submission of complete RPL listings and any subsequent seasonal resubmission of complete listings shall bemade in sufficient time to permit the data to be properly assimilated by the ATS organization. The minimum lead timerequired for the submission of such listings shall be established by the administrations concerned and published intheir AIPs. This minimum lead time shall be at least two weeks.

16.4.3.3

Operators shall submit listings to the designated agency for distribution to the appropriate air traffic services units.

16.4.3.4

The information normally to be provided shall be that listed in 16.4.2.2 except that administrations may also requirethe provision of estimate information of FIR boundaries and the primary alternate aerodrome. If so required, suchinformation shall be provided as indicated on a repetitive flight plan listing form specially designed for the purpose.

16.4.3.5

Information regarding alternate aerodrome(s) and supplementary flight plan data (information normally providedunder Item 19 of the ICAO flight plan form) shall be kept readily available by the operator at the departureaerodrome or another agreed location, so that, on request by ATS units, it can be supplied without delay. The nameof the office from which the information can be obtained shall be recorded on the RPL listing form.

16.4.3.6

Acknowledgment of receipt of listings of flight plan data and/or amendment thereto shall not be required except byagreement between operators and the appropriate agency.

16.4.4 Changes to RPL Listings

16.4.4.1 Changes of a Permanent Nature

16.4.4.1.1

Changes of a permanent nature involving the inclusion of new flights and the deletion or modification of currentlylisted flights shall be submitted in the form of amendment listings. These listings shall reach the air traffic servicesagency concerned at least seven days prior to the change becoming effective.

16.4.4.1.2

Where RPL listings have been initially submitted by the use of media suitable for electronic data processing, it shall bepermissible by mutual agreement between the operator and the appropriate authority for some changes to besubmitted by means of RPL listing forms.

16.4.4.1.3

All RPL changes shall be submitted in accordance with the instructions for preparation of RPL listings.

16.4.4.2 Changes of a Temporary Nature

16.4.4.2.1

Changes of a temporary, non-recurring nature relating to RPLs concerning aircraft type and wake turbulencecategory, speed and/or cruising level shall be notified for each individual flight as early as possible and not later than30 minutes before departure to the ATS reporting office responsible for the departure aerodrome. A change ofcruising level only may be notified by radiotelephony on initial contact with the ATS unit.

16.4.4.2.2

In case of an incidental change in the aircraft identification, the departure aerodrome, the route and/or thedestination aerodrome, the RPL shall be cancelled for the day concerned and an individual flight plan shall besubmitted.

16.4.4.2.3


a.

b.

c.

d.

e.

f.

Whenever it is expected by the operator that a specific flight, for which an RPL has been submitted, is likely toencounter a delay of 30 minutes or more in excess of the off-block time stated in that flight plan, the ATS unitresponsible for the departure aerodrome shall be notified immediately.

NOTE:

Because of the stringent requirements of flow control, failure by operators to comply with this procedure may resultin the automatic cancellation of the RPL for that specific flight at one or more of the ATS units concerned.

16.4.4.2.4

Whenever it is known to the operator that any flight for which an RPL has been submitted is cancelled, the ATS unitresponsible for the departure aerodrome shall be notified.

16.4.4.3 Operator/Pilot Liaison

The operator shall ensure that the latest flight plan information, including permanent and incidental changes,pertaining to a particular flight and duly notified to the appropriate agency, is made available to thepilot-in-command.

16.4.4.4 RPL Procedures for ATS Units

The procedures for handling RPLs described herein are applicable regardless of whether automatic data processingequipment is utilized or whether flight plan data is handled manually.

16.4.4.5 Implementation of RPL Procedures

16.4.4.5.1

Procedures for use of RPLs may be established for flights operating within a single flight information region or a singleState.

16.4.4.5.2

Procedures may also be established for flights across international boundaries subject to the provision that affectedStates currently utilize or will concurrently use RPLs.

16.4.4.5.3

Application of RPL procedures for international flights requires the establishment of bilateral or multilateralagreements between the States concerned. Multilateral agreements involving a number of States may take the formof regional air navigation agreements.

16.4.4.5.4

Application of RPLs requires agreements with participating operators to establish submission and amendmentprocedures.

16.4.4.5.5

Agreements shall include provisions for the following procedures:initial submissions;

permanent changes;

temporary and incidental changes;

cancellations;

additions; and

completely revised listings when indicated by extensive changes.

16.4.4.6 Collection, Storage and Processing of RPL Data

16.4.4.6.1

Any State using RPLs shall designate one or more agencies responsible for administering such data. The area ofresponsibility for any such designated agency shall be at least one FIR. However, part or the entire area ofresponsibility of one or more States may be administered jointly by a designated agency. Each designated agencyshall distribute relevant RPL data to the ATS units concerned within its area of responsibility so that such data reachthese units in sufficient time to become effective.

16.4.4.6.2

RPLs shall be stored by each ATS unit concerned in a manner that will ensure that they are systematically activatedon the appropriate day of operation in the order of estimated times indicative of entry into the unit’s area ofresponsibility. Activation shall be accomplished in sufficient time to present the data to the controller in appropriateform for analysis and control action.

16.4.4.7 Suspension of RPL Procedures

An appropriate ATS authority obliged, due to exceptional circumstances, to temporarily suspend the use of RPLs in itsarea of responsibility or a specified part thereof, shall publish notice of such suspension with as much advance noticeas possible and in the most suitable form considering the circumstances.

16.4.4.8 ATS Messages Related to Individual Flights Operating on an RPL

ATS messages relating to individual flights operating on an RPL shall be originated and addressed to ATS unitsconcerned in a manner identical to that used for flights operating on individual flight plans.


Appendix 1 -- Instructions For Air-Reporting By Voice Communications



1. REPORTING INSTRUCTIONS—

MODEL AIREP/AIREP SPECIAL

1. ROUTINE AIR-REPORTS

1.1

Section 1 is obligatory, although Items 5 and 6 thereof may be omitted when prescribed in Regional

Supplementary Procedures; Section 2 shall be added, in whole or in part, only when so requested by the operatoror his designated representative, or when deemed necessary by the pilot-in-command; Section 3 shall be added inaccordance with Annex 3 and the Regional Supplementary Procedures , Part 3 – Meteorology .

1.2

Section 3 shall include all Items 9 to 13 and Item 14, if available.

2. SPECIAL AIR-REPORTS

2.1

Special air-reports shall be made whenever any of the phenomena listed under Item 15 are observed or encountered.Items 1 to 4 of Section 1 and the appropriate phenomenon specified in Section 3, Item 15, are required from allaircraft. The phenomena listed under “SST” shall be reported only by supersonic transport at transonic and supersoniccruising levels.

2.2

In the case of special air-reports containing information on volcanic activity, a post-flight report shall be made on thevolcanic activity reporting form (Model VAR). All elements which are observed shall be recorded and indicatedrespectively in the appropriate places on the form Model VAR.

2.3

Special air-reports shall be made as soon as practicable after a phenomenon calling for a special air-report has been


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2.4

If a phenomenon warranting the making of a special air-report is observed at or near the time or place where aroutine air-report is to be made, a special air-report shall be made instead.

3. DETAILED REPORTING INSTRUCTIONS

3.1

Items of an air-report shall be reported in the order in which they are listed in the model AIREP / AIREP SPECIALform.

MESSAGE TYPE DESIGNATOR. Report “SPECIAL” for a special air-report.

Section 1

Item 1 – AIRCRAFT IDENTIFICATION. Report the aircraft radiotelephony call sign as prescribed inAnnex 10, Chapter 5.

Item 2 – POSITION. Report position in latitude (degrees as 2 numerics or degrees and minutes as 4numerics, followed by “North” or “South”) and longitude (degrees as 3 numerics or degrees andminutes as 5 numerics, followed by “East” or “West”), or as a significant point identified by a codeddesignator (2 to 5 characters), or as a significant point followed by magnetic bearing (3 numerics) anddistance in nautical miles from the point (e.g.,

“4620North07805West”, “4620North07800West”, “4600North07800West”, LN (“LIMA NOVEMBER”),“MAY”, “HADDY” or “DUB 180 DEGREES 40 MILES”). Precede significant point by “ABEAM”, ifapplicable.

Item 3 – TIME. Report time in hours and minutes UTC (4 numerics) unless reporting time in minutespast the hour (2 numerics) is prescribed on the basis of regional air navigation agreements. The timereported must be the actual time of the aircraft at the position and not the time of origination ortransmission of the report. Time shall always be reported in hours and minutes UTC when making aspecial air-report.

Item 4 – FLIGHT LEVEL OR ALTITUDE. Report flight level by 3 numerics (e.g., “FLIGHT LEVEL 310”),when on standard pressure altimeter setting. Report altitude in metres followed by “METRES” or infeet followed by “FEET”, when on QNH. Report “CLIMBING” (followed by the level) when climbing, or“DESCENDING” (followed by the level) when descending, to a new level after passing the significantpoint.

Item 5 – NEXT POSITION AND ESTIMATED TIME OVER. Report the next reporting point and theestimated time over such reporting point, or report the estimated position that will be reached onehour later, according to the position reporting procedures in force. Use the data conventions specifiedin Item 2 for position. Report the estimated time over this position. Report time in hours and minutesUTC (4 numerics) unless reporting time in minutes past the hour (2 numerics) as prescribed on thebasis of regional air navigation agreements.

Item 6 – ENSUING SIGNIFICANT POINT. Report the ensuing significant point following the “nextposition and estimated time over”.

Section 2

Item 7 – ESTIMATED TIME OF ARRIVAL. Report the name of the aerodrome of the first intendedlanding, followed by the estimated time of arrival at this aerodrome in hours and minutes UTC (4numerics).

Item 8 – ENDURANCE. Report “ENDURANCE” followed by fuel endurance in hours and minutes (4numerics).

Section 3

Item 9 – AIR TEMPERATURE. Report “TEMPERATURE PLUS” or “TEMPERATURE MINUS” followed bythe temperature in degrees Celsius (2 numerics), corrected for instrument error and airspeed (e.g.,TEMPERATURE MINUS 05).

Item 10 – WIND DIRECTION.

Item 11 – WIND SPEED. Report spot wind referring to the position given in Item 2. Report winddirection in degrees true (3 numerics) and wind speed in kilometres per hour or knots (2 or 3numerics) (e.g., WIND 345 DEGREES 55 KILOMETRES PER HOUR, WIND 170 DEGREES 65 KNOTS).Report calm conditions as “CALM”.

Item 12 – TURBULENCE. Report severe turbulence as “TURBULENCE SEVERE”, moderate turbulenceas “TURBULENCE MODERATE” and light turbulence as “TURBULENCE LIGHT”.

The following specifications apply:

Light – Conditions less than moderate turbulence. Changes in accelerometer readings less than0.5g at the aircraft’s centre of gravity.

Moderate – Conditions in which moderate changes in aircraft attitude and/or altitude mayoccur but the aircraft remains in positive control at all times. Usually, small variations in airspeed. Changes in accelerometer readings of 0.5g to 1.0g at the aircraft’s centre of gravity.Difficulty in walking. Occupants feel strain against seat belts. Loose objects move about.


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Severe – Conditions in which abrupt changes in aircraft attitude and/or altitude occur; aircraftmay be out of control for short periods. Usually, large variations in air speed. Changes inaccelerometer readings greater than 1.0g at the aircraft’s centre of gravity. Occupants areforced violently against seat belts. Loose objects are tossed about.

Item 13 – AIRCRAFT ICING. Report severe icing as “ICING SEVERE”, moderate icing as “ICINGMODERATE” and light icing as “ICING LIGHT”.


Light – Conditions less than moderate icing.

Moderate – Conditions in which change of heading and/or altitude may be considereddesirable.

Severe – Conditions in which immediate change of heading and/or altitude is consideredessential.

Item 14 – HUMIDITY. Report the relative humidity, if available, as “HUMIDITY” followed by therelative humidity in per cent (3 numerics) (e.g., HUMIDITY 085).

Item 15 – PHENOMENON PROMPTING A SPECIAL AIR-REPORT. Report one of the followingphenomena encountered or observed:

severe turbulence as “TURBULENCE SEVERE”.

Specifications under Item 12 apply.

severe icing as “ICING SEVERE”.


severe mountainwave as “MOUNTAINWAVE SEVERE”.

The following specification applies:

Severe – Conditions in which the accompanying downdraft is 3.0 m/s (600 ft/min) or moreand/or severe turbulence is encountered.

thunderstorm without hail as “THUNDERSTORM”.

thunderstorm with hail as “THUNDERSTORM WITH HAIL”. The following specification applies:

Only report those thunderstorms which are:

obscured in haze; or

embedded in cloud; or

widespread; or

forming a squall-line.

heavy duststorm or sandstorm as “DUSTSTORM or SANDSTORM HEAVY”.

volcanic ash cloud as “VOLCANIC ASH CLOUD”.

pre-eruption volcanic activity or a volcanic eruption as “PRE-ERUPTION VOLCANIC ACTIVITY or

VOLCANIC ERUPTION”.


Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic activitywhich could presage a volcanic eruption.

NOTE:

In case of volcanic ash cloud, pre-eruption volcanic activity or volcanic eruption, inaccordance with Chapter 4, 4.12.3, a post flight report shall also be made on the specialair-report of volcanic activity form (Model VAR).

The following phenomena shall be reported only by supersonic transport at transonic levels andsupersonic cruising levels:

moderate turbulence as “TURBULENCE MODERATE”.


hail as “HAIL”.

cumulonimbus clouds as “CB CLOUDS”.

3.2

Information recorded on the volcanic activity reporting form (Model VAR) is not for transmission by RTF but, on arrivalat an aerodrome, is to be delivered without delay by the operator or a flight crew member to the aerodromemeteorological office. If such an office is not easily accessible, the completed form shall be delivered in accordancewith local arrangements made between the Meteorological and ATS Authorities and the operator.

4. FORWARDING OF METEOROLOGICAL INFORMATION RECEIVED BY VOICE COMMUNICATIONS

4.1

When receiving routine or special air-reports, air traffic services units shall forward these air-reports without delay tothe associated meteorological watch office (MWO). In order to ensure assimilation of air-reports in ground-based


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automated systems, the elements of such reports shall be transmitted using the data conventions specified below andin the order prescribed.

ADDRESSEE. Record station called and, when necessary, relay required.

MESSAGE TYPE DESIGNATOR. Record “ARS” for a special air-report.

NOTE:

Where air-reports are handled by automatic data processing equipment which cannot accept thismessage-type designator, in accordance with Chapter 11, 11.4.2.5.5.2, the use of a different message-typedesignator is permitted by regional air navigation agreement.

AIRCRAFT IDENTIFICATION. Record the aircraft identification using the data convention specified for Item 7 ofthe flight plan, without a space between the operator’s designator and the aircraft registration or flightidentification, if used (e.g., New Zealand 103 as ANZ103).

Section 1

Item 0 — POSITION. Record position in latitude (degrees as 2 numerics or degrees and minutes as 4numerics, followed without a space by N or S) and longitude (degrees as 3 numerics or degrees andminutes as 5 numerics, followed without a space by E or W), or as a significant point identified by acoded designator (2 to 5 characters), or as a significant point followed by magnetic bearing (3numerics) and distance in nautical miles (3 numerics) from the point (e.g., 4620N07805W,4620N078W, 46N078W, LN, HADDY or DUB180040). Precede significant point by “ABM” (abeam), ifapplicable.

Item 1 —TIME. Record time in hours and minutes UTC (4 numerics).

Item 2 — FLIGHT LEVEL OR ALTITUDE. Record F followed by 3 numerics (e.g., F310), when a flightlevel is reported. Record altitude in metres followed by M or in feet followed by FT, when an altitude isreported. Record “ASC” (level) when climbing, or “DES” (level) when descending.

Section 3

Item 8 — AIR TEMPERATURE. Record “PS” (plus) or “MS” (minus) followed, without a space, by thetemperature in degrees Celsius (2 numerics) (e.g., MS05).

Item 9 — WIND DIRECTION.

Item 10 — WIND SPEED. Record wind direction in degrees true (3 numerics) and wind speed inkilometres per hour or knots (2 or 3 numerics), separated by an oblique stroke, indicating the unitused (e.g., 345/55KMH, 170/65KT). Record calm as “00000”.

Item 11 — TURBULENCE. Record severe turbulence as TURB SEV and moderate turbulence as TURBMOD and light turbulence as TURB FBL.

Item 12 — AIRCRAFT ICING. Record severe icing as ICE SEV, moderate icing as ICE MOD and lighticing as ICE FBL.

Item 13 — HUMIDITY. If reported, record “RH” followed, without a space, by the humidity in per cent(3 numerics, e.g., RH085).

NOTE:

Item 13 is optional and shall be included only when available.

Item 14 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT. Record the phenomenon reported asfollows:

severe turbulence as “TURB SEV”

severe icing as “ICE SEV”

severe mountainwave as “MTW SEV”

thunderstorm without hail as “TS”

thunderstorm with hail as “TSGR”

heavy duststorm or sandstorm as “HVY SS”

volcanic ash cloud as “VA CLD”

pre-eruption volcanic activity or a volcanic eruption as “VA”

moderate turbulence as “TURB MOD”

hail as “GR”

cumulonimbus clouds as “CB”

TIME TRANSMITTED. Record only when Section 3 is transmitted.

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


3. EXAMPLES


AS SPOKEN IN RADIOTELEPHONY AS RECORDED BY THE AIR TRAFFIC

SERVICES UNIT AND FORWARDED TO THE

METEOROLOGICAL OFFICE CONCERNED

I. AIREP SPEEDBIRD FIFE SIX AIT POSITION FOWerNINer TOO FIFE NORTH ZERO FIFE ZERO WEST ATWUN TREE WUN SEVen FLIGHT LEVEL TREE WUNZERO NEXT POSITION FIFE ZERO NORTH ZEROFOWer ZERO WEST AT WUN TREE FIFE FIFEFOLLOWING POINT FIFE ZERO NORTH ZERO TREEZERO WEST ENDURANCE ZERO AIT TREE ZEROTEMPERATURE MINUS FOWer SEVen WIND TOOFIFE FIFE DEGREES SIX FIFE KNOTS TURBULENCEMODERATE ICING LIGHT

I. BAW568 4925N050W 1317 F310 MS47 255/ 65KT TURB MOD ICE FBL

II. JAPANAIR FOWer FOWer WUN OVER ORDON AT ZERO NINer TREE ZERO FLIGHT LEVEL TREE FIFEZERO NEXT POSITION ONADE AT WUN ZEROZERO SEVen FOLLOWING POINT OMPPA TEMPERATURE MINUS FIFE TREE WIND TREE WUNZERO DEGREES SIX ZERO KILOMETERS PER HOUR TURBULENCE LIGHT ICING LIGHT

II. JAL441 ORDON 0930 F350 MS53 310/60KMHTURB FBL ICE FBL

III. AIREP SPECIAL CLIPPER WUN ZERO WUN POSITION FIFE ZERO FOWer FIFE NORTH ZEROTOO ZERO WUN FIFE WEST AT WUN FIFE TREESIX FLIGHT LEVEL TREE WUN ZERO CLIMBING TO FLIGHT LEVEL TREE FIFE ZERO THUNDERSTORMWITH HAIL

III. ARS PAA101 5045N02015W 1536 F310 ASC F350 TSGR

IV. SPECIAL NIUGINI TOO SEVen TREE OVER MADANG AT ZERO AIT FOWer SIX WUN NINerTOUSAND FEET TURBULENCE SEVERE

IV. ARS ANG273 MD 0846 19000FT TURB SEV


Appendix 2 -- Flight Plan


1 ICAO MODEL FLIGHT PLAN FORM


a.1.

2.

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2 INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM

2.1 GENERAL

Adhere closely to the prescribed formats and manner of specifying data.

Commence inserting data in the first space provided. Where excess space is available leave unused spaces blank.

Insert all clock times in 4 figures UTC .

Insert all estimated elapsed times in 4 figures (hours and minutes).

Shaded area preceding Item 3 — to be completed by ATS and COM services, unless the responsibility fororiginating flight plan messages has been delegated.

NOTE:

The term “aerodrome” where used in the flight plan is intended to cover also sites other than aerodromes whichmay be used by certain types of aircraft; e.g., helicopters or balloons.

2.2 INSTRUCTIONS FOR INSERTION OF ATS DATA

Complete Items 7 to 18 as indicated hereunder.

Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS authority or whenotherwise deemed necessary.

NOTE:

Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS messages.

ITEM 7: AIRCRAFT IDENTIFICATION

(MAXIMUM 7 CHARACTERS)

INSERT one of the following aircraft identifications, not exceeding 7 characters:the registration marking of the aircraft (e.g., EIAKO, 4XBCD, N2567GA), when:

in radiotelephony the call sign to be used by the aircraft will consist of this identification alone (e.g.,OOTEK), or preceded by the ICAO telephony designator for the aircraft operating agency (e.g.,SABENA OOTEK);

the aircraft is not equipped with radio; or

the ICAO designator for the aircraft operating agency followed by the flight identification (e.g., KLM511,NGA213, JTR25) when in radiotele-phony the call sign to be used by the aircraft will consist of the ICAOtelephony designator for the operating agency followed by the flight identification (e.g., KLM511, NIGERIA213, HERBIE 25).

NOTE:

Provisions for the use of radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5 (notpublished herein). ICAO designators and telephony designators for aircraft operating agencies are containedin Doc 8585 — Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services (notpublished herein).

ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT

(ONE OR TWO CHARACTERS)

Flight rules

INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply:

I if IFR

V if VFR

Y if IFR first } and specify in Item 15 the point or points where a change of flight rulesis planned.

Z if VFR first} }

Type of flight

INSERT one of the following letters to denote the type of flight when so required by the appropriate ATS authority:

S if scheduled air service


—

—

—

—

N if non-scheduled air transport operation

G if general aviation

M if military

X if other than any of the defined categories above.

ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY

Number of aircraft (1 or 2 characters)

INSERT the number of aircraft, if more than one.Type of aircraft (2 to 4 characters)

INSERT the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designators (not publishedherein)

OR if no such designator has been assigned, or in case of formation flights comprising more than one type;

INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/.Wake turbulence category (1 character)

INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category of theaircraft:

H — HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136,000kg ormore;

M — MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than136,000kg but more than 7000kg;

L — LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7000kg orless.

ITEM 10: EQUIPMENT

Radio communication, navigation and approach aid equipment

INSERT one letter as follows:

N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment isunserviceable;

OR

S if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (see Note 1),

AND/OR

INSERT one or more of the following letters to indicate the COM/NAV/approach aid equipment available andserviceable:

A (Not allocated) M Omega

B (Not allocated) O VOR

C LORAN C P (Not allocated)

D DME Q (Not allocated)

E (Not allocated) R RNP type certification

(see Note 5)F ADF

G (GNSS) T TACAN

H HF RTF U UHF RTF

I Inertial Navigation V VHF RTF


—

J (Data link)

(see Note 3)

W* *When prescribed

by ATSX*

K (MLS) Y*

L ILS Z Other equipment carried (See Note 2)

NOTE 1:

Standard equipment is considered to be VHF RTF, ADF, VOR and ILS, unless another combination isprescribed by the appropriate ATS authority.

NOTE 2:

If the letter Z is used, specify in Item 18 the other equipment carried, preceded by COM/ and/or NAV/, asappropriate.

NOTE 3:

If the letter J is used, specify in Item 18 the equipment carried, preceded by DAT/ followed by one or moreletters as appropriate.

NOTE 4:

Information on navigation capability is provided to ATC for clearance and routing purposes.

NOTE 5:

Inclusion of R indicates that an aircraft meets the RNP type prescribed for the route segment(s), route(s)and/or area concerned.

Surveillance equipment

INSERT one or two of the following letters to describe the serviceable surveillance equipment carried:

SSR equipment:

N Nil

A Transponder — Mode A (4 digits — 4096 codes)

C Transponder — Mode A (4 digits — 4096 codes) and Mode C

X Transponder — Mode S without both aircraft identification and pressure-altitude transmission

P Transponder — Mode S, including pressure-altitude transmission, but no aircraft identificationtransmission

I Transponder — Mode S, including aircraft identification transmission, but no pressure-altitudetransmission

S Transponder — Mode S, including both pressure-altitude and aircraft identification transmission.

ADS equipment:

D ADS capability

ITEM 13: DEPARTURE AERODROME AND TIME

(8 CHARACTERS)

INSERT the ICAO four-letter location indicator of the departure aerodrome,

OR, if no location indicator has been assigned,

INSERT ZZZZ and SPECIFY , in Item 18, the name of the aerodrome preceded by DEP/ ,

OR, if the flight plan is received from an aircraft in flight,

INSERT AFIL, and SPECIFY , in Item 18, the ICAO four-letter location indicator of the location of the ATS unit fromwhich supplementary flight plan data can be obtained, preceded by DEP/ .


a.

—

—

—

b.

—

—

—

—

—

c.

1.

THEN, WITHOUT A SPACE,

INSERT for a flight plan submitted before departure, the estimated off-block time,

OR, for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route towhich the flight plan applies.

ITEM 15: ROUTE

INSERT the first cruising speed as in a. and the first cruising level as in b., without a space between them.

THEN, following the arrow, INSERT the route description as in c.Cruising speed (maximum 5 characters)

INSERT the True Air Speed for the first or the whole cruising portion of the flight, in terms of:Kilometers per hour , expressed as K followed by 4 figures (e.g., K0830); or

Knots , expressed as N followed by 4 figures (e.g., N0485); or

True Mach number , when so prescribed by the appropriate ATS authority, to the nearest hundredthof unit Mach, expressed as M followed by 3 figures (e.g., M082).

Cruising level (maximum 5 characters)

INSERT the planned cruising level for the first or the whole portion of the route to be flown, in terms of:Flight level , expressed as F followed by 3 figures (e.g., F085; F330); or

Standard Metric Level in tens of metres , expressed as S followed by 4 figures (e.g., S1130); or

Altitude in hundreds of feet , expressed as A followed by 3 figures (e.g., A045; A100); or

Altitude in tens of metres , expressed as M followed by 4 figures (e.g., M0840); or

For uncontrolled VFR flights, the letters VFR.

Route (Including Changes of Speed, Level and/or Flight Rules)

Flights Along Designated ATS Routes

INSERT if the departure aerodrome is located on, or connected to the ATS route, the designator of the firstATS route;

OR, if the departure aerodrome is not on or connected to the ATS route, the letters DCT followed by the pointof joining the first ATS route, followed by the designator of the ATS route.

THEN

INSERT each point at which either a change of speed or level, a change of ATS route, and/or a change offlight rules is planned,

NOTE:

When a transition is planned between a lower and upper ATS route and the routes are oriented in the samedirection, the point of transition need not be inserted.

FOLLOWED IN EACH CASE

by the designator of the next ATS route segment, even if the same as the previous one;

OR, by DCT, if the flight to the next point will be outside a designated route, unless both points are defined bygeographical coordinates.

Flights Outside Designated ATS Routes

INSERT points normally not more than 30 minutes flying time or 370km (200 NM) apart, including each pointat which a change of speed or level, a change of track, or a change of flight rules is planned;

OR, when required by appropriate ATS authority(ies),

DEFINE the track of flights operating predominantly in an east-west direction between 70˚N and 70˚S byreference to significant points formed by the intersections of half or whole degrees of latitude with meridiansspaced at intervals of 10 degrees of longitude. For flights operating in areas outside those latitudes the tracksshall be defined by significant points formed by the intersection of parallels of latitude with meridians normallyspaced at 20 degrees of longitude. The distance between significant points shall, as far as possible, notexceed one hour’s flight time. Additional significant points shall be established as deemed necessary.

For flights operating predominantly in a north-south direction, define tracks by reference to significant pointsformed by the intersection of whole degrees of longitude with specified parallels of latitude which are spacedat 5 degrees.

INSERT DCT between successive points unless both points are defined by geographical coordinates or bybearing and distance.

USE ONLY the conventions in 1. to 5. below and SEPARATE each sub-item by a space.ATS Route (2 to 7 Characters)

The coded designator assigned to the route or route segment including, where appropriate, the codeddesignator assigned to the standard departure or arrival route (e.g., BCN1, B1, R14, UB10,


2.

—

—

—

3.

4.

(a)

(b)

5.

KODAP2A).

NOTE:

Provisions for the application of route designators are contained in Annex 11, Appendix 1 (notpublished herein), whilst guidance material on the application of an RNP type to a specific routesegment(s), route(s) or area, is contained in the Manual on Required Navigation Performance (RNP),Doc 9613 (not published herein).

Significant Point (2 to 11 Characters)

The coded designator (2 to 5 characters) assigned to the point (e.g., LN, MAY, HADDY); or

if no coded designator has been assigned, one of the following ways:Degrees only (7 characters):

2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3figures describing longitude in degrees, followed by “E” (East) or “W” (West). Make up thecorrect number of figures, where necessary, by insertion of zeros; e.g., 46N078W.

Degrees and minutes (11 characters):

4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North)or “S” (South), followed by 5 figures describing longitude in degrees and tens and units ofminutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, wherenecessary, by insertion of zeros; e.g., 4620N07805W.

Bearing and distance from a navigation aid :

The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters,THEN the bearing from the aid in the form of 3 figures giving degrees magnetic, THEN thedistance from the aid in the form of 3 figures expressing nautical miles. Make up the correctnumber of figures, where necessary, by insertion of zeros; e.g., a point 180˚ magnetic at adistance of 40 nautical miles from VOR “DUB” should be expressed as DUB180040.

Change of Speed or Level (Maximum 21 Characters)

The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level isplanned, expressed exactly as in 2. above, followed by an oblique stroke and both the cruisingspeed and the cruising level , expressed exactly as in a. and b. above, without a space betweenthem, even when only one of these quantities will be changed.

EXAMPLE:

LN/N0284A045

MAY/N0305F180

HADDY/N0420F330

4602N07805W/N0500F350

46N078W/M082F330

DUB180040/N0350M0840

Change of Flight Rules (Maximum 3 Characters)

The point at which the change of flight rules is planned, expressed exactly as in 2. or 3. above asappropriate, followed by a space and one of the following :

VFR if from IFR to VFR

IFR if from VFR to IFR

EXAMPLE:

LN VFR

LN/N0284A050 IFR

Cruise Climb (Maximum 28 Characters)

The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned tostart, expressed exactly as in 2. above, followed by an oblique stroke; THEN the speed to bemaintained during cruise climb, expressed exactly as in a. above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in b.above, or the level above which cruise climb is planned followed by the letters “PLUS”,without a space between them.

EXAMPLE:

C/48N050W/M082F290F350

C/48N050W/M082F290PLUS

C/52N050W/M220F580F620.


—

—

ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME, ALTERNATEAERODROME(S)

Destination aerodrome and total estimated elapsed time (8 characters)

INSERT the ICAO four-letter location indicator of the destination aerodrome followed, without aspace, by the total estimated elapsed time,

OR, if no location indicator has been assigned,

INSERT ZZZZ followed, without a space, by the total estimated elapsed time, and SPECIFY in Item18 the name of the aerodrome, preceded by DEST/ .

NOTE:

For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimatedtime from the first point of the route to which the flight plan applies.

Alternate aerodrome(s) (4 characters)

INSERT the ICAO four-letter location indicator(s) of not more than two alternate aerodromes,separated by a space,

OR, if no location indicator has been assigned to the alternate aerodrome,

INSERT ZZZZ and SPECIFY in Item 18 the name of the aerodrome, preceded by ALTN/ .

ITEM 18: OTHER INFORMATION

INSERT 0 (zero) if no other information,

OR, any other necessary information in the preferred sequence shown hereunder, in the form of theappropriate indicator followed by an oblique stroke and the information to be recorded:

EET/ Significant points or FIR boundary designators and accumulated estimated elapsedtimes to such points or FIR boundaries, when so prescribed on the basis of regional airnavigation agreements, or by the appropriate ATS authority.

EXAMPLE:

EET/CAP0745 XYZ0830

EET/EINN0204

RIF/ The route details to the revised destination aerodrome, followed by the ICAOfour-letter location indicator of the aerodrome. The revised route is subject tore-clearance in flight.

EXAMPLE:

RIF/DTA HEC KLAX

RIF/ESP G94 CLA APPH

RIF/LEMD

REG/ The registration markings of the aircraft, if different from the aircraft identification inItem 7.

SEL/ SELCAL Code, if so prescribed by the appropriate ATS authority.

OPR/ Name of the operator, if not obvious from the aircraft identification in Item 7.

STS/ Reason for special handling by ATS; e.g., hospital aircraft, one engine inoperative;e.g., STS/HOSP, STS/ONE ENG INOP.

TYP/ Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ is insertedin Item 9.

PER/ Aircraft performance data, if so prescribed by the appropriate ATS authority.

COM/ Significant data related to communication equipment as required by the appropriateATS authority; e.g., COM/UHF only.


—

—

—

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

NAV/ Significant data related to navigation equipment as required by the appropriate ATSauthority.

DEP/ Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO four letterlocation indicator of the location of the ATS unit from which supplementary flight plandata can be obtained, if AFIL is inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ is inserted in Item 16.

ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16.

RALT/ Name of en-route alternate aerodrome(s).

CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimalcharacters) when required by the appropriate ATS authority. Example: “F00001” isthe lowest aircraft address contained in the specific block administered by ICAO.

RMK/ Any other plain language remarks when required by the appropriate ATS authority ordeemed necessary.

ITEM 19: SUPPLEMENTARY INFORMATION

Endurance

After E/ INSERT a 4-figure group giving the fuel endurance in hours and minutes.

Persons on board

After P/ INSERT the total number of persons (passengers and crew) on board, when required by theappropriate ATS authority.

INSERT TBN (to be notified) if the total number of persons is not known at the time of filing.Emergency and survival equipment

R/ (RADIO) CROSS OUT U if UHF on frequency 243.0 MHz is not available.

CROSS OUT V if VHF on frequency 121.5 MHz is not available.

CROSS OUT E if emergency locator transmitter (ELT) is notavailable.

S/ (SURVIVAL EQUIPMENT) CROSS OUT all indicators if survival equipment is not carried.

CROSS OUT P if polar survival equipment is not carried

CROSS OUT D if desert survival equipment is not carried.

CROSS OUT M if maritime survival equipment is not carried.

CROSS OUT J if jungle survival equipment is not carried.

J/ (JACKETS) CROSS OUT all indicators if life jackets are not carried.

CROSS OUT L if life jackets are not equipped with lights.

CROSS OUT F if life jackets are not equipped with fluorescein.

CROSS OUT U or V or both as in R/ above to indicate radiocapability of jackets, if any.

D/ (DINGHIES) CROSS OUT indicators D and C if no dinghies are carried, or

(NUMBER) INSERT number of dinghies carried; and

(CAPACITY) INSERT total capacity, in persons, of all dinghies carried; and

(COVER) CROSS OUT indicator C if dinghies are not covered; and

(COLOUR) INSERT colour of dinghies if carried.


A/ (AIRCRAFT COLOUR AND MARKINGS)

INSERT colour of aircraft and significant markings.

N/ (REMARKS) CROSS OUT indicator N if no remarks, or INDICATE any othersurvival equipment carried and any other remarks regardingsurvival equipment.

C/ (PILOT) INSERT name of pilot-in-command.

2.3 FILED BY

INSERT the name of the unit, agency or person filing the flight plan.

5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM


6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM



a.

b.

a.

b.

7 INSTRUCTIONS FOR THE COMPLETION OF THE REPETITIVE FLIGHT PLAN (RPL) LISTING FORM

7.1 GENERAL

List only flight plans that will operate in accordance with IFR. (Flight rules I in FPL format).

It is assumed that all aircraft are operating as scheduled flights (Type of flight S in FPL format), otherwise notify in Q(Remarks).

It is assumed that all aircraft operating on RPLs are equipped with 4096-code transponders with Modes A and C.Otherwise, notify in Q (Remarks).

List flight plan in alphabetical order of the location indicator of the departure aerodrome .

List flight plans for each departure aerodrome in chronological order of estimated off-block times.

Adhere closely to the data conventions as indicated for the Flight Plan Form (Appendix 3, 1.6) unless otherwisespecifically indicated in 7.4.

INSERT all clock times in 4 figures UTC.

INSERT all estimated elapsed times in 4 figures (hours and minutes).

INSERT data on a separate line for each segment of operations with one or more stops; i.e., from any departureaerodrome to the next destination aerodrome even though call sign or flight number is the same for multiplesegments.

Clearly identify additions and deletions in accordance with Item H at 7.4. Subsequent listings shall list the correctedand added data, and deleted flight plans shall be omitted.

Number pages by indicating number of page and total number of pages in submission.

Utilize more than one line for any RPL where the space provided for items O and Q on one line is not sufficient.

7.2

A flight shall be cancelled as follows:Indicate a minus sign in Item H followed by all other items of the cancelled flight;

Insert a subsequent entry denoted by a plus sign in Item H and the date of the last flight in Item J, with allother items of the cancelled flight unchanged.

7.3

Modification to a flight shall be made as follows:Carry out the cancellation as indicated in 7.2; and

Insert a third entry giving the new flight plan(s) with the appropriate items modified as necessary, includingthe new validity dates in Items I and J.

NOTE:

All entries related to the same flight will be inserted in succession in the order specified above.

7.4 INSTRUCTIONS FOR INSERTION OF RPL DATA

Complete Items A to Q as indicated hereunder.

ITEM A: OPERATOR

INSERT name of operator.

ITEM B: ADDRESSEE(S)

INSERT name of agency(ies) designated by States to administer RPLs for FIRs or areas of responsibility concernedwith the route of flight.

ITEM C: DEPARTURE AERODROME(S)

INSERT location indicator(s) of departure aerodrome(s).

ITEM D: DATE

INSERT on each page of submission the date (year, month, day) in a 6-figure group that the listing was submitted.

ITEM E: SERIAL NO.

INSERT serial number of submission (2 numerics) indicating last two digits of year, a dash, and the sequential no, ofthe submission for the year indicated (start with numeral 1 each new year).


ITEM F: PAGE OF

INSERT page number and total number of pages submitted.

ITEM G: SUPPLEMENTARY DATA AT

INSERT name of contact where information normally provided under Item 19 of the FPL is kept readily available andcan be supplied without delay.

ITEM H: ENTRY TYPE

INSERT a minus sign (-) for each flight plan that is to be deleted from the listing.

INSERT a plus sign (+) for each initial listing and, in the case of subsequent submissions, for each flight plan notlisted in the previous submission.

NOTE:

No information is required under this item for any flight plan which is unchanged from the previous submission.

ITEM I: VALID FROM

INSERT first date (year, month, day) upon which the flight is scheduled to operate.

ITEM J: VALID UNTIL

INSERT last date (year, month, day) upon which the flight is scheduled to operate as listed, or

UFN if the duration is unknown.

ITEM K: DAYS OF OPERATION

INSERT number corresponding to the day of the week in the appropriate column; Monday = 1 through Sunday = 7.

INSERT 0 for each day of non-operation in the appropriate column.

ITEM L: AIRCRAFT IDENTIFICATION

(Item 7 of the ICAO flight plan)

INSERT aircraft identification to be used for the flight.

ITEM M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY


INSERT appropriate ICAO designator as specified in ICAO Document 8643 — Aircraft Type Designators (notpublished herein).

INSERT H, M or L indicator as appropriate:

H — HEAVY to indicate an aircraft type with a maximum certificated take-off mass of 136,000kgor more,

M — MEDIUM to indicate an aircraft type with a maximum certificated take-off mass of less than136,000kg but more than 7000kg,

L — LIGHT to indicate an aircraft type with a maximum certificated take-off mass of 7000kg orless.

ITEM N: DEPARTURE AERODROME AND TIME


INSERT location indicator of the departure aerodrome.

INSERT the off-block time; i.e., the estimated time that the aircraft will commence movement associated withdeparture.


a.

b.

c.

ITEM O: ROUTE

(Item 15 of the ICAO flight plan)Cruising Speed

INSERT the true airspeed for the first or whole cruising portion of the flight in accordance with Item 15A. ofthe ICAO flight plan.

Cruising Level

INSERT the planned cruising level for the first or whole portion of the route in accordance with Item 15B. ofthe ICAO flight plan.

Route

INSERT the entire route in accordance with Item 15C. of the ICAO flight plan.

ITEM P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME


INSERT location indicator of the destination aerodrome.

INSERT the total estimated elapsed time.

ITEM Q: REMARKS

INSERT items of information as required by the appropriate ATS authority, items normally notified in Item 18of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.

8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL)



Appendix 4 -- Air Traffic Incident Report



1 ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM


2 INSTRUCTIONS FOR THE COMPLETION OF THE AIR TRAFFIC INCIDENT REPORT FORM

Item

A Aircraft identification of the aircraft filing the report.

B An AIRPROX report should be filed immediately by radio.

C1 Date/time UTC and position in bearing and distance from a navigation aid or in LAT/LONG.


C2 Information regarding aircraft filing the report, tick as necessary.

C2 c) E.g, FL 350/1013 hPa or 2,500 ft/QNH 1007 hPa or 1,200 ft/QFE 998 hPa.

C3 Information regarding the other aircraft involved.

C4 Passing distance — state units used.

C6 Attach additional papers as required. The diagrams may be used to show aircraft’s position.

D1 f) State name of ATS unit and date/time in UTC.

D1 g) Date and time in UTC.

E2 Include details of ATS unit such as service provided, radiotelephony frequency, SSR Codesassigned and altimeter setting. Use diagram to show the aircraft’s position and attach additionalpapers as required.


Aeronautical Telecommunications


5 AERONAUTICAL MOBILE SERVICE — VOICE COMMUNICATIONS

5.2 RADIOTELEPHONY PROCEDURES

5.2.1 General

5.2.1.2 Language to be Used

5.2.1.2.1

The air-ground radiotelephony communications shall be conducted in the language normally used by the station onthe ground or in the English language.

NOTE 1:

The language normally used by the station on the ground may not necessarily be the language of the State in whichit is located. A common language may be agreed upon regionally as a requirement for stations on the ground in thatregion.

NOTE 2:

The level of language proficiency required for aeronautical radiotelephony communications is specified in theAppendix to Annex 1.

5.2.1.2.2

The English language shall be available, on request from any aircraft station, at all stations on the ground servingdesignated airports and routes used by international air services.

5.2.1.2.3

The languages available at a given station on the ground shall form part of the Aeronautical Information Publicationsand other published aeronautical information concerning such facilities.

5.2.1.4 Transmission of Numbers in Radiotelephony

5.2.1.4.1 Transmission of Numbers

5.2.1.4.1.1

All numbers, except as prescribed in 5.2.1.4.1.2, shall be transmitted by pronouncing each digit separately.

5.2.1.4.1.2

All numbers used in the transmission of altitude, cloud height, visibility and runway visual range (RVR), which containwhole hundreds and whole thousands, shall be transmitted by pronouncing each digit in the number of hundreds orthousands followed by the word “HUNDRED” or “THOUSAND” as appropriate. Combinations of thousands and wholehundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word“THOUSAND” followed by the number of hundreds followed by the word “HUNDRED”

NOTE:

The following examples illustrate the application of this procedure (see 5.2.1.4.3.1 for pronunciation.

Altitude transmitted as

800 eight hundred

3400 three thousand four hundred

12000 one two thousand

cloud height transmitted as

2200 two thousand two hundred

4300 four thousand three hundred

visibility transmitted as

1000 visibility one thousand

700 visibility seven hundred


runway visual range transmitted as

600 RVR six hundred

1700 RVR one thousand seven hundred

5.2.1.4.1.3

Numbers containing a decimal point shall be transmitted as prescribed in 5.2.1.4.1.1 with the decimal point inappropriate sequence being indicated by the word “DECIMAL”.

NOTE:

The following examples illustrate the application of this procedure.

Number Transmitted as

100.3 ONE ZERO ZERO DECIMAL THREE

38143.9 THREE EIGHT ONE FOUR THREE DECIMAL NINE

NOTE:

For identification of VHF frequencies the number of digits after the decimal point are determined on the basis ofchannel spacing (5.2.1.7.3.4.3 refers to frequencies separated by 25 kHz, 5.2.1.7.3.4.4 refers to frequenciesseparated by 8.33 kHz.

5.2.1.4.1.4

PANS — When transmitting time, only the minutes of the hour should normally be required. Each digit should bepronounced separately. However, the hour should be included when any possibility of confusion is likely to result.

NOTE:

The following examples illustrate the application of this procedure when applying the provisions of 5.2.1.2.2.

Time Statement

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

ZE-RO NIN-er TOO ZERO

1643 (4:43 P.M.) FOW-er TREE or

WUN SIX FOW-er TREE

5.2.1.7 Calling

5.2.1.7.3 Radiotelephony Procedures

5.2.1.7.3.4 Indication of Transmitting Frequency

5.2.1.7.3.4.3

PANS — Except as specified in 5.2.1.7.3.4.4 all six digits of the numerical designator should be used to identify thetransmitting channel in VHF radiotelephony communications, except in the case of both the fifth and sixth digits beingzeros, in which case only the first four digits should be used.

NOTE 1: The following examples illustrate the application of the procedure in 5.2.1.7.3.4.3:

Channel Transmitted as

118.000 ONE ONE EIGHT DECIMAL ZERO

118.005 ONE ONE EIGHT DECIMAL ZERO ZERO FIVE

118.010 ONE ONE EIGHT DECIMAL ZERO ONE ZERO

118.025 ONE ONE EIGHT DECIMAL ZERO TWO FIVE

118.050 ONE ONE EIGHT DECIMAL ZERO FIVE ZERO

118.100 ONE ONE EIGHT DECIMAL ONE

NOTE 2: Caution must be exercised with respect to the indication of transmitting channels in VHF


radiotelephony communications when all six digits of the numerical designator are used in airspacewhere communication channels are separated by 25 kHz, because on aircraft installations with a channelseparation capability of 25 kHz or more, it is only possible to select the first five digits of the numericaldesignator on the radio management panel.

NOTE 3: The numerical designator corresponds to the channel identification in Annex 10, Volume V, Table4-1 (not published herein).

5.2.1.7.3.4.4

PANS — In airspace where all VHF voice communications channels are separated by 25 kHz or more and the use ofsix digits as in 5.2.1.7.3.4.3 is not substantiated by the operational requirement determined by the appropriateauthorities, the first five digits of the numerical designator should be used, except in the case of both the fifth andsixth digits being zeros, in which case only the first four digits should be used.

NOTE 1: The following examples illustrate the application of the procedure in 5.2.1.7.3.4.4 and theassociated settings of the aircraft radio management panel for communication equipment with channelseparation capabilities of 25 kHz and 8.33/25 kHz.

Channel Transmitted as Radio management panel setting forcommunication equipment with

25 kHz (5 digits) 8.33/25 kHz (6 digits)

118.000 ONE ONE EIGHT DECIMAL ZERO 118.00 118.000

118.025 ONE ONE EIGHT DECIMAL ZERO TWO 118.02 118.025

118.050 ONE ONE EIGHT DECIMAL ZERO FIVE 118.05 118.050

118.075 ONE ONE EIGHT DECIMAL ZEROSEVEN

118.07 118.075

118.100 ONE ONE EIGHT DECIMAL ONE 118.10 118.100

NOTE 2: Caution must be exercised with respect to the indication of transmitting channels in VHFradiotelephony communications when five digits of the numerical designator are used in airspace whereaircraft are also operated with channel separation capabilities of 8.33/25 kHz. On aircraft installationswith a channel separation capability of 8.33 kHz and more, it is possible to select six digits on the radiomanagement panel. It should therefore be ensured that the fifth and sixth digits are set to 25 kHzchannels (see Note 1).

NOTE 3: The numerical designator corresponds to the channel identification in Annex 10, Volume V, Table4-1 (not published herein).


a.

b.

a.

b.

c.

d.

e.

f.

g.

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)



1 INTRODUCTION AND APPLICABILITY OF BROADCASTS

1.1

Traffic information broadcasts by aircraft are intended to permit reports and relevant supplementary information of anadvisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information ofpilots of other aircraft in the vicinity.

1.2

TIBAs should be introduced only when necessary and as a temporary measure.

1.3

The broadcast procedures should be applied in designated airspace where:

there is a need to supplement collision hazard information provided by air traffic services outside controlledairspace; or

there is a temporary disruption of normal air traffic services.

1.4

Such airspaces should be identified by the States responsible for provision of air traffic services within theseairspaces, if necessary with the assistance of the appropriate ICAO Regional Office(s), and duly promulgated inaeronautical information publications or NOTAM, together with the VHF RTF frequency, the message formats and theprocedures to be used. Where, in the case of 1.3 a., more than one State is involved, the airspace should bedesignated on the basis of regional air navigation agreements and promulgated in Doc 7030.

1.5

When establishing a designated airspace, dates for the review of its applicability at intervals not exceeding 12 monthsshould be agreed by the appropriate ATC authority(ies).

2 DETAILS OF BROADCASTS

2.1 VHF RTF FREQUENCY TO BE USED

2.1.1

The VHF RTF frequency to be used should be determined and promulgated on a regional basis. However, in the caseof temporary disruption occurring in controlled airspace, the States responsible may promulgate, as the VHF RTFfrequency to be used within the limits of that airspace, a frequency used normally for the provision of air trafficcontrol service within that airspace.

2.1.2

Where VHF is used for air-ground communications with ATS and an aircraft has only two serviceable VHF sets, oneshould be tuned to the appropriate ATS frequency and the other to the TIBA frequency.

2.2 LISTENING WATCH

A listening watch should be maintained on the TIBA frequency 10 minutes before entering the designated airspaceuntil leaving this airspace. For an aircraft taking off from an aerodrome located within the lateral limits of thedesignated airspace listening watch should start as soon as appropriate after take-off and be maintained until leavingthe airspace.

2.3 TIME OF BROADCASTS

A broadcast should be made:

10 minutes before entering the designated airspace or, for a pilot taking off from an aerodrome located withinthe lateral limits of the designated airspace, as soon as appropriate after take-off;

10 minutes prior to crossing a reporting point;

10 minutes prior to crossing or joining an ATS route;

at 20-minute intervals between distant reporting points;

2 to 5 minutes, where possible, before a change in flight level;

at the time of a change in flight level; and

at any other time considered necessary by the pilot.

2.4 FORMS OF BROADCAST

2.4.1

The broadcasts other than those indicating changes in flight level, i.e. the broadcasts referred to in 2.3 a., b., c., d.and g., should be in the following form:

ALL STATIONS (necessary to identify a traffic information broadcast)


(call sign)

FLIGHT LEVEL (number) (or CLIMBING TO FLIGHT LEVEL (number))

(direction)

(ATS route) (or DIRECT FROM (position) TO (position))

POSITION (position ) AT (time)

ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time)

(call sign)

FLIGHT LEVEL (number)

(direction)

Fictitious example:

“ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND DIRECT FROM PUNTA SAGA TO PAMPAPOSITION 5040 SOUTH 2010 EAST AT 2358 ESTIMATING CROSSING ROUTE LIMA THREE ONE AT 4930 SOUTH1920 EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND OUT”

2.4.2

Before a change in flight level, the broadcast (referred to in 2.3 e.) should be in the following form:

ALL STATIONS

(call sign)

(direction)


LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time)

2.4.3

Except as provided in 2.4.4, the broadcast at the time of a change in flight level (referred to in 2.3 f.) should be in thefollowing form:

ALL STATIONS

(call sign)

(direction)


LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed by:

ALL STATIONS

(call sign)

MAINTAINING FLIGHT LEVEL (number)

2.4.4

Broadcasts reporting a temporary flight level change to avoid an imminent collision risk should be in the followingform:

ALL STATIONS

(call sign)


a.

b.

c.

d.

e.

LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed as soon as practicable by:

ALL STATIONS

(call sign)

RETURNING TO FLIGHT LEVEL (number) NOW

2.5 ACKNOWLEDGEMENT OF THE BROADCASTS

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

3 RELATED OPERATING PROCEDURES

3.1 CHANGE OF CRUISING LEVEL

3.1.1

Cruising level changes should not be made within the designated airspace, unless considered necessary by pilots toavoid traffic conflicts, for weather avoidance of for other valid operational reasons.

3.1.2

When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection ofthe aircraft should be displayed while changing levels.

3.2 COLLISION AVOIDANCE

If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action isnecessary to avoid an imminent collision risk, and this cannot be achieved in accordance with the right-of-wayprovisions of Annex 2, the pilot should:

unless an alternative manoeuvre appears more appropriate, immediately descend 150 m (500ft), or 300 m(1000 ft) if above FL 290 in an area where a vertical separation minimum of 600 m (2000 ft) is applied;

display all available aircraft lighting which would improve the visual detection of the aircraft;

as soon as possible, reply to the broadcast advising action being taken;

notify the action taken on the appropriate ATS frequency; and

as soon as practicable, resume normal flight level, notifying the action on the appropriate ATS frequency.

3.3 NORMAL POSITION REPORTING PROCEDURES

Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate oracknowledge a traffic information broadcast.


a.

b.

a.

b.

Mach Number Technique


1 INTRODUCTION

1.1

The term “Mach number technique” is used to describe the technique of clearing turbo-jet aircraft operating along thesame route to maintain specified Mach numbers in order to maintain adequate longitudinal separation betweensuccessive aircraft at, or climbing or descending to, the same level.

2 OBJECTIVES

2.1

The principal objectives of the use of the Mach number technique are:

to ensure continued longitudinal separation between successive aircraft on long route segments with aminimum of Air Traffic Control (ATC) intervention;

to obtain improved utilization of such routes, thus contributing to the economy of flight operations of trafficconcerned.

2.2

To achieve these objectives the speeds of aircraft operating along the same track at the same level or climbing ordescending to operate at the same level are stabilized. This stability permits reasonably accurate projections of theexpected longitudinal separation between aircraft to points well beyond the point where separation is first confirmed,which reduces the need for frequent ATC intervention.

2.3

Practical experience in the North Atlantic (NAT) region has confirmed the assumptions made above. It has been foundthat successive aircraft operating along the same track at the same level and aircraft climbing or descending tooperate at the same level as another aircraft and maintaining the same Mach number also maintain a reasonablyconstant time interval between each other, when checked by position reports over the same point. This is due to thefact that the aircraft concerned are normally subject to approximately the same wind and temperature conditions.Minor variations in speed which might temporarily increase or decrease the spacing between aircraft tend to beneutralized over prolonged periods of flight.

3 PREREQUISITES

3.1 AREA OF APPLICATION

3.1.1

The application of the Mach number technique is particularly suitable for areas where the environment is such thatposition reporting and ATC intervention with individual flights can, at times, be subject to delay. In addition, thefollowing represent typical characteristics of the route structure and environment which make the use of a given areasuitable for the application of the Mach number technique:

aircraft in the area generally follow the same or diverging tracks until they are provided with other forms ofseparation;

operations conducted in the area comprise a significantly large phase of stable flight (e.g., not less than onehour) and the aircraft concerned have normally reached an operationally suitable level when entering thearea.

3.2 AIRCRAFT INSTRUMENTATION

3.2.1

The use of the Mach number technique in a given area is based on the assumption that the relevant instruments usedby aircraft to which this technique is applied have been calibrated in accordance with applicable airworthinesspractices. Therefore, both States of Registry and operators concerned should take the necessary measures to ensurecontinued compliance with this prerequisite.

3.3 FLIGHT PROGRESS INFORMATION FOR ATC

3.3.1

ATC units using the Mach number technique must have at their disposal the latest forecast upper wind information, orposition information obtained from previous aircraft. Such information is necessary in order to permit ATC to prepare(either manually or by means of a computer) flight progress strips showing calculated estimated times over significantpoints up to and including the exit point from the area wherein the technique is applied in order to confirm that therequired longitudinal separation will exist at the exit point.

3.4 ADHERENCE TO ASSIGNED MACH NUMBER

3.4.1

Unless otherwise advised by the pilot concerned, ATC will assume that the last assigned Mach number will bemaintained both in cruise and in any cleared step-climbs or step-descents made in the course of the flight.

4 GENERAL PROCEDURES


a.

b.

a.

b.

c.

4.1

Application of the Mach number technique should always be based on the true Mach number.

The airspeeds and altitudes planned to be used should be specified in flight plan as follows:

True airspeed and altitude immediately preceding the initial domestic portion of the route of flight.

True Mach number and altitude immediately preceding oceanic portion of the route of flight.

Example of field 15 of ICAO Flight Plan: 0450F340 MOLOKAI2 CLUTS/M084F340 R465 CLUKK SFO.

4.2

The ATC clearance must include the assigned Mach number which is to be maintained. It is therefore necessary thatinformation on the desired Mach number be included in the flight plans by pilots intending to operate along routes inthe area concerned.

4.3

ATC has a requirement to calculate estimated times at which aircraft will pass significant points along their track.These calculations are necessary both for the provision of longitudinal separation between aircraft on crossing tracks,and for coordination with adjacent ATC units. Therefore ATC must be provided with necessary data to do this.

4.4

It is very important that the estimates for the entry point to the area provided by pilots are as accurate as possiblesince they form the basis for the advance planning of longitudinal separation between aircraft.

4.5

The prescribed longitudinal separation between successive aircraft flying at the same level must be provided over theentry point and on a particular track or tracks, or exist when climb or descent to the level of another aircraft isaccomplished into the area concerned. Standard longitudinal separation is 15 minutes.

4.6

Thereafter, provided that aircraft maintain their last assigned Mach numbers, intervention by ATC for the portion offlight where the Mach number technique is used, should normally only be necessary if an aircraft, for some reason, isobliged to change its number or if there is conflicting traffic on crossing tracks or a flight level change is intended.

4.7

The Mach number technique requires that pilots strictly adhere to the following procedures:

aircraft must strictly adhere to the last assigned Mach number;

if essential to make an immediate temporary change in Mach number (e.g., due to turbulence) theappropriate ATC unit should be notified as soon as possible of that change;

when required by the appropriate ATC unit, the current true Mach number should be included in routineposition reports.

4.8

Due account must be taken of problems which may be caused at entry and exit points if the longitudinal separationminima used in adjacent airspace differ from those used in the area where the Mach number technique is used.

4.9

For a list of ATS routes and areas where the Mach number technique is used, see the individual ATC “State Page”under the heading Mach Number Technique (MNT).


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Required Navigational Performance (RNP) Area Navigation (RNAV)


GENERAL

RNP

The ICAO Special Committee on Future Air Navigation Systems (FANS) defines RNP as a statement of requirednavigation accuracy in the horizontal plane (lateral and longitudinal position fixing) necessary for operation in adefined airspace. RNP types are identified by a single accuracy value, shown in the table below. For example, thestatement of RNP 1, refers to a required navigation performance accuracy within 1 NM of the desired flight path atleast 95% of the time flying.

Table of existing and future levels of navigation accuracy

RNP RNAV Type Accuracy in the designated airspace

RNP 1 ± 1.0 NM

RNP 4 ± 4.0 NM

B-RNAV (RNP 5) ± 5.0 NM

RNP 10 ± 10.0 NM

RNP 12.6 ± 12.6 NM

RNP 20 ± 20.0 NM

B-RNAV (RNP 5) is a derivate of RNP 4, allowing continued operation without modification of existing route structuresand is implemented in the ECAC (European Civil Aviation Conference) Airspace.

Potential application for RNP airspace includes:

a defined airspace, such as North Atlantic minimum navigation performance specifications (MNPS) airspace.

a fixed ATS route, such as between Sydney, Australia and Auckland, New Zealand.

random track operations, such as between Hawaii and Japan.

a volume of airspace such as a block altitude on a specified route.

The implementation of RNP allows enhancements of ATC system capacity and efficiency while retaining or establishingenhanced system safety.

RNAV

RNAV is the primary means of meeting RNP requirements. RNAV operations within the RNP concept permit flight inany airspace within prescribed accuracy tolerances, without the need to fly directly over ground-based navigationfacilities. The application of RNAV techniques provides a number of benefits, for example:

establishment of more direct routes reducing the flight distances.

establishment of dual or parallel routes to accommodate a greater flow of enroute traffic.

establishment of bypass routes for high density traffic areas.

establishment of contingency routes.

establishment of optimum locations for holding patterns.

reduces the number of ground navigation facilities.

Navigation parameters such as distance and bearing to a way point are computed from the aircraft position to thelocation of the way point. Course guidance is generally derived from the linear deviation from the desired track of agreat circle course. The desired course may be pilot elect able or may be determined by the navigation computerthrough computations based on the locations of successive way points.

Precision RNAV (P-RNAV) (RNP 1) - shall provide a 95% containment value of ± 1 NM (± 1.85 km).

Basic RNAV (B-RNAV) (RNP 5) - shall provide a 95% containment value of ± 5 NM (± 9.26 km). This level is similarto that currently achieved by aircraft without RNAV capability on ATS routes defined by a VOR or VOR/DME, whenVOR’s are less than 100 NM apart.

RNP AND RNAV REQUIREMENTS

For RNP and RNAV operations, operators have the responsibility to ensure the required level accuracy, within thenotified RNP/RNAV environment, by means of appropriate equipment usage and prescribed procedures for the flightcrew. It is essential that ATC receives an indication from the operator that a flight, planned along RNP/RNAV routes orin a RNP/RNAV area, has the required navigation capability.

APPROVAL AND CERTIFICATION


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—

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A fundamental requirement for the implementation of RNP is the approval of flight operations in the various RNP typeairspaces by the State of the operator. Approval will be granted individually for each operator and each individualaircraft type used by the operator. RNAV and FMS equipment also needs to obtain airworthiness approval by thenational authority. The approving authority must ensure that aircraft equipment be installed and operated in amanner appropriate to the RNP type approval being sought. An approval for a certain RNP type does not mean thatthe aircraft may be operated wherever the RNP type applies. The RNP type approval is specific to a particular type ofnavigation equipment and application, and for the use of INS/IRS a time limit may apply. For example, an aircraft,having approval for RNP 5 in the B-RNAV airspace of Europe, using RNAV equipment requiring input from groundbased navigation facilities such as VOR/DME may not be operated in a RNP 10 airspace where such facilities are notavailable.

B-RNAV CERTIFICATION AND OPERATIONAL REQUIREMENTS

In order to comply with RNAV operational requirements, aircraft must be certified for B-RNAV operation in order tofile an IFR flight plan in the B-RNAV FIR/UIR in the ECAC airspace. See Minimum Equipment List (MEL) requirementsand applicable aircraft procedures related to navigation performance.

SYSTEM DESCRIPTION

RNP

Many different types of equipment are currently available to meet requirements for one or more RNP types. Forexample, a VOR/DME navigation system in combination with a simple RNAV computer accepting VOR/DME input is theleast sophisticated equipment.

RNAV

Area Navigation Equipment determines aircraft position by processing data from one or more sensors. Determinationof aircraft position is dependent on such factors as sensor availability and accuracy, signal parameters (signal sourcestrength, transmitted signal degradation). Position determination may employ such inputs as :

distance measurements from two or more Distance Measuring Equipment (DME) ground stations (DME�DME);

Very High Frequency Omnidirectional radio Range with DME (VOR/DME);

Inertial systems (INS, with radio updating or limited 2 hour use after last on ground update)

LORAN C (with limitations)

Global Navigation Satellite System (with limitations).

GENERAL OPERATIONAL LIMITATIONS

Due to the availability and integrity of the various sensor systems, and effects of from outside sources, certainoperational limitations must be imposed on the use of some types of RNAV equipment as follows:

Operational Areas

operators shall define the area(s) in which operations are intended and ensure that equipment usage is capableof performance within the defined standard.

Operational Equipment

INS

Without an automatic radio update, INS function is limited in usage for a 2 hour period from the last on groundposition update. This can result in a degradation of accuracy with elapsed time. As a requirement, a linear decayvalue of 1.5 to 2 NM per hour must be considered.

GNSS

During the pre-flight planning phase, if 24 satellites (23 if baro aiding is incorporated into the GPS installation)are projected to be operational for the flight, then the aircraft can depart without further action. If 23 satellitesor less (22 or less if baro aiding is incorporated), are projected to be operational, then the availability of GPSintegrity (RAIM) should be confirmed for the intended flight (route and time).

SYSTEM AVAILABILITY

Navigation systems must demonstrate an acceptably reliable continuity of function prior to approval. Nationalauthorities may choose to rely on redundancy of systems in order to obtain an average airborne system availability of99.99% of flight time for B-RNAV. Navigation function availability may be assured by the use of the multi sensor areanavigation systems which incorporate various position fixing sensors, each of which is individually usable for airbornearea navigation. Some RNAV systems permit the use of combinations of systems or pilot selection of one system inpreference to another, depending on factors such as reception and weather conditions.

Recommendations

As long as VOR/DME facilities are available, and aircraft are equipped with VOR/DME instrumentation, the carriage ofa single B-RNAV system will provide equivalent safety to the average systems availability requirements. It isanticipated that the withdrawal of VOR facilities will result in a requirement to carry redundant B-RNAV systems inorder to meet the average system availability requirement.

CONTINGENCY

Flight Crew Inputs

Procedures shall enable erroneous flight crew inputs to be detected before the aircraft position accuracy can bedegraded. It is the crews responsibility to ensure that the navigation accuracy is maintained. In particular, thefollowing common mistakes must be avoided:


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Insertion errors

Coordinates are inserted incorrectly into the system. (Particular care must be taken in case of a new ATCclearance).

De-coupling

If the pilot allows the autopilot to become de-coupled from the equipment which he thinks is providing steeringoutput.

Using faulty equipment

The pilot might continue to use a navigation system which has become inaccurate.

FUNCTIONAL REQUIREMENTS

Navigation equipment should be capable of enabling aircraft to be navigated within the constraints of the air trafficservice to the accuracy required in a promulgated RNP type of airspace. The carriage of RNAV equipment may berequired in some regions or States and therefore the reason why frequent reference is made to the use of RNAVequipment.

NAVIGATION DATA BASE

It is the responsibility of the States to maintain the level of accuracy and thoroughness of the source material onwhich data bases rely. Data base providers have the responsibility to ensure that they accurately reproduce thesource material as provided by the States.

RNP

Aircraft Flight Management System (FMS) software should employ the same geodetic reference datum as that usedfor locating ground based or earth-referenced navigational aids to avoid navigation errors when transferring betweendifferent geodetic reference datum application areas. The equipment shall provide an electronically-updatablenavigation database containing at least the following location information:

ARP

VORs, DMEs, VORTACs and NDBs

All named fixes

All procedures defined by a State such as Routes, SIDs, STARs, APCH, holdings, etc.

RNAV

For B-RNAV a navigation data base is optional. If provided, it shall consist of current navigation reference dataofficially promulgated for civil aviation use, and contain at least navigation aid and way point information covering theregion of intended operation. It is desirable if storing a number of flight plans. The navigation data base installed inthe aircraft must be checked for its validity before the flight.

Route planning

The system shall allow the construction and/or modification of a flight plan. The flight crew shall be able todetermine the correctness of the flight plan. B-RNAV shall provide a means for the insertion or modification ofdata in the flight plan via the RNAV Control Display Unit (CDU).

In-flight update

Verification of the data in respect to the Flight Path being flown, and the stored data base at any time withoutthe guidance and navigation outputs of the computer being affected, is mandatory. The route data shall consistof the names or coordinates of the way points and shall include distance and tracks between them. The presenttrack and distance to go to the next way point shall be provided, except when operating on a non fixed leg. Theflight crew shall be able to modify the flight plan at any time. An additional means of updating the flight plan byuse of a ground/air data link is optional.

NAVIGATION

Navigation Mode and Annunciation

The flight crew shall be enabled to monitor navigation mode and position.

Tuning and Selection of Radio Aids

Automatic selection and tuning of VOR and/or DME channels in accordance with stored program procedures, andrelated aircraft position and data base requirements, is required. The selected frequencies and ICAO identifiers shallbe available for display. Individual NAVAIDs shall be inhibited from the automatic selection process by the crew ifdesired. The ability of manual tuning to/of a Radio Navigation Aid (NAVAID) or displaying the data shall be given.

Route Execution

(Aircraft equipped with FMS should comply with the following statements in general):

Cross Track Deviation

A continuous display of distance from the intended track shall be provided. The display resolution shall beconsistent with the system accuracy.

Parallel Offsets

A system is desired which provides the ability to fly parallel tracks offset by up to 20 NM from the primary trackdefined by the way points. The presence of an offset shall be continuously indicated.

Flight Plan


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Operators of aircraft fitted with RNAV having a navigation accuracy meeting RNP 5 shall insert the designator ‘R’ initem 10 of the flight plan.

Operators of State aircraft not equipped with RNAV but having a navigation accuracy meeting RNP shall not insert thedesignators ‘S’ or ‘R’ in item 10 of the flight plan. Since such flights require special handling by air traffic control,item 18 of the flight plan shall contain STS/NONRNAV.

CONTINGENCY PROCEDURES

If, as a result of a failure of the RNAV system or degradation of it below RNP 5, an aircraft is unable to either enterthe designated airspace or continue operations in accordance with the current air traffic control clearance, a revisedclearance shall, whenever possible, be obtained by the pilot.

When a verbal coordination process is being used, the sending air traffic control unit shall include the phrase‘NEGATIVE-RNAV’ at the end of the message. The phrase ‘NEGATIVE-RNAV’ shall be also included by the pilotimmediately following the aircraft call sign whenever initial contact on an ATC unit frequency is established.

OPERATIONS MANUAL

The Operations manual shall describe the RNAV equipment procedures to be used for

pre-flight, in-flight and post-flight; and

in the event of a loss, or impairment, of RNAV navigation capability. The procedures as filed by the stateauthorities do strictly apply.


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Joint Aviation Authorities (JAA) Aerodrome Operating Minimums (AOM)


GENERAL

The following explanation is an excerpt based on JAR-OPS 1 Subpart D and E regarding the use and methods used to determineAOM. These rules have been adopted by the Committee of Joint Aviation Authorities (JAA) on 28 March 1995. After a three-yeartransition period, JAR-OPS 1 will become European Standard and will apply in full after 1 April 1998 to all large civil operators,(meaning large airplanes over 10 tons MTOW and/or 20 seats or more). The deadline for small operators is 1 Oct. 1999.Operators with mixed fleets are to be considered as large operators. Worldwide application of JAR-OPS 1 AOM, except whereexisting State Minimums are higher, is obligatory for commercial pilots and aircraft operators with JAR-OPS 1 approval .

Differences to JAR-OPS 1 and country specific criteria will be shown on a separate Terminal State page.

Current JAA Member States:

Austria, Belgium, Cyprus, Czech, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,Luxembourg, Malta, Monaco, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland,Turkey, United Kingdom.

States with AOM in correspondence with JAR-OPS 1:

Namibia, Pakistan, South African Republic

DEFINITIONS

Aerodrome Operating Minimums (AOM)

The limits of usability of an aerodrome for either take-off or landing, usually expressed in terms of RVR or VIS, DA(H),MDA(H) and cloud conditions.

Authority

The authority responsible, within the JAA State concerned, for the safety regulation of civil aviation.

Runway Visual Range (RVR)

The distance, as assessed by either instrument or human observation over which the runway lights or surface markingsmay be seen in the direction of take-off or landing. Applying an appropriate factor to the reported meteorological visibilitymay derive RVR values.

1 AIRCRAFT OPERATORS RESPONSIBILITY

An operator shall specify AOM, established according to JAR-OPS 1 for each departure, destination or alternate aerodrome.These minimums must take into account any increment to the specified values imposed by the Authority. Such minimums shallnot be lower than any that may be established by the State in which the aerodrome is located, unless specifically approved bythat State.

In-flight calculations of minimums are permitted for a non-planned alternate aerodrome if carried out by an accepted method.

In establishing AOM which will apply to any particular operation, an operator must take full account of:

The type, performance and handling characteristics of the aircraft;

The composition of the flight crew, their competence and experience;

The dimensions and characteristics of the runways which may be selected for use;

The adequacy and performance of the available visual and non-visual ground aids;

The equipment available on the aircraft for navigation and/or control of the flight path, as appropriate, during thetake-off, the approach, the flare, the landing, roll-out and the missed approach;

The obstacles in the approach, missed approach and climb-out areas required for the execution of contingencyprocedures and necessary clearance;

The OCA(H) for the instrument approach procedure;

The means to determine and report meteorological conditions.

AOM are considered applicable if:

The ground equipment shown on the respective chart required for the intended procedure is operative;

The aircraft systems required for the type of approach is operative;

The required performance criteria are met;

The crew is qualified accordingly.

2 AIRCRAFT CATEGORIES

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

PERMANENT CHANGE OF CATEGORY (maximum landing mass)

An operator may impose a permanent, lower, landing mass and use this mass for determining the VAT if approved by the

Authority. The category defined for a given aircraft shall be a permanent value and thus independent of changing conditions ofday-to-day operations.

3 PORTRAYAL OF AOM


a.

b.

a.

b.

AOM for Take-off and Landing will be shown either on Jeppesen instrument approach charts, or on a separate minimums listingin front of the first instrument approach chart. Chart index numbering is 10-9X, 20-9X etc.

4 MET VISIBILITY/RVR CONVERSION

AOM are generally expressed in RVR. If only meteorological visibility is reported, the charted RVR value can be substituted byreported meteorological VIS for Straight-in Instrument Approaches as shown in Table 1. Table 1 shall not be applied forcalculating Take-off or Category II/III minimums or when a reported RVR is available.

NOTE:

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

Table 1 CONVERSION OF REPORTED METEOROLOGICAL VIS TO RVR

Lighting elements in operation

RVR = Reported Met Visibility x

DAY NIGHT

HIALS & HIRL 1.5 2.0

Any type of lighting installation other than above 1.0 1.5

No lighting 1.0 Not applicable

5 TAKE-OFF MINIMUMS

GENERAL

Take-off minimums established by the operator must be expressed as VIS or RVR, taking into account all relevant factors foreach aerodrome planned to be used. Where there is a specific need to see and to avoid obstacles a ceiling or climb gradientmust be specified.

Take-off shall not be commenced unless weather conditions at the aerodrome of departure are equal to or better thanapplicable minimums for landing at that aerodrome unless a suitable take-off alternate aerodrome is available.

When the reported meteorological VIS is below that required for take-off and RVR is not reported (or no meteorologicalVIS or RVR report is available) a take-off may only be commenced if the commander can determine that the RVR/VISalong the take-off runway is equal to or better than the required minimum.

VISUAL REFERENCE

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

REQUIRED RVR/VIS

For multi-engine aircraft, whose performance is such that in the event of a critical power unit failure at any point duringtake-off the aircraft can either stop or continue the take-off to a height of 1500ft above the aerodrome while clearing allobstacles by the required margins, the take-off minimums established by an operator must be expressed as RVR/VISvalues not lower than those in Table 2 below.

For multi-engine aircraft whose performance is such that they cannot comply with the performance conditions specifiedin paragraph a. above in the event of a critical power unit failure, there may be a need to re-land immediately and tosee and avoid obstacles in the take-off area.

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

Table 2 TAKE-OFF RVR/VIS

FACILITIES

RVR / VIS (m)

CAT A,B,C acft CAT D acft

RL, CL & multiple RVR information 150 200

RL & CL 200 250

RL &/or RCLM 250 300

Nil (Day only) 500 500

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


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a.

b.

c.

d.

e.

Take-off RVR/VIS - flight path

Assumed engine failure height in (ft) above the take-off runwayRVR/VIS

(m)

≤ 50 200

51 - 100 300

101 - 150 400

151 - 200 500

201 - 300 1000

> 300 1500

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

LOW VISIBILITY TAKE-OFF

A take-off on a runway where the RVR is less than 400m.

An operator shall;

Verify that Low Visibility Procedures have been established and are in force where low visibility operation are to beconducted.

Establish procedures and instructions for Low Visibility Take-off operations.

Subject to the approval of the Authority, and provided the requirements in paragraphs A to E below have been satisfied, anoperator may reduce the take-off minimums shown in Table 2 for:

CAT A, B & C aircraft to RVR 125m ;

CAT D aircraft to RVR 150m when:

Low Visibility Procedures are in force;

High intensity CL spaced 15m or less and HIRL spaced 60m or less are in operation;

Crews have satisfactorily completed training in a simulator approved for this procedure;

A 90m visual segment is available from the cockpit at the start of the take-off run;

The required RVR value has been achieved for all of the relevant RVR reporting points.

USING AN APPROVED LATERAL GUIDANCE SYSTEM

Subject to approval of the Authority, an operator of an aircraft using an approved lateral guidance system may reduce thetake-off minimums shown in Table 2 for:

CAT A, B & C aircraft to less than RVR 125m ;

CAT D aircraft to less than RVR 150m ;

but not lower than RVR 75m provided runway protection and facilities equivalent to Category III landing operations areavailable.

6 CIRCLE-TO-LAND MINIMUMS

An operator must ensure that the MDH and visibility for the aircraft category concerned is not below the values shown in Table 4below and any existing State minimum.

Circle-to-land with prescribed flight tracks is an accepted procedure within the meaning of this paragraph.

Table 4 MDH/METEOROLOGICAL VIS FOR CIRCLING APPROACHES

Aircraft Category A B C D

MDH (ft) 400 500 600 700

VIS (m) 1500 1600 2400 3600

7 VISUAL APPROACH

An operator shall not use a RVR of less than 800m for a visual approach.

8 NON-PRECISION APPROACH MINIMUMS

An operator must ensure that the MDH for a non-precision approach is not below the OCH/OCL for the category of aircraft orthe MDH values given in Table 5.

Table 5 LOWEST MDH FOR NON-PRECISION APPROACHES


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Type of ApproachLowest MDH

(ft)

LOC (GS out) 250

SRA (terminating at 1/2 NM) 250

SRA (terminating at 1 NM) 300

SRA (terminating at 2 NM) 350

VOR/DME 250

VOR, NDB 300

VDF (QDM & QGH) 300

VISUAL REFERENCE

An approach may not continued below MDA(H) unless at least one of the following visual references for the intended runway isdistinctly visible and identifiable to the pilot:

Elements of the approach light system;

The threshold;

The threshold markings;

The threshold lights;

The threshold identification lights;

The visual glide slope indicator;

The touchdown zone lights;

The touchdown zone or touchdown zone markings;

The runway edge lights;

Other visual references accepted by the Authority.

DETERMINATION OF MINIMUM RVR

The lowest possible RVR (if no higher State minimum exist) to be used by an operator for Non-precision approaches is shown inTable 6 on the following page. The table is only applicable to conventional approaches with a nominal descent slope of notgreater than 4° (7.0%). Greater descent slopes will usually require that visual glide slope guidance (e.g., PAPI) is also visible atthe MDH. The figures may be either reported RVR or meteorological VIS converted to RVR as described in paragraph 4.

NOTE:

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

Table 6 RVR FOR NON-PRECISION APPROACHES

MDH (ft)

Full FacilitiesIntermediate

FacilitiesBasic Facilities

Nil Approach

light Facilities

RVR - Required (m)

A B C D A B C D A B C D A B C D

250 - 299 800 800 800 1200 1000 1100 1200 1400 1200 1300 1400 1600 1500 1500 1600 1800

300 - 449 900 1000 1000 1400 1200 1300 1400 1600 1300 1400 1600 1800 1500 1500 1800 2000

450 - 649 1000 1200 1200 1600 1400 1500 1600 1800 1500 1500 1800 2000 1500 1500 2000 2000

650 and above

1200 1400 1400 1800 1500 1500 1800 2000 1500 1500 2000 2000 1500 1500 2000 2000

Facilities - Required (lights must be on)

Approachlights

HIALS/MIALS

720m or more

HIALS/MIALS

420m - 719m

HIALS/MIALS 419 m orless Nil Approach Lights


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—

MDH (ft)



Nil Approach

light Facilities

RVR - Required (m)

A B C D A B C D A B C D A B C D

or ALS any length

Thresholdlights

X X X X

Rwy edge lights

X X X X1

Runway end lights

X X X X1

Runway end lights

X X X X

Night Operations:

For night operation at least edge lights, threshold and runway end lights must be on.

9 PRECISION APPROACH (CAT I) MINIMUMS

GENERAL

A CAT I operation is a precision approach and landing using an ILS, MLS or PAR with a DH not lower than 200ft and with a RVRnot less than 550m.

DH for CAT I Operations

An operator must ensure that the DH to be used for a CAT I approach is not lower than:

The minimum DH specified in the Aircraft Flight Manual (AFM) if stated;

The minimum height to which the precision approach aid can be used without the required visual reference;

The OCH/OCL for the category of aircraft;

However not below 200ft.

Visual Reference

An approach may not be continued below the CAT I decision height, unless at least one of the following visual references for theintended runway is distinctly visible and identifiable to the pilot:

Elements of the approach light system;

The threshold;

The threshold markings;

The threshold lights;

The threshold identification lights;

The visual glide slope indicator;

The touchdown zone or touchdown zone markings;

The touchdown zone lights;

Runway edge lights.

Determination of the Minimum RVR

The lowest possible RVR (if no higher State minimum exist) to be used by an operator for a CAT I approach is shown in Table 7below. The table is only applicable to conventional approaches with a glide slope angle up to and including 4°. The figures maybe either reported RVR or meteorological VIS converted to RVR as described in paragraph 4.

NOTE:

The DH in Table 7 refers to the initial calculation of a DH. When selecting the associated RVR, there is no need to take accountof a rounding up to the nearest 10ft, which may be done for operational purposes, e.g., conversion to DA.

Table 7: RVR FOR CAT I APPROACHES

DH (ft)



Nil Approach

Light Facilities


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—

—

—

—

—

—

—

RVR - Required (m)

200 550 700 800 1000

201 - 250 600 700 800 1000

251 - 300 650 800 900 1200

301 and above 800 900 1000 1200

Facilities - Required (lights must be on)

Approach lightsHI/MIALS

720m or more

HI/MIALS

420m -719m

HI/MIALS

419m or less or ALSany length

Nil approach lights

Threshold lights X X X X

Rwy edge lights X X X X1

Rwy end lights X X X X1

Rwy markings X X X X

Night Operations:

For night operations at least runway edge lights, threshold and runway end lights must be on.

SINGLE PILOT OPERATIONS

For single pilot operations, an operator must calculate the minimum RVR for all approaches according to JAR-OPS 1. An RVR ofless than 800m is not permitted except when using a suitable autopilot coupled to an ILS or MLS, in which case normalminimums apply. The DH applied must not be less than 1.25 x the minimum use height for the autopilot.

10 PRECISION APPROACH (CAT II) MINIMUMS

GENERAL

A CAT II operation is a precision instrument approach and landing using an ILS or MLS with a decision height below 200ft butnot lower than 100ft, and a minimum RVR of 300m.

DH FOR CAT II OPERATIONS

An operator must ensure that the DH for a CAT II operation is not lower than:

The minimum DH specified in the Aircraft Flight Manual (AFM);

The OCH/OCL for the category of airplane;

The minimum height to which the precision approach aid can be used without required visual reference;

The DH to which a flight crew is authorized to operate;

However not below 100ft.

VISUAL REFERENCE

An approach may not be continued below the CAT II decision height unless visual reference containing a segment of at least 3consecutive lights being:

The centerline of the approach lights, or

The touchdown zone lights, or

The runway centerline lights, or

The runway edge lights or;

A combination of these is attained and can be maintained.

The visual reference must include a lateral element of the ground pattern, i.e., a crossbar of the approach lights, the landingthreshold or a barrette of the touchdown zone lighting.

DETERMINATION OF THE MINIMUM RVR

The lowest possible RVR (if no higher State minimum exist) to be used by an operator for CAT II approaches is shown in Table 8below.

Table 8 RVR FOR CAT II APPROACHES

Auto-coupled to below DH


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—

CAT A, B, CCAT D

(conducting auto-land)CAT D

RVR - Required (m)

100 - 120 300 300 350

121 - 140 400 400 400

141 and above 450 450 450

11 PRECISION APPROACH (CAT III) MINIMUMS

GENERAL

A CAT III operation is a precision approach and landing using an ILS or MLS. CAT III precision approaches are subdivided asfollows:

CAT IIIA - DH lower than 100ft, RVR not less than 200m.

CAT IIIB - DH lower than 50ft - or no DH , RVR lower than 200m but not less than 75m.

NOTE:

Where the DH and RVR do not fall within the same category, the RVR will determine in which category the operation is to beconsidered.

OPERATIONS WITH DH

For operations in which a DH is used, an operator must ensure that the DH is not lower than:

the minimum DH specified in the AFM, if stated;

the minimum height to which the precision approach aid can be used without required visual reference; or

the DH to which the flight crew is authorized to operate.

OPERATIONS WITHOUT DH

Operations without DH may only be conducted if:

the operation with no DH is authorized in the AFM;

the approach aid and the aerodrome facilities can support operations with no DH; and

the operator has an approval for CATIII operations without DH.

NOTE:

In the case of a CAT III runway it may be assumed that operations with No DH can be supported unless specifically restrictedas published in the AIP or NOTAM.

VISUAL REFERENCE

For Category IIIA operations (and CAT IIIB operations with fail-passive flight control systems), no pilot may continue anapproach below the DH determined in accordance with paragraph 11.2 above, unless a visual reference containing a segment ofat least 3 consecutive lights being the centerline of the approach lights, or touchdown zone lights or runway centerline lights, orrunway edge lights, or a combination of these is attained and can be maintained.

For Category IIIB operations with fail-operational flight control systems using a DH, a pilot may not continue an approach belowthe DH, determined in accordance with paragraph 11.2, unless a visual reference containing at least one centerline light isattained and can be maintained.

For CAT III operations with no DH, there is no requirement for visual contact with the runway prior to touchdown.

Table 9 RVR FOR CAT III APPROACHES VS. DH AND ROLL-OUT CONTROL/GUIDANCE SYSTEM

Approach Category DH (ft)Roll-out Control/ Guidance

SystemRVR (m)

IIIA Less than 100 Not required 200

IIIB Less than 100 Fail-passive 1502,

IIIB Less than 50 Fail-passive 125

IIIB Less than 50

or No DHFail-operational 75

12 EFFECT ON AOM OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT


These procedures/instructions are applicable for both pre-flight and in flight situations.

It is not expected that the commander consults these instructions after passing the OM or an equivalent position (from wherethe approach may need to abandoned). If failure of ground equipment, other than the primary approach aid in use, occurs atsuch a late stage, the approach may be continued at commander’s discretion, If failures are known before this stage, the effecton the approach must be considered by using the following table; that means, minimums must be increased and/or relevantprocedures must be used.

Table 10 FAILED OR DOWNGRADED EQUIPMENT-EFFECT ON LANDING MINIMUMS

FAILED OR DOWNGRADED EQUIPMENT

EFFECT ON LANDING MINIMUMS

CAT III B (Note 1) CAT III A CAT II CAT I NON PRECISION

ILS stand-by transmitter Not allowed No effect

Outer Marker No effect if replaced by published equivalent position Not applicable

Middle Marker No effect No effect unless usedas MAP

Touch Down Zone RVR assessment system

May be temporarily replaced with midpoint RVR ifapproved by the State of the Aerodrome. RVR may be reported by human observation.

No effect

Midpoint or Stop end RVR No effect

Anemometer for runway inuse

No effect if other ground source available

Ceilometer No effect

Approach lights Not allowed for operations with DH >50 ft.

Not allowed Minimums as for nil facilities

Approach lights except thelast 210 m

No effect Not allowed Minimums as for basic facilities

Approach lights except thelast 420 m

No effect Minimums as for intermediate facilities

Standby power for approachlights

No effect RVR as for CAT I basic facilities

No effect

Whole runway light system Not allowed Minimums as for basic facilities - day only

Edge lights Day only

Centerline lights (CL) RVR 300 m - day only RVR 300 m - day

550 m - night

No effect

CL lights spacing increased to30 m

RVR 150 m No effect

Touch Down Zone lights RVR 200 m - day

300 m - night

RVR 300 m - day

550 m - night

No effect

Standby power for runwaylights

Not allowed No effect

Taxiway light system No effect - except delays due to reduced movement rate

NOTE 1:

For Cat III B operations with no DH, see also paragraph 11. above.


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a.

b.

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c.

d.

13 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN)

An instrument approach may be commenced regardless of the reported RVR/VIS but shall not be continued beyond theouter marker (OM), or equivalent position, if the reported RVR/VIS is less than the applicable minimums.

Where RVR is not available, an RVR value may be derived by converting the reported VIS.

If after passing the OM or equivalent position the reported RVR/VIS falls below the applicable minimum, the approachmay be continued to DA(H) or MDA(H).

Where no OM or equivalent position exist, the pilot-in command shall decide whether to continue or abort the approachbefore descending below a height of 1000ft above the aerodrome on the final approach segment.

If the MDA(H) is at or above 1000ft above the aerodrome, the operator shall establish a height, for each approachprocedure, below which the approach shall not be continued if the RVR/VIS is less than the applicable minimums.

The approach may be continued below DA(H) or MDA(H) and the landing may be completed, provided that the requiredvisual reference is established at DA(H) or MDA(H) and is maintained.

NOTE:

The equivalent position mentioned in this context can be established by means of a DME distance, a suitable located VOR orNDB, Radar fix or any suitable fix that independently establishes the position of the aircraft.

The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and stop-end RVR are alsocontrolling. The minimum RVR value for the mid-point is 125m or the RVR required for the touch-down zone if less, and75m for the stop-end. For aeroplanes equipped with roll-out guidance or control system, the minimum RVR value for themid-point is 75m.

NOTE:

Relevant, in this context, means that part of the runway used during the high speed phase of landing down to a speed ofapproximately 60 knots.

14 PLANNING MINIMUMS (IFR Flights)

Planning Minimums for Take-off Alternates

An operator shall not select an aerodrome as a take-off alternate aerodrome unless the appropriate weather reports orforecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour afterthe ETA at the aerodrome, the weather conditions will be at or above the applicable landing minimums. The ceiling mustbe taken into account when the only approaches available are non-precision and/or circling approaches.

Planning Minimums for Destination and Destination Alternate Aerodromes

An operator shall only select the destination and/or destination alternate aerodromes when the appropriate weatherreports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable minimums as follows:

Destination Aerodromes

RVR/VIS specified in accordance with JAR-OPS 1 and requirements laid down in para 1;

For Non-precision or circling approach, the ceiling at or above MDH.

Destination Alternate(s)

The minimums specified in Table 11 must be met.

Planning Minimums for Enroute Alternate Aerodromes

An operator shall not select an aerodrome as or enroute alternate unless the appropriate weather reports or forecasts,or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after ETA at theaerodrome, the weather conditions will be at or above those specified in Table 11.

Table 11 PLANNING MINIMUMS FOR DESTINATION & ENROUTE ALTERNATES

Type of Approach Planning Minimums (RVR)

CAT II & III CAT I

CAT I Non-precision ceiling at or above MDH

Non - precision Non-precision +200ft/1000m ceiling at or above MDH

Circling Circling

Planning Minimums for an ETOPS Enroute Alternate

An operator shall not select an aerodrome as an ETOPS enroute alternate aerodrome unless the appropriate weatherreports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planningminimums prescribed in Table 12, and in accordance with the operator's ETOPS approval.


Table 12 PLANNING MINIMUMS-ETOPS

Type of Approach Planning Minimums

RVR/VIS required & ceiling if applicable

Aerodrome with

at least 2 separate approachprocedures based on separate aids serving 2 separate runways

at least 2 separate approachprocedures based on 2 separate aids serving 1 runway

or

at least 1 approach procedure on 1 aid serving 1 runway

Precision CAT II, III (ILS, MLS) Precision CAT I Minimums Non-Precision Minimums

Precision CAT I (ILS, MLS) Non-Precision Minimums Circling Minimums or, if not available,non-precision minimums plus 200 ft/1000 m

Non-Precision The lower of non-precision minimumsplus 200 ft/ 1000 m

or

Circling minimums

The higher of circling minimums ornon-precision minimums plus 200 ft/ 1000 m

Circling Circling Minimums


Documents

static.flight-academy.nlstatic.flight-academy.nl/./documents/documents... · a. b. c. d. e. f. g. 7.2.3.4 To ensure the correctness of the GNSS database display, pilots should check